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THE  JOURNAL  OF 
THE  ENGINEERING  INSTITUTE 

OF  CANADA 


TO  FACIUTATE  THE  ACQUIREMENT  AND  INTERCHANGE 
OF  PROFESSIONAL  KNOWLEDGE  AMONG  ITS  MEMBERS. 
TO  PROMOTE  THEIR  PROFESSIONAL  INTERESTS.  TO 
ENCOURAGE  ORIGINAL  RESEARCH.  TO  DEVELOP  AND 
MAINTAIN  HIGH  STANDARDS  IN  THE  ENGINEERING 
PROFESSION  AND  TO  ENHANCE  THE  USEFULNESS 
OF  THE  PROFESSION   TO   THE  PUBLIC.'1 


ANNUAL  GENERAL  MEETING  AND  PROFESSIONAL  MEETING 

MONTREAL,  JANUARY  28th,  OTTAWA,  FEBRUARY  11th,  12th,  13th. 


JANUARY  1919 


PUBLISHED  MONTHLY  BY  THE  ENGINEERING  INSTITUTE  OF  CANADA, 

AT  176  MANSFIELD  STREET,  MONTREAL 

fol  II  No.  1 


SMALL  TOOLS 


P.  &  W.  Adjustable 
BLADE    REAMERS 


• 

H             4 

■ 

V 


These  reamers  have  eccentric  relief 
and  can  be  set  to  size  without  regrinding. 
They  are  unexcelled  for  design  and 
simplicity  and  ease  of  adjustment. 
The  eccentrically  relieved  blades  are 
stronger  than  others,  do  not  chatter, 
and  produce  a  smoother  hole.  The 
hand,  shell  and  fluted  chucking  reamers 
have  interchangeable  nuts,  screws  and 
wrenches.  The  bottom  of  a  hole  can 
readily  be  faced.  By  a  simple  adjust- 
ment of  the  blades  the  reamers  can 
easily  be  set  to  size  without  regrinding. 


PROMPT  SERVICE 


is  assured  at  our  nearest  store,  where 
P.  &  W.  Small  Tools  are  carried  in  stock. 
Always  order   P.  &  W.  Small   Tools. 


Precision  Machine  Tools  Standard  and  Gauges 


PRATT  &  WHITNEY  CO. 

OF  CANADA,  LIMITED 


Works  :    DUNDAS,     ONTARIO 


MONTREAL 
723  Drnmmond  Bldg. 


TORONTO 
1002  C.P.R.  Bldg. 


WINNIPEG 
1205  McArtknr  Bldg. 


VANCOUVER 
B.C.  Equipment  Co. 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA       3 


Be^tivxim 

Machine  Tools 

EQUIPMENT  FOR 

Locomotive  and  Car  Shops 
Structural  Steel  Shops 
General  Machine  Shops 


WE    MANUFACTURE    A    COMPLETE    LINE    OF    TOOLS    FOR 

FABRICATING  STEEL  PLATE  AND  SHAPES 

FOR    SHIPBUILDING 

LET    US     SEND    YOU    PHOTOS    AND    ESTIMATES 


The  John  Bertram  &  Sons  Co.,  Limited 

Dundas,  Ontario,  Canada 

MONTREAL                        TORONTO                           VANCOUVER  WINNIPEG 

723  Drummond  Bldg.             1002  C.P.R.  BIdg.              609  Bank  of  Ottawa  Bldg.  1205  McArthur  BIdg. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Dominion  Bridge  Company,  Limited 

MONTREAL,  P.O. 


Coal  Handling  Conveyor — Designed  and  Built  by  Dominion  Bridge  Company,  Limited 


Engineers,  Manufacturers  and  Erectors  ot 

STEEL    STRUCTURES 

RAILWAY  and   HIGHWAY  BRIDGES,   BUILDINGS,   TURNTABLES,   ELECTRIC  and  HAND   POWER   TRAVELLING 

CRANES,    COAL  and  ORE  HANDLING   MACHINERY,    LIFT  LOCKS  and  HYDRAULIC 

REGULATING  GATES,  TRANSMISSION  POLES  and  TOWERS. 

TANK  AND  PLATE  WORK  OF  EVERY  DESCRIPTION 


FORGINGS 


Gear  Cutting  and  General  Machine  Work 

MARINE    BOILERS    AND    ENGINES 


Head  Office  and  Works: 
LACHINE,  P.Q.  Canada. 


P.O.    Address:   Montreal,  P.Q. 
Cable  Address:  "DOMINION". 


Branch  Offices  and  Works: 
TORONTO,    OTTAWA,    WINNIPEG. 


Sales  Offices: 
MONTREAL,      TORONTO,      OTTAWA,     WINNIPEG,     EDMONTON,     REGINA,     VANCOUVER 


LARGE  STOCK  OF  STRUCTURAL  MATERIAL  AT  ALL  WORKS 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


EFFICIENCY  OF  COUNTRY  ROADS 
MUST  BE  INCREASED 

"Imperial  Liquid  Asphalts  are  Effective  and  Economical.'* 


"  Look  at  the  deep  tire  tracks  in  the  thick  dust  on  this 
road.  Dust  is  a  sure  sign  of  deterioration,  the  result  of 
the  heavy,  fast  moving  traffic  and  the  ravages  of  the 
elements." 

"  Imperial  Liquid  Asphalts  effectively  overcome  this 
without  changing  the  type  of  road.  Read  the  following 
extract  from  an  official  report  of  the  long-experienced 
Highway  Commission  of  Massachusetts: — 

'A  PLAIN  GRAVEL  ROAD  15  feet  wide  is 
destroyed  by  50  to  75  automobiles  per  day,  but 
if  treated  with  a  good  asphaltic  oil  will  with- 
stand 500  to  700  cars  per  day.' 
'A  WATERBOUND  MACADAM  ROAD  15  feet 
wide  will  fail  under  50  high-speed  motors  per 
day,  while  with  a  good  asphaltic  oil  blanket, 
dust  is  wholly  eliminated  and  the  road  will 
carry  and  prove  economical  with  1,500  auto- 
mobiles and  50  trucks  per  24  hours.'  " 
"  Imperial  Liquid  Asphalts  increase  the  traffic- 
carrying  capacity  of  earth,  gravel  and  macadam 
roads.    They  establish  an  elastic  '  traffic  mat ' 
which  absorbs  the  shock  of  heavy  loads  and 


IMPERIAL 

CANADIAN      MADE 

ASPHALT 


reduces  abrasion  from  steel  tires  and  horse  shoes.  They 
also  prevent  and  suppress  dust  on  these  types  of  roads. 
They  seal  and  make  waterproof  the  surface,  preventing 
ruin  by  rain,  frost  and  wind.  They  stop  the  grinding  and 
wearing  of  road  surfaces." 

"Imperial  Liquid  Asphalts  have  no  objectionable  odors 
and  road  surfaces  on  which  they  are  used  do  not  remain 
messy  and  sticky.  They  are  easily  and  economically 
applied.  They  are  unsurpassed  for  country  roads  and 
suburban  areas." 

"  Imperial  Liquid  Asphalts  are  of  uniform  high  quality. 
They  are  scientifically  refined  from  only  the  finest  Mexican 
Asphaltic  crudes.  They  are  Canadian  made  for  Canadian 
use  and  can  be  delivered  at  short  notice  in  any  quantity 
to  all  parts  of  the  Dominion." 

"  There  are  also  Imperial  Paving  Asphalts  for  preparing 
Hot-Mix  Asphalt  (Sheet  Asphalt  or 
Asphaltic  Concrete )  and  Imperial  Asphalt 
Binders  for  Penetration  Asphalt 
Macadam". 


"  Our  Engineers  and  Road  Experts  are  always  at  your  service  and  will  gladly  advise  or  assist  you  free 
of  charge  in  all  matters  relating  to  road  construction  and  paving." 


IMPERIAL   OIL   LIMITED,     Imperial  Oil  Building,     Toronto 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


Recommend  Imperial  Fuel  Oil 

IMPERIAL  Fuel  Oil    has    proved  itself  most  efficient  for  use 
under  boilers  for  steam  generation. 

Great  Munition  Plants  that  used  Imperial  Fuel  Oil  during  the 
war  are  already  supplied  with  most  of  the  necessary  equipment. 
Many  of  these  plants  will  find  it  a  real  economy  to  continue  to 
use  oil  as  fuel  for  firing  their  boilers. 

Good  heating  engineers  know  that  Imperial  Fuel  Oil  is  an  ideal 
fuel.  It  is  highly  concentrated,  always  absolutely  uniform,  easily 
stored  and  easily  handled. 

Imperial  Fuel  Oil  makes  possible  steady  maximum  heat  under 
boilers,  hence  it  increases — practically  doubles — the  steaming 
efficiency  of  any  boiler  under  which  it  is  properly  used. 

Judged  by  final  results,  Imperial  Fuel  Oil  is  one  of  the  most  economical  fuels 
available  to-day. 

Imperial  Fuel  Oil  is  also  excellent  for  heating  Hotels,  Apartment  Houses, 
Public  Buildings,  Churches  and  Schools,  where  cleanliness  and  quick,  reliable 
heat  is  of  vital  importance. 

Those  interested  will  obtain  full  details  regarding  Imperial  Fuel  Oil  and  the 
installation  of  any  equipment  necessary  to  burn  it  by  writing  or  calling  at 
Room  704,  Imperial  Oil  Building,  56  Church  St.,  Toronto,  Ontario. 


IMPERIAL  OIL  LIMITED 


Power  *  Heat  -  Ligh*  "  Lubrication 
Branches  in  all  Cities 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


Little  David   in  Action 


"  LITTLE  DAVID "  tools  are  ideal  in  the  foundry, 
the  sand-rammer  is  simple  and  fast,  the  chipper  is 
powerful  and  reliable,  the  grinder  is  strong  and  sure. 
Then  you  have  the  "  IMPERIAL  "  hoist  for  lifting  copes, 
and  the  "CIRCO"  direct  lift  air  hoist  to  operate 
drying  furnace  doors. 

Behind  all  these  you  have  C-I-R-Co.,  service — 
the    service    that    begins   with    purchase    and    lasts. 


CANADIAN  INGERSOLL  -  RAND  CO.,  Limited 


SYDNEY  SHERBROOKE 

WINNIPEG 


MONTREAL 
NELSON 


TORONTO  COBALT 

VANCOUVER 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


The  Man  of  the  Hour 

The  Canadian  Engineer 

CANADIAN]  ENGINEERS,    by   their    services    on    the    Firing    line   and    behind   it, 
have    secured    the    confidence    and    the    esteem    of    the     Allies    by    their    quick 
adaptability  to  the  conditions  to  be  met.      They  have  won  the  right  to  a  larger 
place  in  the  Councils  of  our  own  Country. 

Canadian  Engineers,  in  war-time  or  peace-time,  will  increase  their  prestige  to  the 
extent  that  they  solve  successfully  and  economically  the  problems  entrusted  them. 

One  of  the  ways  in  which  the  Engineer  of  to-day  may  best  prove  his  worth — his  fitness 
for  the  great  trust  the  country  reposes  in  him — is  by  far-sighted  consideration  of  the 
entire  life  of  a  project. 

In  planning  road  or  street  work  the  man  who  is  most  loyal  to  his  trust  is  he  who  thinks 
not  merely  of  present  conditions  but  also  of  what  will  happen  in  the  life  of  the  debenture 
covering  the  construction  of  the  pavement.  And  the  members  of  the  profession  know 
that  a  broad  outlook  such  as  that,  means  including  the  specification  of  Concrete. 


CANADA  CEMENT 

CONCRETE 

FOR    PERMANENCE 


Canada  Cement  Company  Limited 

509  Herald  Building  —  MONTREAL 

Sales  Offices  at  MONTREAL,  TORONTO,  WINNIPEG,  CALGARY. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  Journal  of 
The  Engineering  Institute 

of  Canada 


January,    1919 


CONTENTS 


Volume  II,  No.   1 


SUGGESTED  BRANCH  BY-LAWS 1 

MONTREAL  TUNNEL,  FROM  AN  ECONOMIC  POINT  OF  VIEW 3 

REMARKS  REGARDING  RURAL  ROADS 10 

DOUBLY  REINFORCED  BEAMS 14 

EDITORIAL 15 

Annual  General  Meeting 

Canada's  Need 

Canada's  Maps  Catalogued. 

New  Certificates 

Institute  Fraternity 

Branches  Memorialize  Government 

Salaries  of  Engineers 

Legislation  Situation 

Programme  of  Meetings 

REPORT  OF  COUNCIL  MEETINGS 19 

BRANCH  NEWS 22 

Victoria  Branch 

Toronto  Branch 

Calgary  Branch 

Sault  Ste.  Marie  Branch  Proposed 

Ottawa  Branch 

Hamilton  Branch 

Montreal  Branch 

CORRESPONDENCE 27 

PERSONALS 33 

OBITUARIES 34 

PRELIMINARY  NOTICE  OF  APPLICATIONS 37 

ENGINEERING  INDEX 41 

EMPLOYMENT  BUREAU 58 

The  Institute  does  not  hold  itself  responsible  for  the  opinions  expressed  by  the  authors 
of  the  papers  published  in  its  records,  or  for  discussions  at  any  of  its  meetings  or  for 
individual  views  transmitted  through  the  medium  of  the  Journal. 

Published  by 

THE    ENGINEERING    INSTITUTE    OF    CANADA 

176  Mansfield  St.,  Montreal 

BRANCHES: 

Halifax,  N.S.;  St.  John.  N.B.;  Quebec,  P.Q.;  Montreal,  P.Q. ;  Ottawa,  Ont.;  Toronto,  Ont. ;  Winnipeg,  Man.; 
Hamilton,  Ont.;  Regina,  Sask. ;  Calgary,  Alta. ;  Edmonton,  Alta.;  Vancouver,  B.C.;  Victoria,  B.C. 


10 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


PUMPS 


GIVEN  A  PUMP  PROBLEM  — TO  FIND  THE  SOLUTION 

APPLY    A    FAIRBANKS-MORSE     OR     GOULDS     PUMP. 

SIMPLEX  -DUPLEX— TRIPLEX 

RECIPROCATING— CENTRIFUGAL— TURBINE 

STEAM— ELECTRIC— POWER  ANY  COMBINATION— ANY  CAPACITY 


The  Canadian  Fairbanks -Morse  Co.,  Limited 

"  CANADA'S    DEPARTMENTAL    HOUSE    FOR    MECHANICAL    GOODS  " 

DISTRIBUTORS  FOR  LACO  LAMPS 

HALIFAX,        ST.  JOHN,         QUEBEC,         MONTREAL,         OTTAWA,         TORONTO,  HAMILTON,         WINDSOR, 

WINNIPEG,  SASKATOON,  CALGARY,  VANCOUVER,  VICTORIA. 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


Volume  II 


A     MONTHLY     JOURNAL 

Published   By 

THE      ENGINEERING      INSTITUTE      OF      CANADA 

INCORPORATED    IN    1887    AS 
THE    CANADIAN    SOCIETY    OF    CIVIL    ENGINEERS 

JANUARY    1919 


Number  1 


Suggested  Branch  By-Laws 

At  the  meeting  of  the  Council  held  on  December  17th,  Branch  By-Laws  were  submitted  which  were  the  result  of  several 

months'  deliberation  on  the  part  of  the  Legislation  Committee  of  the  Council  and   a   special  committee  of 

the  Montreal  Branch.     These  By-Laws  have  been  submitted  to  the  various  Branches  in 

the  hope  that  they  will  receive  consideration  for  adoption,  unless 

there  are  local  reasons  why  changes  should  be  made. 


Object 

Section  1.  The  Branch  shall  promote  the  objects 
and  interests  of  The  Institute  and  shall  encourage  the 
preparation  of  papers  and  addresses  on  engineering 
subjects,  or  on  subjects  of  scientific  or  engineering  interest, 
both  for  presentation  at  meetings  of  the  Branch  and  for 
publication  by  The  Institute. 

Membership 

Section  2.  (a)  The  members  of  the  Branch  shall 
consist  of  the  Members  of  The  Institute  of  all  classes  who 
reside  within  a  distance  of  twenty-five  miles  of  the  head- 
quarters of  the  Branch,  and  of  those  residing  at  a  greater 
distance  who,  desiring  to  join  the  Branch,  so  notify  the 
Secretary-Treasurer,  who  in  turn  shall  notify  the  Secretary 
of  The  Institute. 

The  Branch  may,  at  the  option  of  the  Executive 
Committee,  admit  persons,  not  members  of  The  Institute, 
who  shall  be  termed  "  Affiliates  of  the  Branch." 

(b)  Any  person  interested  in  the  engineering 
profession  may  become  an  "Affiliate  of  the  Branch." 
Affiliates  shall  be  elected  by  vote  of  the  Executive 
Committee  upon  nomination  by  two  corporate  members 
of  the  Branch.  The  fee  shall  be  five  dollars  per  year, 
including  the  annual  subscription  of  two  dollars  for  the 
Journal  of  The  Institute. 


Affiliates  may  attend  all  meetings  of  the  Branch  but 
shall  not  discuss  or  vote  upon  any  matter  affecting  the 
administration  of  the  Branch. 

Management 

Section  3.  The  Branch  shall  be  managed  by  an 
Executive  Committee  consisting  of  a  Chairman  and  a 
Secretary-Treasurer,  or  a  Secretary  and  a  Treasurer,  and 
six  committee  men,  all  of  whom  shall  be  elected  by  letter 
ballot  of  the  corporate  members  of  the  Branch.  A 
Vice-Chairman  may  be  similarly  elected  at  the  option 
of  the  Executive  Committee.  The  immediate  Past 
Chairman  of  the  Branch  and  the  members  of  the  Council 
of  The  Institute  resident  within  the  jurisdiction  of  the 
Branch,  shall  be  ex-officio  members  of  the  Executive 
Committee.  All  members  of  the  Executive  Committee 
shall  be  corporate  members  of  The  Institute.  Five 
members  shall  constitute  a  quorum. 

Tenure  of  Office 

Section  4.  The  Chairman,  Vice-Chairman  and 
Secretary-Treasurer  shall  hold  office  for  one  year.  Other 
members  of  the  Executive  Committee  shall  hold  office 
for  two  years,  three  being  elected  each  year.  Elections 
shall  be  held  each  year  during  the  first  two  weeks  of  May 
and  members  so  elected  shall  take  office  the  first  of  June 
following. 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


Nominations  for  Executive  Committee 

Section  5.  On  or  before  the  fifteenth  day  of  March 
in  each  year,  the  corporate  members  of  the  Branch  shall 
be  called  upon  by  the  Secretary  to  nominate,  by  letter, 
candidates  for  the  offices  of  Chairman,  Vice-Chairman, 
Secretary-Treasurer  and  three  Committee  men.  Each 
nomination  shall  be  signed  by  at  least  five  corporate 
members  of  the  Branch,  and  shall  reach  the  Secretary  on 
or  before  the  first  day  of  April. 


Letter  Ballot  for  Executive  Committee 

Section  6.  The  Secretary  shall  mail  to  each 
Corporate  Member  of  the  Branch,  before  the  end  of 
April,  a  letter  ballot  stating  the  name  and  class  of  member- 
ship of  each  nominee.  Instructions  for  voting  shall  be 
printed  on  the  ballot,  which  shall  be  returned  to  the 
Secretary  by  a  date  fixed  by  the  Executive  Committee. 
All  ballots  shall  be  enclosed  within  two  sealed  envelopes. 
The  outer  envelope  shall  bear  the  signature  of  the  voter, 
but  the  inner  envelope  containing  the  ballot  shall  have  no 
identification  mark  upon  it. 

The  ballot  shall  be  counted  by  scrutineers  appointed 
by  the  Executive  Committee.  All  ballots  which  do  not 
comply  with  the  printed  instructions  shall  be  rejected. 

The  scrutineers  shall  report  the  result  of  the  ballot 
to  the  Annual  Meeting,  and  the  nominee  receiving  the 
highest  number  of  votes  for  any  office  shall  be  declared 
elected  to  that  office.  Should  a  tie  result  between  two 
or  more  nominees  for  the  same  office,  the  corporate 
members  present  shall  elect  by  ballot,  the  officer  from 
those  nominees.  In  case  a  tie  again  results,  the  Chairman 
of  the  Meeting  shall  give  a  casting  vote. 

The  Chairman  shall  announce  the  names  of  the 
officers  duly  elected. 

Sections  of  Branches 

Section  7.  At  the  request  of  ten  corporate  members 
of  the  Branch,  made  in  writing  to  the  Secretary  and 
approved  by  the  Executive  Committee,  sections  of  the 
Branch  shall  be  established,  corresponding  to  any  of  the 
generally  recognized  branches  of  the  engineering  profession, 
such  as  chemical,  civil,  electrical,  mechanical,  mining, 
industrial,  etc. 

The  Chairman  of  the  Branch  shall  be  ex-officio  the 
Chairman  of  each  of  the  sections  and  each  section  shall 
have  as  executive  officer,  a  Vice-Chairman,  who  shall  be 
appointed  by  the  Executive  Committee  at  its  first  meeting 
after  the  Annual  Meeting  of  the  Branch,  or  on  the 
authorization  of  any  section  of  the  Branch.  He  shall 
hold  office  until  the  thirty-first  day  of  May  following  the 
date  of  his  election. 


Meetings  of  the  Branch 

Section  8.  Ordinary  meetings  shall  be  held  on  alter- 
nate Thursdays  from  October  to  April  inclusive,  or  on 
such  other  days  as  the  Executive  Committee  may 
determine. 

Special  meetings  may  be  called  by  the  Secretary 
on  resolution  of  the  Executive  Committee,  or  on  the 
written  request  of  seven  corporate  members,  stating  the 
objects  of  the  meeting.  The  notice  stating  the  object  of 
the  meeting  shall  be  mailed  at  least  five  days  before  the 
date  of  the  meeting. 

The  Chairman  may  call  a  special  meeting  without 
such  formalities  for  any  purpose  other  than  the  transaction 
of  business. 

Annual  Meeting 

Section  9.  The  Annual  Meeting  shall  be  held  at 
the  headquarters  of  the  Branch  on  or  before  the  second 
Tuesday  in  May,  or  on  such  other  date  in  May  as  the 
Executive  Committee  may  determine.  Notice  of  the 
meeting  shall  be  mailed  to  each  member  at  least  seven 
days  before  the  date  of  the  meeting.  The  Executive 
Committee  shall  submit  a  report  of  the  operations  of  the 
Branch,  and  shall  determine  the  order  of  business  of  the 
meeting. 

Annual  Report  to  the  Institute 

Section  10.  The  Branch  shall  submit  an  annual  report 
of  its  proceedings  and  of  its  finances  to  the  Secretary 
of  The  Institute  who  shall  present  it  to  the  Annual 
General  Meeting  of  The  Institute.  The  report  shall 
cover  the  operations  of  the  calendar  year  and  shall  be 
approved  by  the  Executive  Committee  and  signed  by  the 
Chairman  and  Secretary-Treasurer  of  the  Branch. 

Alterations  of  By-Laws 

Section  11.  By-Laws  may  be  adopted,  amended 
or  repealed  by  letter  ballot  only.  Such  alterations  may 
be  suggested  either  by  the  Executive  Committee,  or,  in 
writing,  by  any  ten  corporate  members,  and  the  proposed 
alterations  must  reach  the  Secretary  on  or  before  the 
first  day  of  April. 

Alterations  shall  only  be  made  at  the  Annual  Meeting, 
and  the  ballot  for  such  alterations  shall  be  issued  with  the 
ballot  for  the  elections  of  members  of  the  Executive 
Committee.  An  affirmative  vote  of  two-thirds  of  all 
valid  ballots  shall  be  necessary  for  the  alteration  of  by-laws. 

The  votes  shall  be  counted  by  the  scrutineers  appoint- 
ed for  the  election  of  members  of  the  Executive  Committee. 

General 

Section  12.  Where  not  otherwise  provided  for,  the 
Branch  shall  conform  in  rules  of  order  and  general 
procedure  to  the  methods  and  rules  adopted  by   The 

Institute. 


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The  Montreal  Tunnel  From  an  Economic  Point  of  View 

By  H.  K.  Wicksteed,  B.A.Sc,  M.E.I. C. 


In  response  to  your  very  kind  invitation,  I  have  come 
before  you  to-night  to  give  you  something  of  interest  in 
connection  with  the  history  of  the  Montreal  tunnel  — 
What  were  the  considerations  which  led  up  to  it,  and  made 
it  seem  a  practical  scheme  ?  As  the  Canadian  Northern 
Passenger  Department  has  put  it  in  its  window  dressing 
"  Why  was  the  Tunnel  built  ? "  And  I  have  given 
my  dissertation  the  title  of  "  The  Montreal  Tunnel  from 
an  Economic  Point  of  View." 

With  the  actual  construction  of  the  Tunnel  I  do  not 
propose  to  deal  with  to  any  greater  extent  than  is  necessary 
to  enable  you  to  understand  the  problem, —  not  because 
there  were  not  a  great  number  of  intensely  interesting 
points  about  it,  and  not  because  I  was  not  in  the  Tunnel 
a  great  many  times  during  its  progress, —  but  because  the 
construction  side  has  been  dealt  with  very  ably  by  my 
colleague  Mr.  Brown,  and  I  believe  is  to  be  dealt  with 
further  by  one  of  his  assistants,  Mr.  Busfield,  and  they 
are  both  better  posted  in  details  of  it  than  I.  Mr.  Brown 
has  made  tunnelling  a  specialty,  and  his  whole  soul  was 
in  his  work,  and  I  may  say  that  it  is  a  pretty  large  and 
comprehensive  soul. 

Economic  Side  of  Engineering  Problems 
Both  by  temperament  and  training,  it  is  the 
"  economic  "  side  of  things  which  has  always  appealed 
to  me  most.  Railways  are  commercial  concerns,  and 
the  Tunnel  is  an  essential  part  of  a  great  railway.  If  it 
can  not  be  justified  in  a  commercial  sense,  if  it  can  not  pay 
interest  on  its  cost,  it  has  no  right  to  exist. 

This  economic  aspect  of  engineering  works  has 
come  into  great  prominence  of  late  years,  and  notably 
since  the  introduction  of  railways.  Nearly  all  our  great 
tunnels  have  been  built  to  carry  railways  past  or  under 
obstructions  of  one  kind  or  another,  so  that  the  history 
of  tunnelling  is  almost  altogether  confined  to  the  last 
70  or  80  years,  and  most  of  the  great  tunnels  are  much 
younger    than    that. 

Difference  between  English  and  American  Roads 
Railroad  construction  started  on  a  large  scale  first 
in  England,  where  population  was  already  dense,  and 
traffic  was  waiting  to  be  carried  in  large  volume.  A 
railway  once  built  even  on  what  we  should  now  consider 
very  crude  lines,  was  practically  sure  of  paying  its  way 
from  the  very  start,  and  the  cost  was  a  minor  consideration 
as  soon  as  the  potentialities  of  the  steam  railway  came 
to  be  understood. 

It  was  when  the  building  of  railways  extended  to 
this  continent  of  great  distances  and  at  the  same  time 
sparse  population  that  it  was  found  that  not  only  were 
fixed  charges  a  very  heavy  drain  on  railway  earnings, 
but  that  capital  was  very  hard  to  get  in  any  case,  and 
had  to  be  brought  in  from  outside,  hence  the  difference 
in  cost  between  the  early  American  roads  and  the  English 
ones,  and  the  expedients  of  sharp  curvature,  heavy  grades, 
and  cheap  construction,  which  were  used  to  reduce  the 
capital  cost;  and  hence  the  fact  that  so  much  English 
capital  went  into  American  roads. 

*Read  before  Toronto  Branch,  December  3rd,  1918. 


Effect  of  Competition 

As  time  went  on,  and  the  traffic  became  heavier, 
and  as,  too,  other  lines  were  built  between  the  same 
termini  and  competition  became  keen,  there  came  the 
era  when  the  balancing  of  cost  against  more  perfect  loca- 
tion and  construction  began  to  be  a  regular  study,  and 
while  I  think  a  good  many  of  the  earlier  engineers,  Latrobe 
for  instance,  had  thought  a  good  deal  about  these  matters 
(their  works  shewed  that  they  did)  it  was  Wellington  who 
first  committed  his  ideas  to  paper  and  his  writings  are 
still  useful  as  well  as  monumental. 

Classification  of  Tunnels 

The  element  of  location  which  conduces  more  than 
any  other  to  reduce  the  cost  of  haul  is,  of  course,  that  of 
gradients,  and  in  reducing  gradients  in  rough  country 
there  is  very  often  a  strong  temptation,  less  often  an  abso- 
lute necessity,  to  resort  to  tunnelling.  Hence  nearly 
all  our  tunnels  are  in  the  two  great  mountain  ranges  of 
the  continent,  one  east  and  the  other  west  of  the 
Mississippi  River.  There  are  a  few,  however,  on  this 
continent,  for  the  construction  of  which  there  are  other 
or  contributing  causes;  and  a  great  many  on  the  other 
side  of  the  Atlantic  —  cases  where  property  damage  was 
to  be  avoided  at  almost  any  cost,  or  where  navigation 
interests  were  paramount,  and  a  tunnel  was  more  practi- 
cable than  a  high  level  bridge.  The  Detroit-Sarnia  and 
Hudson  River  Tunnels  are  instances  of  the  latter  class, 
and  the  Baltimore  &  Washington  tunnels  are  instances 
of  the  former,  and  to  this  class  our  own  Montreal  Tunnel 
also  properly  belongs. 

Caiiad tan  Northern  Location  Considerations 

Towards  the  close  of  1906,  more  than  twelve  years 
ago,  I  was  instructed  to  commence  surveys  and  location 
for  the  Canadian  Northern  Railway  from  Montreal  west- 
ward, primarily  to  the  Georgian  Bay  and  eventually,  as  it 
turned  out,  to  Port  Arthur  to  connect  with  the  western 
system  which  had  already  developed  to  very  considerable 
proportions.  My  headquarters  were  at  that  time  in 
Montreal,  so  that  it  was  natural  that  a  great  deal  of  my 
spare  time  was  devoted  to  what  was  in  any  case  the  prob- 
lem of  greatest  interest  and  best  worth  studying  out. 
Montreal  and  its  problems  and  growth  were  not  a  new 
matter  to  me,  for  I  had  spent  three  years  of  my  earlier 
life  at  McGill,  had  geologized  on  Montreal  Mountain 
with  Sir  William  Dawson,  and  one  of  my  closest  friends 
was  a  prominent  business  man  and  an  ex-mayor  of 
Westmount. 

Acquired    Roads 

The  Canadian  Northern  two  or  three  years  before 
had  purchased  and  completed  the  Chateaugay  &  Northern 
Railway  from  Hochelaga  to  Joliette,  and  about  the 
same  time  the  Great  Northern  Railway  of  Canada, 
extending  from  Hawkesbury  to  Riviere  a  Pierre  on  the 
Quebec  &  Lake  St.  John,  which  constituted  a  sort  of  over- 
flow system  by  which  part  of  the  grain  brought  from 
Parry  Sound  by  the  Canada  Atlantic  found  its  way  to 
an  elevator  in  Quebec. 


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Ocean  Terminal 
The  superintendent  of  this  Eastern  System  was 
offered  one  of  the  farms  near  Longue  Pointe  and  we  com- 
bined to  purchase  this  for  the  railway,  and  by  this  means 
secured  an  approach  to  the  river  front,  and  within  a 
very  short  time  thereafter,  a  connection  with  the  Harbor 
Commissioners'  tracks. 

Freight  Entry 

This  had  already  secured  for  the  road  an  ocean 
terminal,  and  it  developed  later  that  from  this  farm,  now 
the  Longue  Pointe  Yard  (and  a  very  busy  yard  indeed), 
there  extended  a  very  marked  depression  clear  across  the 
Island  to  the  Riviere  des  Prairies,  and  the  only  one  of  its 
kind  between  Lachine  and  Bout  de  1'Ile.  Everywhere  else 
there  was  a  high  broad-backed  ridge  of  limestone  to  the 
north  of  the  Mountain  itself,  and  to  the  south  a  long  talus 
slope  of  sand  and  glacial  drift. 

The  Northern  Colonization,  afterwards  Quebec 
Montreal  &  Occidental,  and  now  C.  P.  R.,  climbed  over 
the  top  of  the  limestone  at  Mile  End  at  an  elevation  of 
200  feet  above  the  River  and  down  again  with  a  very 
strenuous  grade  of  90  feet  to  the  mile,  to  Hochelaga. 
The  Ontario  &  Quebec,  the  C.  P.  R.'s  entry  from  the 
southwest,  climbed  over  the  talus  debris  and  dropped 
similarly  although  not  so  viciously,  to  the  Windsor  Station. 

Our  discovery  gave  us  an  entry  somewhat  circuitous, 
it  is  true,  but  with  a  short  maximum  grade  of  30  feet 
to  the  mile. 

Development    of    Transcontinental    Route 

This  then  was  the  obvious  route  for  a  freight  line  from 
the  West  to  the  harbour  of  Montreal,  and  it  must  be 
remembered  that  the  C.  N.  R.  was  at  that  time  purely  a 
granger  road  and  interested  almost  exclusively  in  the 
hauling  of  wheat  to  the  seaboard.  Here,  therefore,  was 
the  starting  point  of  the  survey  to  Port  Arthur,  and  we 
still  hope  to  see  this  line  built  at  a  very  early  date.  The 
surveys  West  shewed  that  an  excellent  line  could  be  had 
north  of  the  Great  Lakes  to  Port  Arthur  at  moderate 
cost;  in  proportion  to  cost  probably  the  best  long  distance 
line  in  the  world.  The  Pacific  coast  extension  also  gave 
wonderful  results,  and  the  System  promised  to  be  easily 
the  best  of  all  the  Transcontinental  lines  on  this  continent 
or  any  other. 

Terminal 

While,  however,  this  arrangement  was  entirely  satis- 
factory as  regards  through  freight  traffic  to  and  from  the 
West,  it  did  not  meet  the  requirements  of  the  local  traffic, 
both  passenger  and  freight,  of  the  City  itself.  Moreover, 
a  transcontinental  such  as  that  described  must  of  necessity 
have  a  suitable  terminal  in  the  Eastern  Metropolis  to  make 
it  complete  and  well-balanced,  and  this  became  the  new 
study  of  the  location  staff. 

Montreal  Topographically 

Montreal  proper,  as  everyone  knows  and  many 
have  said,  is  wedged  in  between  the  River  and  the 
Mountain  on  a  narrow  strip  of  territory  consisting  first 
of  a  river  flat  half  a  mile  wide,  and  farther  back  a  terrace 
70  feet  higher,  and  of  about  the  same  width,  extending  to 
the  Mountain  Slope. 


Up  to  thirty  years  ago  the  site  was  an  ideal  one  for 
a  city  of  moderate  size  although  even  then  it  was  re- 
markable among  American  cities  for  its  density  of  popu- 
lation. While  Toronto  was  building  up  with  detached 
houses  with  lawns  and  gardens,  Montreal  adhered  to 
long  terraces  of  houses  of  gray  limestone  built  right 
up  to  the  street,  and  extending  for  miles  almost  without 
a  break.  Only  on  the  slopes  of  the  Mountain  the  "  Seats 
of  the  Mighty  "  of  the  Allans,  the  Redpaths,  the  Angus, 
and  other  merchant  princes  shewed  more  attractive 
surroundings,  even  if  built  on  a  sharp  slope.  Westmount 
was  then  in  its  infancy  and  was  deterred  in  its  growth 
by  the  long  distances  from  the  commercial  centre  of  the 
City. 

Growth  due  to  C.  P.  R.  Entry 

Thirty  years  ago  was  marked  by  the  advent  of  the 
C.  P.  R.  and  the  selection  of  Montreal  as  its  headquarters. 
Montreal  began  to  grow  very  rapidly  indeed,  and  is 
said  to  be  increasing  in  population  nearly  10%  per  annum, 
and  has  now  a  population  of  over  800,000. 

Congestion 

Montreal  a  few  years  ago  had  an  area  of  19  square 
miles,  and  a  population  of  580,000.  Cleveland,  with 
about  the  same  population  occupied  45  square  miles, 
Boston  with  670,000  —  43  square  miles.  Between  1900 
and  1910  Montreal  added  10,000  people  to  each  square 
mile.    New  York  only  4,000  and  Chicago  only  2,500. 

Montreal,  to  use  the  words  of  a  writer  in  an  American 
paper  was  "  choking  to  death  for  want  of  room".  In 
its  efforts  to  find  this  it  has  extended  down  the  River 
almost  to  Bout  de  1'Ile,  and  upwards  almost  to  Lachine, 
and  answers  much  more  closely  even  than  Duluth  itself 
to  the  Eastern  Yankee's  description  of  that  City  as 
being  "  25  miles  long,  1  mile  wide,  and  pretty  nearly 
one  mile  high." 

Schemes  for  Expansion 

The  long-sighted  men,  my  business  friend  for  one 
and  Sir  William  Van  Home  for  another,  had  repeatly 
cast  wistful  and  prophetic  eyes  towards  the  "  hinterland  " 
"  the  Great  Beyond  "  on  the  other  side  of  the  Mountain. 
The  Montreal  Tramways  built  a  line  around  it  and  Sir 
William  suggested  a  tunnel  of  about  1,000  feet  to  reduce 
the  extreme  summit  of  the  Cote  des  Neiges  Hill.  Only 
at  one  point  had  any  actual  expansion  taken  place,  and 
this  was  largely  due  to  the  C.  P.  R.  Mile  End  Station 
and  the  Tramways'  extensions  to  it.  This  was  along  the 
extensions  of  St.  Lawrence  Main,  St.  Denis  and  later 
of  Park  Avenue. 

This  question  of  city  expansion  was  one  consideration 
which  led  to  the  conception  and  inception  of  the  Montreal 
Tunnel,  but  it  was  not  by  any  means  the  only,  or  the 
principal  one. 

Topography 

To  most  Canadians  the  mention  of  the  St.  Lawrence 
suggests  a  river  running  east  and  west.  It  carries  east 
and  west  commerce,  and  Sault  Ste.  Marie  is  pretty  nearly 
due  west  of  Montreal,  and  Port  Arthur  only  three  degrees 
further  north;  but  the  St.  Lawrence  proper  from  Lake 
Ontario  to  the  sea  flows  northeast,  and  at  Montreal 
it  runs  almost  due  north  and  south. 


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It  is  the  Ottawa  which  is  the  east  and  west  river,  and 
it  is  the  Ottawa  Valley  which  has  been  in  the  past  the  great 
highway  of  commerce,  and  which  has  resumed  its  place 
as  the  route  of  the  two  transcontinental  roads.  The 
result  is  that  the  direct  route  from  the  heart  of  Montreal 
to  the  West  lies  directly  through  the  Mountain,  and 
almost  at  right  angles  to  the  River  and  the  great  thorough- 
fares of  St.  Catherine,  St.  James  and  Notre  Dame,  which 
parallel  it.  As  grade  separation  was  an  essential  feature 
of  any  terminal  scheme  this  was  a  very  important 
consideration. 

Existing  Railways 

Three  railways  had  already  entered  Montreal  from 
the  West. 

The  Grand  Trunk  had  entered  it  when  the  problem 
was  a  comparatively  simple  one.  The  Victoria  Bridge 
was  located  at  what  was  considered  the  best  point  for  a 
bridge,  as  was  the  St.  Anne's  Bridge  over  the  Ottawa. 
The  intermediate  line  was  built  as  directly  as  possible 
between  them,  and  one  of  the  pioneer  roads  of  Canada, 
the  Lachine  Portage  Railway,  was  used  as  an  approach 
to  a  dead  end  station  in  the  outskirts  of  the  city  at  that 
time.  The  main  line  did  not  touch  Montreal  as  it  then 
existed. 

Thirty  years  later  the  Northern  Colonization  was 
built  from  Ottawa,  and  it  climbed  over  the  northern  toe 
of  the  Mountain  as  already  described,  and  entered  the 
extreme  northern  end  of  the  city,  and  after  absorption 
by  the  C.  P.  R.,  the  Place  Viger  Station. 

Ten  years  later  still  came  the  Ontario  &  Quebec, 
which  paralleled  the  Grand  Trunk  from  Vaudreuil  to 
Dorval,  and  then  rose  over  the  terrace  and  followed 
along  its  edge  to  the  present  Windsor  Street  Station. 
What  the  governing  ideas  were  in  selecting  this  location 
I  can  only  guess,  having  never  met  the  designer,  but  a 
desire  to  eliminate  property  damages  and  grade  crossings 
as  far  as  possible  is  evident,  and  the  solution  has  been 
accomplished  in  a  very  clever  way.  It  is  on  the  whole  a 
very  satisfactory  entry,  but  the  C.  P.  R.  is  under  the 
disadvantage,  with  the  double  approach,  of  having  to 
keep  up  two  separate  terminals  and  a  great  number  of 
passengers  have  to  travel  across  town  from  one  to  the 
other  —  in  coming,  for  example,  from  Quebec  to  Toronto. 
It  may  almost  be  said  that  there  are  three  terminals  for 
the  Mile  End  Station  is  getting  to  be  very  popular  with 
short  distance  passengers  to  and  from  the  north  and  west. 
The  Windsor  Street  approach  is  very  interesting  not  only 
as  a  very  good  piece  of  work,  but  as  shewing  the  develop- 
ment of  railway  ideals,  and  the  demands  of  the  Public  in 
respect  of  abolition  of  crossings  and  concealment  and 
suppression  of  smoke  and  noise. 

Advent  of  C.   N.   R. 

Nearly  thirty  years  after  the  C.  P.  R.  comes  the 
Canadian  Northern.  Thirty  years  makes  a  great  differ- 
ence in  a  problem  of  this  kind.  Land  values  have  grown 
prodigiously  in  the  meantime  due  to  the  ever  increasing 
congestion.  And  the  education  of  the  Public  assisted 
by  a  Railway  Commission  anxious  to  please  it  has  gone 
on  apace.  Grade  separation  has  become  absolutely 
essential  and  the  absolute  abolition  of  smoke  and  noise 
almost  so. 


At  the  same  time,  and  from  the  railway  point  of  view, 
passenger  trains  have  become  longer  and  heavier  and 
harder  to  haul,  so  that  grades  must  be  flattened  to  the 
utmost,  especially  in  regard  to  starting  and  stopping. 
Maintenance  of  way  and  operating  expenses  have  been 
increasing  in  a  much  faster  ratio  than  the  corresponding 
passenger  rates  and  receipts.  Only  the  increasing  volume 
of  traffic  offsetted  the  growing  discrepancy  and  served 
to  stave  off  the  bankruptcy  of  the  railways. 

Local    Freight 

The  passenger  business  alone  was  not  the  only  thing 
to  be  considered.  The  Grand  Trunk  during  its  60  years 
of  occupancy,  and  the  C.  P.  R.  during  its  shorter  term  of 
existence  had  surrounded  and  honey-combed  Montreal 
with  a  network  of  industrial  spurs,  sidings,  and  yards, 
in  every  direction.  The  Canadian  Northern  had  only 
one  small  yard  in  the  extreme  north  end,  and  its  connection 
on  the  same  terms  as  the  other  lines  with  the  Harbour 
Commissioners'  tracks  for  overseas  business.  But  busi- 
ness to  and  from  the  local  industries,  the  wholesale  houses, 
cold  storage  plants,  etc.,  etc.,  has  to  be  hauled  from  three  to 
five  miles  by  motor  trucks  to  Moreau  Street.  The 
handicap  is  altogether  too  great.  In  the  district  bounded 
by  McGill  Street,  the  Lachine  Canal,  Windsor  Street 
produced,  and  Lagauchetiere  St.  alone  there  are  something 
like  150  of  these  smaller  industries  and  plants,  and  a  great 
many  more  within  a  mile  radius  of  the  Haymarket  Square. 

Passenger  business  may  perhaps  be  described  as  the 
spiritual  and  intellectual  function  of  the  railway  body 
coporate,  but  freight  is  the  wholesome  and  nourishing 
food  which  enables  it  to  do  its  work  and  carry  on  its  func- 
tions. The  passenger  service  is  the  side  which  appeals 
to  the  ordinary  layman  passenger  just  as  a  man's  face 
and  bearing  does  to  a  new  acquaintance,  but  he  can't 
keep  up  the  prepossessing  appearance  unless  he  has  his 
stomach  full,  and  some  little  money  in  his  pocket. 

Financial 

We  have  here  a  number  of  essentials  to  be  provided 
for  and  a  still  greater  number  of  desiderata,  also  many 
things  to  avoid.  The  most  important  necessity  of  all 
at  the  moment  perhaps  was  the  finding  of  the  necessary 
capital. 

Railway  terminals  are  expensive  things  at  the  best, 
and  this  was  an  era  of  extravagance  in  this  respect.  The 
Pennsylvania  had  spent  all  kinds  of  millions  on  its  New 
York  entry.  The  New  York  Central  was  following  suit 
with  a  magnificent  scheme,  better  balanced  financially, 
but  still  enormously  expensive.  Kansas  City  was 
building  a  joint  45-mi  lion  terminal,  and  St.  Paul  was 
considering  a  scheme  which  involved  encroachment  on 
the  rights  of  its  very  respectable  and  oldest  citizen,  the 
Mississippi  River  —  almost  as  old  and  respectable  as 
the  Montreal  Mountain  itself  although  somewhat  dirtier. 

But  these  were  all  in  connection  with  roads  of  long 
standing  and  financial  strength.  They  were  improvements 
and  consolidations  rather  than  new  schemes. 

The  Canadian  Northern  while  it  had  been  earning 
at  a  great  rate  was  also  extending  and  building  equally 
fast,  and  had  largely  discounted  its  future  in  its  borrowings. 
Even  in  a  growing  North  West  it  takes  some  months 
before  a  new  piece  of  road  can  earn  its  own  living,  and 


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some  of  the  C.  N.  R.  construction  was  of  a  nature  and 
through  such  country  as  could  not  be  expected  to  yield 
any  adequate  income  except  as  part  of  the  completed 
system. 

Selection    of   Route 

The  most  obvious  route  was  to  parallel  the  two  older 
roads  and  it  was  very  seriously  proposed,  but  the  writer 
for  one  never  took  to  the  proposition.  It  was  neither  the 
inexpensive  route  of  the  older  Grand  Trunk,  nor  could 
the  very  neat  grade  separations  which  the  C.  P.  effected 
thirty  years  ago  be  repeated  and  duplicated. 

The  line  of  the  C.  P.  had  been  badly  bent  in  order  to 
effect  its  entry.  Everything  pointed  to  the  north  instead 
of  the  south  shore  of  the  Ottawa  as  being  the  proper 
route  of  the  Canadian  Northern,  and  in  this  case  the  bend 
would  become  a  right  angle  elbow.  The  right-of-way 
would  be  absolute  destruction  for  two  miles  or  more,  and 
grade  separation  could  be  effected  only  by  a  continuous 
track  elevation  for  the  same  distance.  It  would  have 
been  plagiarism  of  the  worst  and  most  expensive  type. 

It  was  proposed  to  join  the  Grand  Trunk  but  this 
would  merely  have  mitigated  some  of  the  evils  of  parallel- 
ism, not  removed  them,  and  the  C.  N.  would  have  lost 
its  identity  and  its  independence  at  a  most  important 
point,  and  neither  of  these  propositions  would  have  been 
any  solution  of  the  freight  problem. 

Tunnel  the  Obvious  Solution 

The  Tunnel  was  the  obvious  solution  of  the  whole 
question,  and  it  was  adopted  by  the  writer  at  a  very 
early  stage,  but  how  was  the  money  to  be  found  ? 


The   Model   City 

Here  came  in  the  question  of  expansion,  of  a  Greater 
Montreal.  The  piercing  of  the  Mountain,  the  inaugur- 
ation of  a  fast  and  frequent  electric  service  through  it, 
would  vastly  enhance  the  value  of  the  inaccessible  lands 
beyond.  Thousands  of  acres  sloping  gently  towards 
the  Back  River  were  available,  if  they  were  once  brought 
within  easy  reach  of  the  business  and  shopping  district. 

As  soon  as  the  programme  was  announced  real 
estate  men  would  quickly  absorb  all  the  available  land, 
subdivide  it  and  sell  at  enormous  profit.  Why  should 
not  a  syndicate  be  formed  which  would  take  this  part 
of  the  business  out  of  the  hands  of  the  real  estate  men, 
buy  up  the  land  and  out  of  the  prospective  profits  finance 
the  construction  of  the  Tunnel  ? 

The  idea  once  suggested  took  root,  and  some  of  the 
great  financiers  of  the  world  became  directly  interested  in 
it,  and  the  idea  of  the  tunnel  entrance  became  an  esta- 
blished one. 

Construction  Considerations 

But  this  merely  fixed  the  principle  of  the  Tunnel, 
not  the  line  of  it,  and  there  were  several  lines  suggested 
other  than  that  adopted.  A  line  just  south  of  Park 
Avenue  was  strongly  advocated,  the  reason  given  being 
that  it  would  be  closer  to  the  surface  and  much  of  it  could 
be  built  by  the  cut-and-cover  method. 

It  was  pointed  out  in  rebuttal  that  this  would  dis- 
organize all  the  underground  economy  of  the  district, 
sewers,  water  pipes,  and  gas,  and  that  the  streets  would 


be  impassable  and  the  abutting  property  uninhabitable 
during  the  whole  time  of  construction,  unless  the  enor- 
mously costly  methods  of  the  New  York  Subways  were 
adopted.  So  far  from  being  an  extravagance,  the  bold 
line  under  the  highest  part  of  the  Mountain  was  the 
cheapest  in  that  it  avoided  all  property  damage  except 
for  a  couple  of  thousand  feet  on  the  City  end. 

Selection    of   Western    Portal 

This  argument  prevailed  finally  and  the  bolder  line 
was  adopted,  but  there  was  still  a  good  deal  of  latitude 
in   the   choice  of  line. 

At  the  West  end  a  long  strip  of  property  was  offered 
reaching  nearly  to  the  Back  Rvier.  It  so  happened 
that  on  this  property  was  the  best  point  at  which  to  cross 
the  C.P.R.'s  Atlantic  and  North  Western  line,  so  this  end 
was  promptly  and  satisfactorily  settled. 

Selection  of  Eastern  Portal 

The  east  end  was  the  subject  of  longer  debate  and 
some  warmth  of  argument.  Most  English-speaking 
people  think  of  Montreal  as  extending  from  the  Mountain 
to  Dorchester,  and  from  Park  Avenue  to  the  confines  of 
Westmount,  with  an  addition  for  business  purposes 
extending  east  and  south  for  half  a  mile  from  the  Place 
D'Armes,  and  of  St.  Catherine  Street  as  being  the  main 
and  only  important  artery.  This  is  only  a  small  part  of 
Montreal  in  reality  but  the  conviction  in  the  Anglo-Saxon 
mind  that  this  is  Montreal,  the  whole  of  Montreal,  and 
nothing  but  Montreal  is  almost  as  fixed  and  ineradicable 
as  the  Englishmen's  idea  that  the  whole  world  is  centred 
about  his  own  tight  little  island. 

As  a  result  of  this  obsession,  it  was  difficult  to  get 
any  site  off  of  St.  Catherine  Street  even  seriously  con- 
sidered. A  line  near  University  Street  was  actually 
adopted  and  abandoned  only  when  it  was  shewn  that  this 
was  of  no  use  except  for  purely  passenger  business,  that 
there  was  no  chance  for  extension  eatward,  and  that  it 
must  for  all  time  to  come  remain  a  dead  end  branch  6  miles 
in  length,  and  worse  in  this  respect  than  either  the  C.  P.  R. 
or  the  Grand  Trunk. 

Connection  with  Harbor  Tracks 
Finally,  the  present  line  was  adopted  mainly  for 
the  reasons  that  it  gave  a  continuous  line  from  the 
Mountain  to  the  water  front  with  opportunity  to  connect 
with  the  Harbor  Commissioners'  tracks,  and  through 
them  with  the  system  extending  to  Quebec  and  Chicou- 
timi;  that  in  doing  this  it  passed  through  some  of  the 
best  freight  producing  district  in  Montreal,  and  that  it 
did  all  this  with  a  minimum  of  property  damage  and  with 
an  absolute  avoidance  of  grade  crossings  or  even  distortion 
of  street  grades. 

There  is,  further,  an  avowed  intention  on  the  part  of 
the  Commission  to  build  a  dam  across  the  River  to  St. 
Helen's  and  a  bridge  from  it  to  the  east  shore  which  will 
furnish  a  route  for  such  roadways  and  railways  as  care 
to  avail  themselves  of  it.  It  is  more  than  probable  that 
the  Quebec  Montreal  &  Southern  and  the  Intercolonial 
will  avail  themselves  of  the  chance,  for  the  Grand  Trunk's 
great  bridge  is  already  congested  and  overcrowded, 
but  this  is  a  matter  for  the  future. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Station  Site 
The  choice  of  a  station  site  on  this  route  was  another 
matter  of  debate,  which  it  is  somewhat  irrelevant  to  go 
into  now.  The  choice  for  the  present  at  any  rate  is  that 
I  am  shewing  you  on  Lagauchetiere,  within  easy  reach  of 
Dorchester,  but  not  so  far  below  the  surface  as  the  latter. 

Grades    Through    Tunnel 

Closely  allied  to  the  question  of  alignment  and  in 
some  respects  even  more  important  is  that  of  grades. 
I  have  already  alluded  to  the  increasing  length  and 
weight  of  passenger  trains.  The  C.  P.  standard  trans- 
continental train  averages  11  coaches,  and  with  this  their 
Pacific  type  engines  get  over  the  1%  grades  of  the  Lake 
Superior  division  with  reasonable  ease.  An  extra  car  is 
liable  to  make  them  lose  time.  On  the  other  hand,  if 
the  grade  is  flattened  too  much,  on  a  long  tunnel  and 
approach  such  as  this,  trouble  with  drainage  is  apt  to 
occur,  expecially  in  winter. 

The  grade  through  the  tunnel  is  6/10  of  1%,  or  32  feet 
per  mile,  and  is  continuous  from  end  to  end;  the  West 
Portal  being  thus  100  feet  higher  than  the  East. 

From  the  West  Portal  the  same  rate  of  grade  carries 
us  down  through  the  Model  City  for  nearly  the  same 
distance.  The  long  cutting  on  the  west  approach  was 
introduced  with  a  purpose,  viz. :  to  allow  the  civic  expan- 
sion to  go  on  overhead  without  too  much  distortion  of 
street    grades. 

Headroom 

In  consideration  of  the  electrical  operation  the  head- 
room required  under  the  bridges  was  reduced  from  the 
regulation  22  ^  feet  to  16 Yi  feet,  and  the  problem  of 
grade  separation  rendered  so  much  the  easier  of 
accomplishment . 

Near  Cartierville  the  Park  &  Island  Railway  and  a 
mainroad  alongside  it  have  been  carried  underneath. 

Absolute  grade  separation  is  thus  secured,  not  only 
through  the  City  itself  and  its  transmontane  annex, 
but  for  the  entire  length  of  the  electric  zone,  nearly  9 
miles,  and  Cartierville,  a  promising  suburban  settlement 
on  the  bank  of  the  Riviere  des  Prairies,  is  now  brought 
within  18  or  20  minutes  of  the  heart  of  the  City. 

Description    of    Tunnel 

The  Tunnel  itself  is  a  very  interesting  one  and  ranks 
among  the  great  tunnels  of  the  world,  being  3.25  miles 
in  length.  Only  the  three  great  Alpine  Tunnels,  the 
Mount  Cenis,  the  St.  Gothard  and  the  Simplon,  com- 
pletely eclipse  it  in  length,  and  there  is  only  one  in  Can- 
ada which  is  longer,  the  Rogers  Pass  Tunnel  of  the 
Canadian  Pacific. 

Difficulties 

It  was  predicted  beforehand  that  the  difficulties 
would  be  comparatively  few,  and  so  it  turned  out. 

Very  little  water  was  met  with,  and  this  where  it 
was  expected,  near  the  West  Portal  at  the  contact  between 
the  limestone  and  the  older  rocks  on  which  it  rests  un- 
conformably. 

The  core  of  the  Mountain  was  almost  exclusively 
Essexite  a  basaltic  volcanic  rock,  somewhat  hardtodrill, 
but  otherwise  quite  unobjectionable. 


Lining 

It  was  at  first  thought  that  most  of  it  would  not 
require  lining,  and  had  it  been  a  steam  operated  road 
in  the  open  country,  it  is  still  probable  that  very  little 
lining  would  have  been  put  in,  but  its  nearness  to  the 
terminal  and  the  adoption  of  the  trolley  system,  which 
meant  support  from  the  roof,  made  even  a  small  fall 
a  very  serious  matter,  as  it  would  both  delay  and  endanger 
the  traffic.  Some  little  seaminess  and  disintegration 
shewed  itself  after  exposure  to  the  air,  and  in  the  end  it 
was  all  lined  with  a  thin  sheeting  of  concrete,  except  for 
about  1,000  feet.    This  applies  to  the  rock  section. 

Use  of  Shield 

For  something  over  half  a  mile  at  the  City  or  East 
end,  the  roof  ran  into  clay,  although  the  bottom  and  most 
of  the  wall  remained  in  limestone.  This  clay  was  known 
beforehand  to  exist,  and  it  is  of  a  very  plastic  and  semifluid 
formation  and  contains  numerous  shells  such  as  now  exist 
in  Northern  seas.  On  account  of  its  semi-fluid  nature,  and 
because  this  section  led  under  streets  and  close  to  the 
foundations  of  buildings,  it  was  decided  to  take  this  out 
under  a  shield  protection,  the  shield  being  followed  up 
with  an  arch  of  concrete  blocks  pre-cast  in  voussoir  shape. 

Practically  no  leakage  even  of  water  was  ever  visible 
during  the  progress  of  the  work,  and  yet  considerable 
settlement  of  the  street  overhead  took  place.  Probably 
the  moisture  evaporated  and  escaped  as  invisible  vapour. 
A  great  many  of  the  houses  had  been  set  down  on  this 
soft  clay  and  had  suffered  from  settlement  before  the  work 
was  started;  the  further  settlement  was  therefore  of  less 
consequence  than  it  would  otherwise  have  been. 

Separate    Tunnels 

Through  this  section  the  individual  tracks  are  carried 
in  separate  tunnels  with  a  thin  wall  between  them. 
The  same  is  true  of  a  few  hundred  feet  at  the  West  Portal, 
but  the  body  of  the  tube  is  a  single  opening. 

Heading   and  Speed 

The  heading  was  a  "  bottom  "  one  8'  x  12'  and  was 
put  through  with  very  good  speed.  For  a  time  in  fact 
the  American  record  for  hard  rock  tunnelling  was  broken 
by  an  average  advance  of  26  ft.  per  day  for  a  whole 
month. 

As  soon  as  a  sufficient  advance  had  been  made  the 
enlargement  to  full  section  was  commenced,  the  arch  being 
taken  out  first,  and  the  two  "  benches  "  afterwards. 

As  the  east  end  was  in  the  City  and  there  was  no 
means  of  getting  rid  of  large  quantities  of  material  except 
by  means  of  teaming  for  several  miles,  this  work  had  to 
be  done  from  the  West  end,  and  for  this  reason  the  heading 
was  driven  faster  from  this  end  and  this  meant  working 
down  hill.  Under  these  circumstances  the  small  flow 
of  water  was  particularly  fortunate  as  the  amount  of 
pumping  was  small. 

Shafts 

In  order  to  expedite  the  work  a  shaft  was  sunk 
250  ft.  one  mile  from  the  west  end.  This  made  it  possible 
to  follow  up  with  the  enlargement  on  the  westerly  mile 
without  interference  from  the  heading  from  the  shaft, 
but  as  a  matter  of  fact  the  rapid  progress  of  the  heading 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


was  to  a  large  extent  wasted  because  the  war  intervened 
and  work  on  the  enlargement  was  impeded  by  the 
difficulty  in  finding  the  necessary  capital  to  carry  it  on. 

Instrumental  Work 

The  shaft  was,  however,  designed  to  carry  an  elevator 
in  the  future  to  a  substation  at  its  foot,  and  with  this  in 
view  was  sunk  to  one  side  of  the  centre  line  of  the  tunnel. 
This,  as  may  be  imagined,  greatly  increased  the  difficulty 
of  alignment  of  the  tunnel.  To  offset  a  line  on  the  surface 
to  two  plumb  lines  only  some  12  feet  apart  and  250  feet 
long,  and  then  offset  this  line  again  at  the  bottom  of 
the  shaft,  was  an  operation  requiring  care  and  patience, 
but  it  was  accomplished  without  appreciable  error  by 
H.  T.  Fisher  and  his  staff. 

Other   Shafts 

A  second  shaft  was  sunk  some  70  feet  just  to  the  north 
of  Sherbrooke  Street  and  at  the  bottom  of  this  the  shield 
was  put  together. 

A  third  shaft  was  projected  at  Pine  Avenue  but 
considerable  opposition  was  met  with  from  the  wealthy 
residents  of  the  neighbourhood  and  it  was  abandoned, 
and  undoubtedly  to  advantage  for  it  would  merely  have 
expedited  the  driving  of  the  heading,  not  of  the  completed 
tunnel. 

A  fourth  shaft  was  sunk  on  Dorchester  Street  and  it 
was  from  this  that  a  large  quantity  of  material  was 
removed  because  there  happened  to  be  a  very  large  and 
almost  vacant  piece  of  property  at  this  point  on  which 
material  could  be  wasted  for  the  time  being,  until  the 
Tunnel  became  available  for  hauling  it  away. 

Reasons  for  Electrification 

As  mentioned  above,  the  Tunnel  was  planned  from 
the  beginning  for  electric  traction.  No  effort  was  made 
to  avoid  the  inevitable  in  this  respect.  It  was  felt  that 
while  very  much  cheaper  in  initial  cost,  a  steam  service 
through  such  a  long  tunnel  would  not  be  popular  with 
the  Public,  and  there  would  have  to  be  installed  fans  and 
artificial  ventilation,  and  that  even  outside  the  tunnel, 
on  the  City  end,  there  would  be  a  strong  opposition  to 
steam  operation  over  the  streets,  and  justly  so,  for 
Montreal  is  already  more  saturated  with  coal  smoke  than 
even  Toronto. 

Some  of  you  will  remember  the  fatal  disaster  in  the 
St.  Clair  Tunnel  when  it  was  operated  by  steam  loco- 
motives, although  this  is  not  much  more  than  one-third 
the  length  of  the  Montreal  one.  Some  minor  mishap 
necessitated  a  stop  at  the  lowest  point  in  the  tunnel, 
and  some  of  the  train  hands  were  asphyxiated  by  the 
waste  gases  from  the  locomotive  before  help  could  be  got 
to  them.  Even  on  a  passenger  train,  although  the  trip 
lasted  a  very  few  minutes,  there  was  a  certain  sense  of 
suffocation  and  a  feeling  of  relief  when  the  trip  was  over. 

This  accident  precipitated  the  inevitable  change  to 
electric  traction  and  in  the  case  of  the  Pennsylvania 
and  Detroit  tunnels,  electricity  was  installed  from  the 
very  first. 


Air  Current  in   Montreal   Tunnel 

In  the  Montreal  Tunnel,  in  actual  experience,  the 
air  is  just  as  fresh  as  it  is  outside  and  there  is  quite  a 
marked  natural  circulation  through  it.  The  air  at  the 
City  end  is  nearly  always  warmer  than  that  at  the  West 
or  country  end,  and  rises  from  the  terminal  excavation, 
causing  a  strong  draught  of  cool  air  from  west  to  east. 
With  the  West  end  warmed  up  by  a  westerly  sun, 
while  the  East  is  in  shadow,  the  current  will  very  probaly 
be  reversed,  but  the  normal  conditions  seem  to  be  as  above. 

The  electrification  work  is  a  very  interesting  study 
in  itself,  and  was  under  the  very  able  charge  of  W.  A. 
Lancaster. 


St. 


POWER 

Ursule    Falls 


A  study  was  made  for  developing  power  at  St.  Ursule 
Falls  on  the  Canadian  Northern  line  some  60  miles  east 
of  Montreal,  and  transmitting  to  Montreal,  but  the 
power  was  not  very  reliable  and  to  make  it  so  meant 
a  lot  of  interference  with  vested  rights  and  privileges 
which  threatened  to  raise  the  capital  cost  and  resultant 
interest  charges  to  a  point  which  meant  that  it  would  cost 
more  per  H.  P.  than  it  could  be  obtained  for  from  the 
Montreal  Light  Heat  &  Power,  and  an  arrangement  was 
made  with  them  to  supply  the  necessary  power. 

Description  of  System 

The  system  is  a  direct  current  of  2,400  volts,  much 
higher  than  we  have  been  accustomed  to  up  to  the  present. 
The  locomotives  take  the  current  by  means  of  a  penta- 
graph  from  a  trolley  wire,  and  weigh  eighty  tons. 

The  third  rail  system  was  considered  but  on  account 
of  the  heavy  snowfall  about  Montreal  and  occasional 
accumulations  of  ice,  it  was  not  considered  desirable. 

In  actual  test  these  locomotives  haul  a  seven  or  eight 
car  train  against  the  adverse  6/10%  grade  through  the 
Tunnel  in  7  minutes,  or  practically  thirty  miles  per  hour. 

Electric  Zone 

The  electric  zone  extends  at  present  only  to  Cartier- 
ville,  which  on  account  of  its  being  a  convenient  point 
at  which  to  establish  a  divisional  yard  with  engine  house 
and  shops,  was  considered  the  best  point  at  which  to  make 
the  change. 

Extension  and  Route  to  Ottawa 

It  is  altogether  probable  that  as  the  intermediate 
country  gets  settled  up  with  suburban  residences,  a 
movement  which  has  already  commenced,  it  will  be  ex- 
tended to  St.  Eustache,  a  very  prosperous  town  with 
beautiful  surroundings,  and  we  hope  eventually  to 
Ottawa.  Only  the  heavy  cost  of  installation  prevented 
this  being  done  in  the  first  place. 

The  route  to  Ottawa  lying  as  it  does  along  the  banks 
of  the  River,  and  generally  within  sight  of  it  and  of  the 
Laurentian  Hills  beyond,  is  quite  the  most  attractive 
of  the  four  existing  ones,  and  within  a  mile  of  being  the 
shortest.  It  has  already  made  a  good  start  in  popularity, 
and  with  the  additional  attraction  of  electric  traction, 
it  should  pretty  nearly  monopolize  this  business. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


10,000      15.000     20,000 

I 


Fig.  3. — Canadian  Northern  Railway  Terminal  Lines  in  Montreal,  with  Tunnel  under  Mount  Royal  to  Central  Passenger  Station. 


10 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Remarks  Regarding  Rural  Roads 

By  J.  N.  deStein,  M.E.I.C. 


You  may  have  noticed  that  the  Manitoba  Motor 
League  intend  to  petition  the  government  of  their 
province  to  take  over  the  control  of  main  highways, 
and  a  Manitoba  weekly  expresses  itself  in  this  con- 
nection as  follows: 

"  The  present  system  of  municipal  roads  is  a 
howling  farce.  The  great  majority  of  rural 
councils  know  even  less  about  building  and 
maintaining  roads  than  the  daily  press  of 
Toronto  knows  about  farming  in  Manitoba." 

I  thought  it  unfortunate  that  a  man  likely  without 
any  engineering  qualifications,  as  the  editor  of  said 
weekly,  should  express  an  opinion,  which  properly  should 
have  originated  in  some  engineering  body. 

We  are  leaning  back  in  our  chairs  and  enlarging  at 
length  upon  small  theoretical  points,  perhaps  how  many 
inches  to  crown  our  main  roads  or  whether  to  use  eight  or 
ten  percent  maximum  grades,  while  annually  tens,  yes  even 
hundreds  of  thousands  of  dollars  of  public  monies  are 
wasted  through  the  present  faulty  system  of  supervision 
of  our  rural  roads.  Our  duty  —  it  seems  —  should  be 
first  to  devise  a  proper  organization  in  this  connection. 

There  are  plans  on  foot  for  provincial  highways, 
linking  up  the  various  cities  and  towns  of  importance  in 
our  province,  and  even  a  possible  federal  interprovincial 
highway  is  being  contemplated  —  but  our  rural  travel 
will  still  use  mainly  our  market  roads,  as  heretofore 
under  the  supervision  of  the  rural  councils. 

Just  a  few  words  about  the  present  organization. 
Our  municipalities  comprise  as  a  rule  from  nine  to  twelve 
townships  and  are  governed  by  a  reeve  (elected  annually) 
and  six  councillors  (elected  by  a  ward  system),  three  coun- 
cillors retiring  every  year,  keeping  thereby  the  individual 
councillor  in  ofhce  for  two  years.  The  councillor  has  the 
immediate  supervision  over  the  roads  in  his  ward  (13^  to 
2  townships),  which  consists  of  about  80  to  110  miles  of 
road.  The  annual  portion  of  the  taxes  devoted  to  road 
purposes  is  divided  amongst  the  councillors  and  forms  the 
appropriation  at  their  disposition  for  road  construction 
and  maintenance  in  their  respective  wards,  usually  called 
divisions. 

The  trouble  seems  to  be  firstly  in  the  continuous 
change  of  officials.  Our  aim  should  be  to  devise  some 
more  permanent  form  of  rural  government,  after  the  com- 
mission form  in  our  cities  or  in  the  form  of  a  municipal 
manager,  aided  by  an  elected  reeve  and  council.  All 
executive  work,  especially  in  connection  with  road 
planning,  construction  and  maintenance  should  be  left 
in  the  commissioner's  or  manager's  hands. 

There  might  be  an  objection  raised  on  account  of 
the  increased  financial  outlay  in  salaries  etc.,  but  the 
ratepaying  farmer  would  soon  realize  that  their 
"  investment "  is  not  only  earning  a  very  high  rate  of 
interest  indeed,  but  probably  showing  a  considerable 
saving  on  Capital  account. 


*Read  before  Saskatchewan  Branch,  E.I.C.,  December  12th. 


The  second  remedy  should  be  a  change  in  our 
Municipal  Act,  whereby  a  more  adequate  remuneration 
should  be  allowed  for  municipal  reeves  and  councillors. 
The  honors  are  all  theirs  —  but  that  is  about  all !  —  We 
find  a  large  number  of  public  spirited  men  in  our  rural  com- 
munities, who  devote  their  time  in  the  best  interests  of 
their  electors  —  but  let  us  admit  the  fact:  are  not  quite 
a  few  tempted  to  seek  an  adequate  remuneration  for  their 
services  in  improving  the  roads  in  the  vicinity  of  their 
farms,  sometimes  even  beyond  the  importance  of  such 
road. 

Even  the  small  rural  division  is  again  split  into 
districts.  One  year  the  south  end  are  trying  to  get  their 
man  in,  another  year  the  north  end,  mainly  in  order  to 
get  roads.  "Roads"  is  the  issue  in  the  campaign! 
Every  councillor  looks  in  many  instances  upon  his 
division  as  a  little  kingdom  of  its  own.  I  could  mention 
instances  where  some  councillor  in  the  past  developed, 
in  a  very  remote  portion  of  the  municipality,  a  splendid 
net-work  of  roads,  but  only  a  few  miles  in  the  immediate 
vicinity  of  his  farm  and  entirely  disconnected  with  any 
market  road.  In  the  future  they  are  left  without  neces- 
sary upkeep,  as  the  next  councillor  refuses  to  spend 
any  more  money  in  that  corner,  with  the  result  that  the 
original,  often  large,  expenditure  is  wasted  eventually. 

Recently  our  provincial  government  is  requesting 
the  rural  municipalities  to  submit  plans  showing  a  proper 
system  of  main  roads.  Some  very  queer  documents  must 
reach  our  highway  department  in  this  connection.  I  know 
of  some  intances,  where  in  one  division  nearly  every 
road  was  shown  as  a  main  road,  in  another  division  a 
main  road  was  contemplated  —  to  suit  the  requirements 
of  the  councillor  in  question  —  every  mile  of  which 
involved  an  outlay  of  about  one  thousand  dollars  for 
earthwork  alone,  besides  being  topographically  entirely 
unsuitable  for  its  purpose.  The  main  road  system  as  at 
present  is  a  variable  item,  directly  proportionate  to  the 
council,  that  is  with  every  change  of  council  the  main  road 
system  used  to  change  as  a  rule.  It  should  therefore  be 
our  duty  to  compel  the  municipalities  legally,  not  only 
to  adopt  a  comprehensive  system  of  main  roads,  but 
to  adhere  to  it! 

What  difficulties  does  the  local  councillor  encounter 
in  this  respect  ?  Mainly  the  objection  of  the  ignorant 
rate  payer,  who  figures  that  his  taxes  should  be  expended 
on  the  piece  of  road  immediately  adjacent  to  his  pro- 
perty. He  seems  to  loose  sight  of  the  fact,  that  he 
travels  sometimes  many  miles  over  expensively  con- 
structed road,  upon  which  the  expenditure  of  a  frontage 
tax,  sometimes  even  on  maintenance  alone,  would  result 
in  an  entirely  impassable  roadway.  He  overlooks  the 
fact,  that  the  heaviest  tax  he  has  to  pay,  which  never  shows 
up  in  his  tax  notice  is  the  "  Poor  Road  Tax  "  which 
however  takes  its  heavy  toll  in  depreciation  of  implements, 
waggons,  cars  and  more  especially  in  loss  of  valuable  time. 
Perhaps  a  main  road  assessment  could  be  worked  out, 
similar  to  drainage  assessments,  taxing  the  direct  benefits. 


JOURNAL      OF      THE       ENGINEERING      INSTITUTE      OF      CANADA 


11 


This  might  overcome  some  of  the  objections.  Amongst 
others  a  wheel  tax  has  been  suggested,  which  would  most 
adequately  distribute  the  expense. 

I  found  an  instance,  where  a  municipality  intends  to 
try  and  set  aside  annually  a  certain  sum  for  the  develop- 
ment of  their  market  roads.  But  there  again  the  divisional 
method  of  road  supervision  has  its  great  disadvantages. 
Perhaps  a  contemplated  market  road  is  situated  right  on 
the  boundary  between  two  divisions,  and  one  councillor 
fails  to  understand  why  he  should  spend  some  of  his 
appropriation  on  a  road  used  by  rate  payers  living  in 
another  division.  May  I  cite  an  example  of  this  kind 
on  the  hand  of  a  sketch. 


The  councillor  in  the  west  division  did  not 
want  to  incur  the  expense  necessary  in  order  to  open 
up  a  new  road  through  Section  36.  The  main  road  had  to 
go  to  the  north  and  was  coming  from  the  south,  west  of 
Section  25,  but  had  to  jog  a  mile  east,  before  continuing 
to  the  north.  The  west  councillor  suggested  to  jog  it 
east  on  the  south  side  of  Section  25,  thence  to  carry  it 
north,  there  being  no  river  crossing  provided.  He 
reckoned,  this  would  give  him  \y2  miles  of  mainroad 
less  to  build  or  maintain  at  the  expense  of  the  councillor 
to  the  east  of  him.  His  suggestion  would  have  necessi- 
tated the  crossing  of  a  large  slough,  the  cost  of  which  alone 


was  estimated  at  about  $1,000,  while  the  total  expense  in 
connection  with  opening  up  the  new  road  through  Section 
36  was  about  $350  (including  necessary  right-of-way), 
besides  giving  topographically  a  road  much  superior  to  the 
other  solution. 

The  municipality  in  question,  like  several  others, 
adopted  the  form  of  road  committee,  in  order  to  overcome 
the  autocratic  tendencies  of  some  councillors  and  to  con- 
sult with  the  individual  councillor  on  road  questions. 
That  is,  the  reeve  has  the  power  to  call  upon  any  councillor 
to  form  a  committee  in  each  individual  division  to  decide 
upon  questions  of  policy  and  expenditures  in  connection 
with  road  work,  the  decision  of  which  committee  is  binding 
upon  the  councillor. 

A  worse  case  even  is  the  boundary  between  two 
municipalities,  where  often  the  settlers  in  one  munici- 
pality can  hardly  reach  the  market  town,  if  the  market 
road  is  situated  on  the  boundary  between  the  two  munici- 
palities and  is  under  the  supervision  of  the  other  munici- 
pality, the  ratepayers  of  which  do  not  use  it  at  all. 

I  pointed  out  already  that  unfortunately  sometimes 
the  councillor  in  deciding  upon  his  road  work  is  governed 
by  anything  but  altruistic  motives.  I  can  however  men- 
tion one  instance  where  it  was  the  custom  of  the 
councillor  to  call  annually  a  meeting  of  his  divisional 
ratepayers  and  let  them  decide  on  a  road  program,  which 
he  tried  to  execute  to  his  best  ability  with  the  means 
at  his  disposition. 

Let  us  turn  now  from  mistakes  in  road  policy  in  the 
present  form  of  administration  of  rural  roads  to 
engineering  errors  made  in  this  connection.  H.  R. 
Mackenzie  very  ably  showed  in  a  preceeding  paper  the 
necessity  for  engineering  supervision  in  this  connection. 
May  I  be  permitted  to  add  a  few  examples  picked  at  ran- 
dom, even  the  work  of  a  common  road  grading  machine 
requires  some  knowledge  and  judgement,  especially  as 
to  the  necessary  width  of  road.  An  instance  came  to  my 
notice  where  a  councillor  personally  operated  the  grader 
over  several  miles  of  mainroad,  spending  considerable  time 
going  up  and  down.  Fortunately  the  road  allowance  is 
only  66  feet  wide,  so  that  his  activity  had  to  reach  a  limit. 
He  made  a  regular  boulevard  without  crown  and  in 
very  poor  shape,  at  double  the  expense  necessary. 

Running  the  grader  continuously  through  cuts  and 
over-fills,  as  it  is  sometimes  done,  creates  a  grave  danger 
to  the  surface  of  the  fill.  The  cut  ditch  is  being  continued 
unto  the  fill,  instead  of  being  turned  off  at  the  mouth  of 
the  cut.  This  means  that  the  water,  accumulated  in  the 
cut,  is  being  drained  right  unto  the  fill.  Mostly  however 
the  cut  ditch  is  conspicuous  through  its  absence,  creating 
as  much  danger  as  in  the  former  case. 

Why  should  a  councillor,  who  might  be  a  very  success- 
ful farmer,  have  to  decide  on  engineering  questions  for 
which  a  special  training  is  required.  Naturally  errors 
involving  the  loss  of  considerable  money  will  often  occur. 

I  would  call  your  attention  to  sketch  No.  2. 
depicting  a  section  on  a  creek  crossing  east  of 
Regina.  The  fill  on  the  upper  side  was  about  ten  feet, 
on  the  lower  side  about  18  feet.  A  36"  pipe  about 
24  feet  long  was  stuck  through  the  fill  as  indicated.  What 
happened  last  spring  ?    Half  of  the  fill  washed  out  with 


12 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


the  spring  freshet  and  when  inspected  by  the  writer  the 
damage  to  the  road  bed  had  been  repaired,  but  a  large  hole 
had  been  created  at  the  foot  of  the  lower  slope.  A  36" 
stream  of  water  dropping  about  8  feet  has  naturally  some 
force.  What  remedy  did  the  councillor  suggest?  He 
reckoned  that  by  placing  another  36"  pipe  of  the  same 
length  a£  the  same  elevation,  he  should  be  able  to  improve 
conditions.  What  would  have  happened  ?  Two  36" 
streams  dropping  without  an  apron  straight  down  would 
have  at  least  doubled  the  cavity  at  the  lower  end,  besides 
still  creating  a  considerable  head  of  water  in  the  spring. 
From  information  gathered  I  judged  that  about  45  sq. 
feet  of  area  were  required  to  carry  the  spring  flow,  while 
provision  would  have  been  made  for  only  14  sq.  feet. 
Another  washout  with  a  likely  damage  to  the  pipes 
would  have  occurred  and  the  hole  at  the  bottom  would 
have  gained  such  dimensions,  that  the  whole  crossing 
might  have  had  to  be  shifted.  Fortunately  I  persuaded 
the  councillor  to  desist  from  placing  the  additional  pipe 
and  after  taking  out  the  pipe  he  had  in  at  present,  we 
constructed  a  small  wooden  bridge,  about  10  feet  wide 
and  6  feet  high,   leaving  enough  room  inside  of  this 


structure  for  a  permanent  concrete  culvert  of  the  necessary- 
water  carrying  capacity. 

In  my  sketch  No.  3  I  show  a  piece  of  an  east-west 
road  allowance  which  a  coulee  crosses  twice  in 
about  600  feet.  What  had  been  the  solution  in  this 
case  ?  Two  36"  pipes  had  been  placed  at  each  crossing, 
necessitating  an  outlay  of  nearly  700  dollars.  The  whole 
piece  of  road  allowance  was  low  and  had  been  filled  about 
4  feet  high,  the  material  being  taken  from  the  west  end. 
What  should  have  been  done?  The  coulee  should  have 
been  diverted  and  kept  on  the  south  side  of  the  road 
allowance  entirely.  The  proposed  diversion  would  not 
have  involved  any  additional  expenditures,  as  the  material 
from  same  would  have  made  the  adjacent  fill.  An 
objection  was  raised,  that  the  water  would  have  been  shut 
off  from  the  settler  north  of  the  road,  who  used  his  land 
for  pasture.  A  remedy  could  have  been  easily  provided 
by  placing  a  15"  pipe  at  the  bottom  end  of  the  stream 
(Point  A)  and  another  15"  pipe  about  3  feet  above  the 
lower  end  (Point  B),  thereby  creating  a  reservoir  for  the 
landowner  and  supplying  him  with  more  water,  than  he 
ever  had  before,  as  at  the  time  of  my  inspection  —  about 
July  —  the  creek  was  dry.  The  total  expenditure  for 
pipes  in  this  connection  should  have  been  about  120 
dollars,  as  against  700  dollars  actually  spent. 

Time  after  time  a  councillor  will  insist  on  opening 
up  a  market  road  on  the  road  allowance,  where  topography 


would  only  permit  the  construction  of  a  fairly  good  pack 
trail.  After  spending  considerable  time  and  money  on 
this  impossible  problem,  it  is  eventually  abandoned  and 
a  road  diversion  substituted.  But  on  the  other  hand 
there  are  numerous  instances,  where  the  road  should  have 
been  kept  on  the  road  allowance  but  a  diversion  made 
instead.  The  councillor  seems  to  dread  to  have  to  build 
a  grade  through  water,  no  matter  how  small  a  pool  he 
encounters.  The  rate-payer's  horseflesh  is  likely  un- 
willing to  tackle  this  moist  problem.  This  consideration 
of  having  to  do  the  work  by  day  labor  calls  often  for 
execution  against  all  proper  rules  of  earthwork  con- 
struction. As  already  pointed  out  by  me  at  out  Saskatoon 
meeting:  "As  long  as  we  do  not  abolish  day-labor,  as 
long  we  shall  cause  the  taxpayer's  money  to  be  wasted 
without  providing  roads."  A  large  number  of  munici- 
palities are  already  doing  contract  work,  though  in  most 
cases  the  work  is  laid  out  by  the  contractor  himself  and 
measured  by  the  councillor  with  results  far  from  correct 
and  satsifactory. 


/r/vr,  ///  la*ot+S. 


Most  sins  are  however  committed  in  connection 
with  bridges  and  culverts.  It  is  nearly  criminal  how 
little  consideration  is  paid  to  the  required  size  of  the 
opening.  We  find  streams  in  which  originally  only  a  12" 
pipe  was  placed,  because  it  might  have  happened  to  have 
been  on  hand.  Let  the  next  man  take  care  of  it  is  often 
the  rule.  In  the  spring  after  that  a  48"  pipe  was  placed 
on  top  of  it,  the  year  after  another  large  pipe  was  put  in 
a  couple  of  hundred  feet  away  at  a  place  over  which 
the  spring  flow  had  gone,  because  as  very  often  happens 
the  fill  at  the  bridge  or  culvert  is  considerably  higher  than 
the  rest  of  the  grade.  Creek  diversions  or  corrections  are 
mostly  unknown.  No  matter  how  little  work  is  necessary 
to  straighten  a  run  so  as  to  bring  it  at  right  angles  to  the 
road  and  save  length  of  structure  and  damage  to  the  fill, 
invariably  the  culvert  or  bridge  are  placed  at  an  angle. 
Some  of  our  roadbuilders  got  so  used  to  this  way  of  placing 
pipes  or  boxes,  that  I  found  several  cases  where  pipes  in 
sloughs  had  been  placed  at  an  angle  without  any  reason 
whatsoever. 

For  structural  errors  let  me  call  your  attention 
to  the  simplest  possible  instance,  the  small  wooden 
box,    which    you    see   on    my    sketch    No.    4.      The 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


13 


top  is  nearly  always  placed  at  right  angles  to  the  road. 
Taking  a  12"  plank  of  3"  stuff  (the  dimension  which 
should  be  recommended  for  this  class  of  work)  a  maximum 
width  of  only  6  inches  can  be  obtained  this  way.  Where 
an  increased  width  was  necessary,  the  roadbuilder  tried 
to  overcome  the  difficulty  by  nailing  strips  across  the  top. 
I  looked  at  a  newly  built  culvert  placed  about  two 
weeks  prior  to  my  inspection.  The  same  was  already 
half  full  of  earth  coming  in  naturally  through  the  large 
holes.  The  most  natural  solution  would  be  to  lay  the  top 
of  bottom  pieces  parallel  to  the  road,  enabling  the  use  of 
a  span  up  to  about  20  inches  without  any  bottom  support, 
besides  meaning  a  considerable  saving  in  maintenance, 
by  having  to  renew  only  the  few  short  pieces  generally 
worn  in  the  line  of  the  rut. 

But  when  it  comes  to  larger  culverts  and  bridges, 
it  is  certainly  astonishing  what  structures  a  lay-mind 
will  produce  in  this  connection.  Our  Highwgy  Depart- 
ment has  prepared  a  set  of  standard  plans,  covering  various 


Mass*  vj>»W>^tf^»^*««'^ 


yvr,i  ,Mj  Ab?<&™*#>~B~r*- 


4 


V, 
VBBZZm 


rpTj 


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were  some  old  Cyclopean  walls,  if  I  had  not  been  assured 
that  they  were  built  in  our  generation.  One  type  of 
structure  we  should  recommend  however,  which  is  more 
permanent,  easily  built  and  maintained  if  properly 
designed  and  constructed,  that  is  culverts  and  small 
bridges  with  concrete  abutments  and  timber  deck,  which 
concrete  abutments  should  only  be  recommended  when 
there  is  no  sign  of  alkali  in  the  soil.  Any  carpenter 
can  make  the  necessary  forms  for  the  abutments.  In 
the  last  few  years  this  type  of  structure  is  gaining 
popularity,  but  again  the  layman  makes  gross  errors, 
mainly  putting  in  a  centre  supporting  pier,  when  his 
stringers  would  have  carried  the  entire  length  between 
abutments,  bedding  his  wooden  stringers  solid  in  the 
concrete,  keeping  his  abutments  straight,  never  thinking 
of  reinforcements,  not  providing  enough  foundation 
area,  etc.  I  saw  even  concrete  abutments  resting  on 
a  pile  of  fairly  large,  but  loose  boulders  over  two  feet 
high  above  the  ground. 

I  could  enlarge  upon  this  subject  ad  libitum,  but  think 
it  is  time  to  summarize  some  of  my  statements. 

Firstly:  The  executive  organization  of  our  rural 
municipalities  especially  as  far  as  the  road  planning, 
construction  and  maintenance  are  concerned  should  be 
placed  on  a  more  permanent  basis.  It  should  further  be 
more  centralized  than  the  divisional  work  is  at  present. 
The  rural  municipality  is  a  small  enough  unit ! 

Secondly :  Road  engineering  is  a  recognized  branch 
of  our  great  profession,  requiring  considerable  training 
and  education.  Why  let  the  ratepayer's  money  be 
wasted  by  amateur  attempts  at  road-building.  Make  it 
independent  of  local  petty  politics  and  put  it  in  the  hands 
of  an  engineer  Many  councillors  in  rural  municipalities 
agree  with  the  engineer  most  heartily  in  this  respect. 


openings  and  though  —  especially  their  plan  for  wooden 
bridges  —  is  not  entirely  above  criticism,  yet,  if  their 
standards  were  adhered  to,  some  useful  structures  might 
result.  The  necessity  for  mudsills,  the  importance  of 
obstructing  the  watercourse  as  little  as  possible,  the  fact 
that  wood  will  not  stick  together  by  mere  friction,  the 
building  of  the  structure  with  a  view  for  easy  inspection 
and  maintenance  are  nearly  always  overlooked.  I  could 
cite  numerous  examples  of  not  only  faulty  construction, 
but  of  actual  waste  of  monies  spent  for  this  purpose  by 
building  culverts  and  bridges  entirely  unfit  to  serve 
their  purpose  and  which  will  require  a  very  early  renewal, 
besides  calling  for  continuous  maintenance  expenditures. 
Even  the  lack  of  expert  inspection  of  bridges  and  culverts 
built  in  the  past  by  the  municipalities  or  the  government 
will  necessitate  early  renewals  where  a  comparatively 
small  sum  spent  at  present  might  prolong  the  life  of  the 
structure  considerably. 

Several  municipalities  have  experimented  in  the  past 
with  concrete  structures.  I  found  archculverts  the  gene- 
rous dimensions  of  which  would  have  made  me  think  they 


Thirdly :  Make  the  position  of  reeve  and  councillor 
more  attractive,  especially  in  reimbursing  them  more 
adequately  for  the  time  spent  on  their  public  duties,  of 
which  the  superintendence  of  the  road- work,  as  at  present, 
is  the  most  strenuous.  You  will  receive  more  cheerful 
attention  and  less  resignations. 

Fourthly:  Abolish  the  entirely  unsatisfactory  day- 
labor  system  by  substituting  contract  work 

In  conclusion  I  might  state,  that  it  was  my  aim  in 
this  paper  to  show  the  fallacy  of  our  present  system  in 
letting  the  rural  councils,  with  their  continuous  change  in 
policy  and  composed  mostly  of  lay  men  in  our  profession, 
handle  the  important  problem  of  providing  rural  roads. 
I  hope  that  our  road-committee  and  more  especially  our 
representative  on  the  road-committee  of  western  branches 
of  our  Institute  will  work  out  some  organization  in  this 
respect  to  be  embodied  in  our  Highway  Act. 

If  my  modest  contribution  has  furnished  even  one 
of  the  small  pebbles  of  the  future  foundation  of  this 
structure,  I  shall  be  more  than  satisfied  with  my  work  in 
this  connection. 


14 


JOURNAL      OF      THE      ENGINEERING       INSTITUTE      OF      CANADA 


Doubly  Reinforced  Beams 

By  E.  G.  W.  Montgomery,  A.M.E.I.C.,  Saskatchewan  Branch. 


There  is  at  present  no  simple  method  of  analysis 
by  which  the  requisite  section  of  a  doubly  reinforced 
concrete  beam  can  be  determined,  and  it  has  occurred  to 
the  writer  that  a  method  used  by  him  might  prove  of 
use  to  others. 

If  the  position  of  the  centre  of  compression  in  a 
concrete  section,  having  compression  reinforcement,  be 
known,  the  analysis  of  such  a  section  is  simple.  The 
obvious  thing  therefore  is  to  know  where  the  centre  of 
compression  falls. 

The  figure  shows  the  compression  area  of  a  beam 
having  steel  in  compression.  If  the  centre  of  gravity  of 
the  steel  be  placed  at  §  kd  above  the  neutral  axis,  the 
centre  of  compression  will  also  lie  at  that  height.  For 
the  height  of  the  Centre  of  Compression  above  the  N.A.  = 
b  (kd)3  +nSc  (2  kd)2 

3  3  _2^ 

3 

b(kd)2+nSc(2_kd) 
2  3 


kd 


,    b      . 

Sc  =pbd  -^ 

*                                   T 

N 

2 

I        " 

2 

kd 

T 

kd 

N.A 

By  thus  placing  the  compression  steel,  the  length  of 
the  couple  arm  is  the  same  as  for  beams  with  single 
reinforcement,  and  the  percentages  of  compression  and 
tension  reinforcement  are  easily  determined  for  any 
given  working  stresses. 

Consider  stresses  of  600  and  15,000  with  n  =  15. 
Ht.  of  section  above  N.A.  nfc  _  600  x  15  _  3 

Depth  of  section  below  N.A.  "     Is"    ~  15,000       =  ~5~ 
Distance  of  compression  steel  from  N.A.  _  2 
Distance  of  tension  steel  from  N.A.  ~  5 

Sc      *> 
.'.cr  =  f»   ty being  the  excess  steel  in  tension  required  to 

balance  the  steel  in  compression. 

The  percentage  value  of  St  (ordinary  tension 
reinforcement)  required  for  the  given  stresses  = 

kfc      3      600 

2fs 


_3_ 

~~  8  x30000 


.0075 


and  the  total  tension  reinforcement  required  viz., 

ST  =  St  +  Sti 
If  now  any  percentage  value,  say,  .0075,  be  assigned  toSc 
then 

Stj  %  =  \  Sc%  -  .003%;  and  ST%=  (.0075  +  .003)%  = 

.0105%. 

It  is  known,  and  will  appear  from  a  preceding  result, 


that,  k 

the  data  required, 


§and 


7 
j  =  q  and    as    this    completes    all 


B.M.  -STx  15000  x  j  d 


.0105  bdx  15000x-' d 

o 


d  =  0.0852  \/ 


B.M. 


This  determines  the  concrete  section  and  the  areas 
of  tension  and  compression  steel  required  are  obtained 
from  percentages  above  stated. 

The  reader  will  notice  that  the  values  fork,  j,  and  St 
are  the  same  as  for  beams  having  tension  reinforcement 
only;  while  the  value  for  Sj  varies  with  the  choice  of  a 
value  for  Sc  as  does  the  equation  to  d.  It  is  therefore, 
a  matter  of  current  practice  as  to  what  percentage  value 
shall  be  assigned  to  Sc  and  therefore  as  to  what  the 
equation  to  d  shall  be.  The  writer's  purpose  is  only  to 
show  how  simply,  percentage  values  and  an  equation  to 
d  (or  b)  can  be  obtained,  for  any  assigned  stresses. 

It  might  be  urged  against  this  method  that  it  sets 
the  compression  steel  too  low  in  the  section  and  is  there- 
fore extravagant.  Such  an  objection  would  be  debatable, 
but  it  can  be  met  by  showing  that  the  centre  of  compres- 
sion can  be  set  at  any  point  in  a  section  and  percentage 
values  and  an  equation  to  d  be  derived  therefor. 

The  figure  shows  the  compression  area  of  a  beam 
containing  steel. 


Sc  =pbd- 


rd, 


6 


^ 


X? 


N.A 

If  k  denotes  the  depth  of  concrete  in  compression,  and 
the  modular  ratio  is  assumed  to  be  15,  and  if  rdx  _  Jen4.t. 
to  centre  of  compression,  it  can  be  shown  that  k2  ='     " 


k-d 


3^-x  QOpdxCrdx 
k  (1-1) 


■di).  Then  if  dx  =  -^  k  and  rdi 


"16  k'  k2 


k(l- 


-15 

16 


x  90  pd  x  k_ 
16 


135  pd 
2 


For  any  given  stresses  k  (the  usual   kd)    is   known   in 
terms  of  d.    Thus  for  stresses  of  600  and  15000  in  concrete 

and  steel  respectively  k  =  5  d  .-.  ^  d  =  — ^ — 


/.  p  (percentage  value  of  Sc)  =  .0055;  like  value  for 
Sti  =  ?xgx.0055=  .0025/. percentage  value  for  ST  =  .0075 
+  .0025  =  .01. 
•     fi      5     3 


=  .883  and  d 


.0869  >/ 


B.M. 


In  conclusion  it  might  be  said  that  doubly  reinforced 
T  beams  can  be  as  simply  analysed  as  rectangular  beams. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


15 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


Board  of  Management 

President 

H.  H.  VAUGHAN 

Vice-President 

J.  M.  R.   FAIRBAIRN 

Councillors 

ERNEST  BROWN  WALTER  J.  FRANCIS 

R.  A.  ROSS 
H.  R.  SAFFORD  ARTHUR  SURVEYER 

Editor  and  Manager 

FRASER  S.  KEITH 

Associate  Editors 

C.  M.  ARNOLD Calgary 

FREDERICK  B.  BROWN Montreal 

J.  B.  CHALLIES Ottawa 

A.  R.  CROOKSHANK St.  John 

A.  G.   DALZELL Vancouver 

J.  N.  deSTEIN Regina 

GEO.  L.GUY Winnipeg 

R.  J.  GIBB      Edmonton 

GEO.  HOGARTH Toronto 

J.  A.  BUTEAU Quebec 

J.  B.  HOLDCROFT Victoria 

K.  H.  SMITH Halifax 

H.  B.  DWIGHT Hamilton 

Vol.  II.  January  1919 


No.  1 


Jlineteen  2£unbreb  anb  Jlineteen  opens  a  neto 
pear  on  the  calenbar,  a  neto  epoch  in  tfjc  historp  of  the 
toorlb  anb  a  neto  hope  in  the  hearts  of  manfeinb.  Un 
this  neto  era  totoarbs  tohich  toe  look  fortoarb  toil!) 
confibence,  let  us  resolbe  that  as  members  of  a  great 
profession,  toe  toil!  bo  all  in  our  potoer  to  bring  the 
profession  to  its  rightful  exalteb  position. 

JHap  the  members  of  this  institute  enjop  buring 
tfje  coming  pear,  a  periob  of  blessing  greater  than  anp 
in  the  past,  toith  health,  happiness  anb  prosperitp  in 
full  measure. 


Annual  General  Meeting 

Remember  the  dates  of  the  Annual  General 
Meeting  and  the  General  Professional  Meeting.  On 
January  28th,  the  Annual  Meeting  will  be  held  in 
Montreal,  at  which  time  auditors  will  be  appointed 
and  scrutineers  named  to  count  the  ballots,  after 
which  adjournment  will  take  place  to  meet  at  the 
Chateau  Laurier,  Ottawa,  on  February  11th.  The 
General  Professional  Meeting  will  continue  February 
12th  and  13th. 

Canada's  Need 

Under  the  above  heading,  Julian  C.  Smith,  M.E.I.C., 
member  of  Council,  whose  established  position  places 
him  in  a  position  of  authority,  has  written  a 
symposium  of  the  situation  in  Canada  in  relation  to  re- 
quirements for  the  future.  After  speaking  of  the  heavy 
debt,  he  outlines  what  it  is  desirable  to  accomplish,  as 
follows : — 

1.  We  desire  that  all  the  industries  of  this  country 
as  nearly  as  may  be,  shall  operate  successfully,  and  that 
all  workers  in  Canada  shall  have  work  to  do,  and  proper 
recompense   therefor. 

2.  We  desire  to  accomplish  the  first  item  without 
increasing  the  burden  of  our  own  country,  and  passing 
along  a  greater  debt  to  our  successors. 

3.  In  order  to  accomplish  the  two  conditions  above, 
we  desire  that  the  taxation  levied  by  the  Dominion, 
Provincial  and  Municipal  Governments  shall  be  kept  to 
the  minimum  requirements,  and  yet  shall  be  sufficient  so 
that  proper  sinking  funds  may  be  established  to  the  end 
that  within  a  reasonable  time  the  debts  which  have 
accrued  may  be  substantially  reduced. 

4.  The  above  points  all  resolve  themselves  into  the 
problem  of  increasing  the  available  wealth  of  this  country 
as  rapidly  as  possible. 

Following  a  discussion  of  the  question  of  increasing 
wealth  by  economy,  he  states  that  the  most  important 
increase  of  wealth  is  by  means  of  agriculture  which 
should  be  increased  in  every  way  possible.  Mining  also 
should  be  developed  with  a  view  to  encouraging  the  pro- 
duction of  minerals  so  that  the  burden  of  mining  companies 
may  be  kept  within  reasonable  bounds. 

This  would  lead  to  an  increase  of  the  export  and  the 
sale  of  mineral  products.  The  policy  should  be  pursued 
and  the  encouragement  of  such  industries  as  that  of 
paper  and  pulp  and  the  development  of  water  power. 
In  connection  with  this  important  matter  Mr.  Smith  says: 

Canada  is  fortunate  in  possessing  a  large  number 
of  valuable  waterpowers.  It  is  unfortunate  in  possessing 
apparently  a  large  number  of  people  who  are  anxious 
to  prevent  the  development  of  these  waterpowers. 

Although  in  the  muck-raking  literature  of  the  last 
ten  years,  the  development  of  waterpowers  has  come  in 
for  an  undue  share  of  attention,  few  people  realize  that 
after  all  some  90  per  cent  of  the  total  amount  of  power 
utilized  on  the  continent  of  North  America  is  developed 
from  coal  by  means  of  steam  plants,  and  that  only  about 
10  per  cent  is  developed  from  waterpower. 


16 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


This  overwhelming  use  of  steam  power,  as  against 
waterpower,  is  due  altogether  to  the  economic  reason 
that  it  was  cheaper  to  put  in  the  steam  plants  and  operate 
them,  than  to  develop  waterpowers  under  the  conditions 
surrounding  the  development  of  these  waterpowers. 

Waterpowers  have  important  uses.  The  principal 
economic  use  of  waterpowers  to-day  is  to  serve  these  in- 
dustrial purposes  where  the  load  is  practically  continuous. 
Such  loads  include  the  grinding  of  wood  pulp,  the  operation 
of  large  industrial  plants  which  operate  continuously,  and 
principally  the  operation  of  electric  furnaces  where,  com- 
bined with  the  continuous  use  of  power,  is  to  be  had  a 
further  advantage  in  the  high  temperature  of  the  electric 
arc. 

Canada  is  similar  to  some  other  northern  countries, 
such  as  Norway,  in  having  waterpowers.  The  coal  which 
Canada  possesses  is  limited  and  located  in  the  extreme 
East  and  West  of  the  country,  so  that  the  expense  of 
getting  the  coal  is  now,  and  probably  will  be  higher  than  in 
countries  like  England  and  the  United  States.  It  is  there- 
fore essential  that  the  waterpowers  be  utilized  to  the 
maximum  extent  possible,  so  as  to  decrease  the  amount 
of  coal  which  is  purchased  from  abroad.  By  using  one 
of  our  own  resources  instead  of  buying  the  material 
outside  the  country,  a  distinct  economic  gain  accrues, 
always  provided  that  the  expenditure  for  the  waterpower 
itself,  the  method  of  development  etc.,  are  undertaken  and 
carried  through  in  such  a  fashion  that  there  really  be  a 
saving  by  its  operation. 

The  total  amount  of  energy  used  for  lighting  purposes, 
and  for  the  small  user,  that  is  the  home  user  or  the  minor 
factory,  does  not  exceed  25  per  cent  of  the  total  energy 
developed  for  electric  power  purposes.  The  other  75  per 
cent  is  used  for  industrial  purposes  by  a  relatively  small 
number  of  consumers,  namely  —  the  capitalists  who  have 
been  held  in  such  scorn. 

The  Dominion  of  Canada,  and  particularly  the 
Province  of  Quebec,  has  a  great  opportunity  in  the  next 
few  years  of  establishing  a  vast  series  of  waterpower 
developments.  Such  developments  will  lead  to  the 
investment  of  large  amounts  of  money,  the  employment 
of  many  men  during  the  construction  period,  and  the  esta- 
blishment of  huge  industries  to  use  the  electric  power 
when  developed. 

With  the  creation  of  these  industries  will  come  the 
ability  to  export  from  this  country  the  products  made  with 
electric  power;  and  we  will  thus  be  turning  into  money 
natural  resources  which  are  now  being  wasted,  and 
bringing  that  money  back  into  this  country  to  add  to  our 
wealth. 

From  this  brief  summary  of  the  conditions  which  are 
going  to  face  us,  it  seems  obvious  that  those  natural 
resources  which  exist  in  this  country  should  not  be  kept 
for  our  distant  successors.  We  will  find  the  natural 
conditions  such,  that  however  great  may  be  our  haste, 
the  development  of  our  resources  must  take  much  time, 
so  that  we  need  not  worry  over  their  too  rapid  exhaustions. 

We  have  in  Canada  the  best  sources  of  wealth  in 
the  shipping  of  our  agricultural  products,  our  mining 
products,  and  the  possibility  of  obtaining  products  from 
our  waterpowers.  We  are  rich  in  potential  things,  and 
we   must  convert   these  potentialities  into  actualities. 


A  policy  of  expansion  and  development  of  such  resources 
must  be  carried  out,  and  it  must  be  recognized  that  in 
order  to  carry  out  such  a  policy,  the  promoters  of  the 
desired  enterprises  must  be  granted  proper  compensation 
for  their  efforts.  The  cry  for  conservation  of  our 
resources  which  one  has  heard  so  much  for  the  last  few 
years,  should  be  toned  down,  until  it  means  for  the 
greatest  benefit  of  Canada,  an  immediate  development  of 
all  of  our  available  resources  so  that  we  can  become  more 
powerful,  more  wealthy  and  pay  the  debts  we  have 
incurred. 

Canada's  Maps  Catalogued 

Engineers  will  learn  with  interest  that  a  catalogue 
of  maps  has  been  published  by  the  Geographic  Board 
of  Canada  by  which  it  is  possible  to  tell  at  a  glance 
whether  a  certain  area  of  the  Dominion  has  been  mapped, 
what  the  maps  of  this  area  are  and  by  whom  published. 

A  map  is  the  representation  of  surveys;  usually,  it 
originates  in  a  survey  department.  The  survey  may  be 
an  elaborate  topographical  survey  or  a  more  or  less 
superficial  one;  hence  there  are  maps  of  many  different 
kinds. 

In  Great  Britain,  a  detailed  topographical  survey  of 
the  whole  country  has  been  executed  by  one  organization, 
the  Ordnance  Survey.  The  results  are  published  in  a 
few  series  of  maps,  each  series  on  a  suitable  scale.  It  is 
a  simple  matter  to  select  any  sheets  of  a  series  that  may 
be  required  for  any  particular  purpose;  these  sheets  give 
all  the  information  that  can  be  looked  for  in  a  topogra- 
phical map,  and  so  there  is  no  need  to  search  elsewhere 
for  anything  better.  The  same  work  is  carried  out  in 
France  by  the  Service  Geographique  de  l'Armee,  an 
organization  corresponding  to  the  Ordnance  Survey  of 
Great  Britain.  Italy,  Austria,  Germany  and  other 
European  countries  have  similar  organizations  and  publish 
regular  series  of  topographical  maps. 

A  small  beginning  has  been  made  in  Canada  but  only 
a  few  topographical  sheets  have  been  issued  and  they 
include  but  a  very  small  portion  of  the  Dominion.  With 
this  exception,  the  maps  available,  where  there  are  any, 
are  more  or  less  rudimentary.  For  the  outlying  regions, 
rough  exploratory  maps  are  the  only  ones  in  existence. 

Many  government  organizations  are  engaged  in 
mapping.  The  federal  services  who  are  executing  surveys 
for  that  purpose  are  the  Geological  Survey,  the  Topogra- 
phical Surveys  (Surveyor  General's),  the  Hydrographic 
Survey  and  the  Military  Survey.  The  Geological  Survey 
has  the  greatest  number  of  maps  to  its  credit ;  our  know- 
ledge of  the  geography  of  the  outlying  portions  of  the 
Dominion  is  almost  entirely  due  to  its  explorers.  The 
Surveyor  General  comes  next;  the  sectional  maps  issued 
by  his  office  cover  the  western  provinces  with  the  exception 
of  British  Columbia,  and  his  publications  include  many 
topographical  and  other  maps.  Charts  of  the  sea  coasts 
and  inland  navigable  waters  are  issued  by  the  Hydro- 
grapher.  The  Military  Survey  is  a  topographical  survey; 
some  sheets  in  Ontario  and  Quebec  have  been  completed. 

The  lands  and  mines  departments  of  the  several 
provinces  are  also  making  surveys  and  issuing  maps  The 
British  Admiralty,  the  U.S.  Coast  and  Geodetic  Survey, 
the  U.S.  Hydrographic  Office,  the  U.S.  Lake  Survey,  the 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


17 


French  Service  Hydrographique,  are  publishing  charts 
which  include  parts  of  Canada.  Other  maps  of  Canada 
are  found  in  the  bulletins  or  journals  of  geographical 
societies  and  in  books  of  travel  and  exploration. 

After  their  publication  by  the  survey  organizations, 
the  maps  are  frequently  copied,  re-arranged,  compiled, 
or  put  in  a  different  shape,  by  other  services  or  editors 
of  geographical  publications.  Some  of  these  compilations 
may  be  the  work  of  persons  unskilled  in  surveying  and 
may  actually  be  misleading. 

Among  such  a  multiplicity  of  maps  and  variety  of 
origin,  it  was  somewhat  difficult  for  anyone  but  an  expert 
to  ascertain  what  maps  of  any  particular  region  or  locality 
had  been  published,  and  where  they  could  be  obtained. 
This  difficulty  is  removed  by  the  "  Catalogue  of  the 
Maps  in  the  Collection  of  the  Geographic  Board." 

The  nature  of  the  work  of  the  Geographic  Board 
requires  as  large  and  comprehensive  a  collection  of  maps 
of  Canada  as  can  be  obtained.  The  collection,  which 
on  the  1st  January,  1918,  consisted  of  1258  maps,  may  be 
considered  as  fairly  complete.  With  few  exceptions,  it 
includes  all  the  important  maps  issued  during  the  last 
fifty  years  and  many  earlier  ones.  Generally,  plans  on 
a  scale  greater  than  one  mile  to  the  inch  have  been  left 
out  but  a  few  were  included  for  special  reasons. 

A  graphical  index  of  eleven  sheets  accompanies  the 
list  of  maps.  The  outlines  of  each  map  are  shown  in 
blue  on  the  index  sheet,  the  catalogue  number  of  the 
map  being  inserted  in  the  upper  right  hand  corner. 

The  catalogue  is  divided  into  five  parts,  the  first 
one,  "  Dominion,"  containing  all  maps  of  more  than 
400  miles  in  length  or  breadth;  these  are  shown  on  sheet 
No.  1  of  the  index.  The  other  parts  are  Maritime 
Provinces, —  Quebec,  Ontario,  Manitoba,  Saskatchewan, 
Alberta  and  the  Northwest  Territories, —  British  Columbia 
and  Yukon.  Any  map  less  than  400  miles  in  extent  is 
outlined  on  the  index  sheet,  or  one  of  the  index  sheets  of 
the  province  in  which  the  greater  part  of  the  map  lies; 
generally  it  is  not  shown  on  the  sheet  of  the  adjoining 
province. 

Copies  of  the  Catalogue  can  be  obtained  from  the 
Secretary  of  the  Geographic  Board  of  Canada,  Royal 
Bank  Building,  Ottawa. 


New  Certificates 

Many  corporate  members  who  have  been  elected 
within  the  past  nine  months  have  been  wondering  why 
they  have  not  received  their  certificates  of  membership. 
The  delay  has  been  due  to  the  fact  that  a  new  certificate 
has  been  under  consideration  and  was  given  final  approval 
at  the  meeting  of  Council  on  December  17th.  It  is 
intended  that  the  certificates  will  be  prepared  as  soon  as 
possible  and  forwarded  to  those  who  have  been  elected 
since  the  change  of  the  name  has  been  effected. 

A  number  of  inquiries  have  been  received  regarding 
changing  the  old  certificate,  and  this  question  will  rest 
entirely  with  the  members.  All  who  desire,  may  receive 
one  of  the  new  certificates  by  paying  the  regular  rate. 


Institute  Fraternity 

On  December  4th,  a  letter  was  forwarded  by  the 
Council  of  The  Institute  to  the  Council  of  the  American 
Society  of  Civil  Engineers,  which  is  reproduced  below 
and  a  similar  letter  to  the  Councils  of  the  American 
Institute  of  Electrical  Engineers,  American  Institute  of 
Mining  Engineers  and  the  Institution  of  Civil  Engineers 
of  Great  Britain.  As  the  American  Society  of  Mechanical 
Engineers  was  holding  its  Annual  Meeting  at  that  time, 
a  telegram  of  good  will  was  forwarded  which  was  read 
at  one  of  the  sessions  and  received  with  enthusiasm.  The 
letters  in  question  were  as  follows : 

Gentlemen: — 

Taking  advantage  of  the  occasion  offered  by  the  signing  of  the 
armistice  terms  imposed  by  the  Allies  and  the  United  States,  we  desire 
to  extend  to  the  Council  and  Members  of  the  American  Society  of  Civil 
Engineers,  our  cordial  greetings  of  felicitation  and  good  will. 

It  is  with  unusual  satisfaction  that  we  find  ourselves  banded 
together  in  having  helped  to  achieve  a  common  purpose.  Members  of 
our  respective  organizations  have  played  no  small  part  in  the  world 
events,  which,  we  believe,  should  lead  to  a  greater  recognition  of  the 
part  the  engineer  plays  in  the  world's  development. 

Assuring  you  of  our  highest  regard  and  cordial  good  will  and 
expressing  the  hope  that  in  our  common  aim  to  work  for  the  elevation 
of  the  engineering  profession  we  may  be  drawn  closer  together  in  our 
mutual  endeavours. 

On  behalf  of  the  Council  of 

The  Engineering  Institute  of  Canada, 
Yours  faithfully, 

Fraser  S.  Keith, 

Secretary. 

Replies  to  this  letter  show  how  cordial  is  the  feeling 
which  exists  between  ourselves  and  our  sister  engineering 
societies  in  the  United  States.  Quite  recently  the  question 
has  come  up  of  closer  co-operation  between  the  two 
branches  of  the  American  societies,  which  have  been 
established  in  Canada  and  ourselves,  leading  to  affiliation 
or  amalgamation,  which  has  been  discussed  but  as  there 
is  nothing  in  our  By-Laws  which  will  enable  us  to  admit 
corporate  members,  except  inasmuch  as  the  individual 
is  qualified,  it  is  not  possible  to  adopt  such  a  procedure. 
In  the  new  By-Laws  the  Branches  have  power  to  establish 
sections  representing  the  main  divisions  of  engineering 
and  through  these  sections  a  member  interested  in  any 
particular  line  may  receive  the  greatest  benefit.  The 
suggestion  has  been  received  that  members  of  other 
engineering  societies  in  good  standing  be  admitted  with 
a  lower  entrance  fee. 

The  Presidents  and  Secretaries  of  all  our  sister 
societies  have  been  invited  to  attend  our  Annual  General 
Meeting  and  it  is  expected  that  several  will  accept  the 
invitation.  Already  the  President  of  the  American 
Institute  of  Electrical  Engineers,  Comfort  A.  Adams, 
has  intimated  that  he  will  be  in  attendance,  and  also 
Alfred  D.  Flinn,  Secretary  of  the  Engineering  Council. 
The  attendance  of  men  prominent  in  other  societies  will 
give  an  opportunity  of  discussing  matters  of  mutual 
interest. 

The  following  letter  has  been  received  from  the  Sec- 
retary of  the  American  Institute  of  Electrical  Engineers: 

Dear  Sir: — 

Your  communication  of  December  4th  was  presented  to  the 
Board  of  Directors  of  this  Institute  at  a  meeting  held  in  Philadelphia, 
December  13th. 


18 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


The  Board  directed  me  to  convey  to  you  its  sincere  appreciation 
of  the  sentiments  expressed  in  your  letter,  which  are  heartily  recip- 
rocated, and  to  advise  you  that  this  Institute  is  in  full  accord  with 
your  organization  in  the  belief  that  the  coming  economic,  social,  and 
technical  developments  impose  obligations  upon  and  afford  opportu- 
nities to  the  engineering  profession  which  demand  the  close  co-operation 
of  all  engineering  societies. 

This  Institute  will  be  glad  at  all  times  to  work  with  your  organiza- 
tion of  our  brother  engineers  in  Canada  in  the  interests  of  the  entire 
profession. 

Very  truly  yours, 

F.  L.  Hutchinson,  Secretary. 

American  Institute  of  Electrical  Engineers. 

Branches  Memorialize  Government 

On  December  18th  a  deputation  representing  the 
Ottawa,  Hamilton  and  Toronto  Branches,  in  all  fifteen 
members  of  The  Institute,  presented  a  memorial  to  the 
Honourable  the  Provincial  Secretary  of  Ontario,  which 
included  the  recommendations  made  by  the  Committee 
on  Sewage  Disposal  of  the  Toronto  Branch  consisting 
of  Professor  Peter  Gillespie,  Fred  A.  Dallyn,  William  R. 
Worthington,  Irving  H.  Nevitt  and  Willis  Chipman. 
The  report  forwarded  by  the  chairman  of  the  Committee, 
Willis  Chipman,  to  Geo.  Hogarth,  Secretary  of  the  Toronto 
Branch,  and  which  constituted  the  memorial  to  the 
Provincial  Secretary,  is  as  follows: 

Dear  Sir: — 

The  committee  appointed  by  the  Toronto  Branch  re  Sewage 
Disposal  has  held  five  meetings  since  September  last,  at  which  many 
questions  connected  with  Sewage  Disposal  were  discussed  and 
considered,  and  at  a  final  meeting  held  on  the  14th  instant,  it  was 
decided  to  submit  the  following  recommendations  to  the  Branch  for 
submission  to  the  Parent  Institute: — ■ 

1.  That  the  Provincial  Public  Health  Acts  of  the  different 
provinces  should  provide  that  two  or  more  members  of  each  Provincial 
Board  of  Health  shall  be  engineers  and  corporate  members  of  The 
Engineering  Institute  of  Canada. 

2.  That  the  Provincial  Public  Health  Acts  should  provide  that 
all  reports,  plans,  etc.,  respecting  schemes  for  sanitation  and  sewage 
disposal  required  to  be  filed  by  Provincial  authorities,  shall  be  prepared, 
signed  and  submitted  by  an  engineer,  a  corporate  member  of  The 
Engineering  Institute  of  Canada. 

3.  That  Dominion  Legislation  should  be  enacted  respecting  the 
pollution  of  International  and  Inter-Provincial  Waters,  and  that 
Provincial  Legislation  in  the  different  Provinces  respecting  stream 
pollution  be  made  uniform  as  far  as  practicable. 

4.  That  the  Public  Health  Acts  of  each  Province  should  give  to 
the  Provincial  Boards  of  Health  some  measure  of  control  over  the 
operation  of  municipal  water  purification  plants  and  sewage  disposal 
works. 

5.  That  all  Provincial  Public  Health  Acts  should  stipulate  that 
no  municipality  can  submit  to  the  votes  of  the  electors  any  by-law 
providing  for  the  raising  of  money  for  the  construction,  alteration  or 
extension  of  any  water  works  system  or  water  purification  works,  or 
of  any  sewage  system  or  sewage  disposal  works,  without  having  had 
the  approval  of  the  Provincial  Board  of  Health,  based  on  plans,  reports 
and  designs  submitted  by  engineers. 

6.  That  the  keeping  of  accurate  and  up-to-date  records  of  all 
extensions  and  services  added  to  sewer  and  waterworks  systems,  should 
be  required  of  municipalities  by  the  Provincial  Board  of  Health. 
Where  municipalities  have  no  system  of  their  own  for  keeping  such 
records  the  adoption  of  a  method  endorsed  by  the  Provincial  Board 
might  be  insisted  upon. 

7.  That  where  Provincial  Boards  of  Health  maintain  laboratories 
for  the  investigation  of  problems  in  public  sanitation,  such  laboratories 
might,  under  reasonable  conditions,  and  with  much  advantage  to  the 
country,  the  engineering  profession  and  the  Boards  themselves,  be 
placed  at  the  disposal  of  this  Institute  and  through  it,  of  its  members  who 
have  problems  in  municipal  sanitation  for  which  they  desire  solutions 

The  Provincial  Secretary  promised  full  consideration 
by  his  colleagues  of  the  memorial  as  presented  by  the 


Ontario  Branches.  The  action  of  the  Branches  in  this 
connection  is  worthy  of  the  highest  praise  as  it  is  by  such 
public  spirited  action  that  a  better  appreciation  of  the 
profession  is  to  be  obtained. 

Salaries  of  Engineers 

Correspondence  on  this  subject,  published  in  this 
and  previous  issues  of  The  Journal,  shows  how  acute  is 
the  feeling  respecting  remuneration  being  received  by 
engineers,  particularly  those  employed  in  the  Government 
service.  In  many  cases  salaries  received  by  men  doing 
responsible  engineering  work  have  been  distressingly 
low,  so  much  so  in  some  cases,  as  to  be  an  affront  to  the 
profession. 

For  many  years  members  of  our  profession,  of  whom 
C.  E.  W.  Dodwell,  M.E.I.C,  of  Halifax,  is  noteworthy, 
have  made  earnest  efforts  to  the  end  that  engineers  in 
the  Government  service  should  receive  recognition  as 
such,  and  not  as  clerks,  the  accomplishment  of  which 
would  not  only  give  a  standing  to  the  engineer  in  his 
technical  capacity,  but  would  also  increase  his  monetary 
reward.  A  number  of  years  ago  a  bill  was  submitted  to 
the  then  Prime  Minister,  Sir  Wilfrid  Laurier,  by  a 
committee  of  this  organization,  and  the  promises  made  at 
that  time  led  members  of  The  Institute  to  believe  that 
an  Act  would  be  passed  placing  engineers  in  the 
Government  employment  on  a  proper  basis.  Shortly 
after,  the  Government  experienced  difficulties  and  went 
out  of  power.  In  1917  the  question  was  revived  and  a 
strong  committee  of  men  in  the  civil  service  was  appointed 
to  go  into  the  subject  thoroughly  and  make  recommenda- 
tions which  would  raise  the  standard  of  the  engineer  in 
the  civil  service.  At  that  time  the  hearty  co-operation  of 
Council  was  promised  and  given.  However  a  change 
made  by  the  Government  in  appointing  a  Civil  Service 
Commission,  designed  to  remove  all  appointments  from  the 
realm  of  politics,  has  presented  a  further  opportunity 
for  the  engineer  to  receive  recognition.  A  strong 
committee  of  the  Council  has  been  appointed,  consisting 
of  W.  F.  Tye,  chairman,  President  H.  H.  Vaughan  and 
President-elect,  Lieut.-Col.  R.  W.  Leonard,  to  represent 
The  Institute  in  securing  more  adequate  recognition  and 
remuneration  from  the  Government  for  engineers.  This 
committee  has  made  an  appointment  with  the  Civil 
Service  Commission,  at  which  time  its  members  will,  no 
doubt,  prove  to  the  Commission  that  the  standard  of 
reward  for  the  technical  men  in  the  Government  service 
should  be  raised  by  a  very  considerable  amount.  In  meeting 
the  representatives  of  The  Institute  the  Commission  has 
shown  a  willingness  to  be  educated  in  this  connection, 
and  the  education  they  will  receive  from  the  committee 
will  work  to  the  advantage  of  every  engineer  employed 
in  the  Government. 

In  the  reclassification  that  will  take  place  shortly 
it  is  expected  that  a  very  substantial  increase  will  be 
accorded  to  engineers  in  the  Civil  Service. 

Legislation  Situation 

Nearly  every  branch  of  The  Institute  has  had  this 
important  subject  under  discussion  during  the  past  two 
months.  A  resume  of  the  situation  throughout  Canada 
from  the  viewpoints  of  the  various  branches  will  be 
published  in  the  February  issue  of  The  Journal. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


19 


Programme  of  Meetings 

At  the  time  of  going  to  press  a  complete  programme 
of  the  Annual  Meeting  and  the  General  Professional 
Meeting  is  not  available.  Below  is  published  a  tentative  pro- 
gramme for  Tuesday,  Wednesday,  and  Thursday,  February 
11th,  12th  and  13th,  forwarded  by  the  Secretary  of  the 
Professional  Meeting  Committee,  G.  Blanchard  Dodge, 
M.E.I.C. 

Tuesday 


Morning,  10  a.m. 

Luncheon  and 

Addresses 


Afternoon, 

4  p.m. 
Evening 

Morning 


Luncheon  and 
Address 

Afternoon 


Evening 


Morning 


Luncheon  and 
short  address 


President  Vaughan,  presiding. 

Business  session. 

His  Excellency,  the  Duke  of  Devon- 
shire, Hon.  M.E.I.C. 

C.  A.  Adams,  President,  A.  I.E.E. 

A.  D.  Flinn,  Secretary,  United  En- 
gineering Council  on  International 
Engineering  Affiliation. 

Business  session. 

President's  Address  (invitations) 

Informal  dinner  and  smoker. 

Wednesday 

Unfinished  business  of  annual  meeting 

(if  any). 
"  Standards  in  Engineering,"  by  Capt. 

R.  J.  Durley,  M.E.I.C. 
'  'Soldiers  Re-establishment , "  by  Major 

Anthes. 
"The   Development   and  Future    of 

Aviation  in  Canada,"     by    M.  R. 

Riddell,  Chief  Engineer,  Canadian 

Aeroplanes  Ltd. 
Dr.    Ira    N.     Hollis,     representing 

American   Society   of   Mechanical 

Engineers. 
National       Highways      and     Good 

Roads,  by  J.  Duchastel,  M.E.I.C. 

Hon.  President,    Canadian    Good 

Roads  Association. 
Frazil,  by  R.  N.   Wilson,  M.E.I.C. 

Chief  Engineer,   Montreal   Light, 

Heat  &  Power  Company,  Ltd. 
Standard      Datum      Planes      in 

Canada,     by     W.    Bell    Dawson, 

M.E.I.C.,  Supt.    of  Tidal  Survey, 

Department  of  Naval  Service. 
Formal  gathering. 
Reception      by      President:    Ladies, 

Music,  Refreshments,  Dancing. 
Thursday 

(1)  Topical  discussion  on  the  Econ- 
omics of  Railway  Electrification, 
opened  by  John  Murphy,  M.E.I.C, 
Dept.  of  Railways  and  Canals,  and 
Railway  Commission. 

(2)  Mining  and  Metallurgy  of  Cobalt 
Silver  Ore,  by  Lt.-Col.  R.  W. 
Leonard,  M.E.I.C.  President, 
Coniagas  Mines. 

by  Hon.  F.  B.  Carvell,  Minister  of 
Public  Works,  to  be  followed  by  a 
visit  to  the  New  Parliament  Build- 
ings, Ladies. 


4.30  p.m.  Motion  Pictures,  by  B.  E.  Norrish, 

A.M.E.I.C. 
Luncheon — Tuesday  11.00  -  1.00  p.m.,  at  Chateau  Laurier* 

Complimentary  tickets  to  visiting  members. 
Informal  Dinner  and  Smoker — 

Tickets  $2.50,  to  be  obtained  on  registering. 
Luncheon — Wednesday  and   Thursday,   Feb.    12th  and 

13th,  1.00  p.m.,  at  Chateau  Laurier.    Tickets  $1.00 

to  be  obtained  on  registering. 
In  connection  with  the  arrangements  for  hotel 
accommodation  which  may  constitute  somewhat  of  a 
problem,  visiting  members  are  earnestly  requested  _  to 
make  their  own  arrangements,  concerning  which  mention 
was  made  in  the  December  Journal.  If  when  arranging 
for  reservations  a  copy  of  the  letter  is  also  forwarded  to 
G.  Blanchard  Dodge,  M.E.I.C,  Topographical  Surveys. 
Department  of  the  Interior,  Ottawa,  the  Reception 
Committee  will  assist  in  securing  reservations. 


REPORT  OF  COUNCIL  MEETINGS 


Special  Meeting 

A  special  meeting  of  the  Council  was  held  at  head- 
quarters on  Tuesday  evening,  December  3rd,  at  8.15  P.M., 
at  the  call  of  the  President,  to  discuss  an  urgent  request 
received  from  the  Saskatchewan  Branch,  that  approval 
be  given  for  the  submission  of  an  Act  to  the  Saskatchewan 
Legislature,  immediately. 

The  Secretary  presented  a  draft  just  received  from 
the  Saskatchewan  Branch  which  was  presumed  to  be 
similar  to  the  one  submitted  by  Council  to  the  Branch. 
It  was  found,  however,  to  contain  radical  points  of 
difference. 

The  minutes  of  the  meeting  of  a  special  committee 
of  The  Institute  and  the  Canadian  Mining  Institute  were 
read,  in  which  it  was  pointed  out  that  as  far  as  the  draft 
Act  regarding  legislation  published  in  the  November 
issue  of  The  Journal  was  concerned,  it  did  not  contain 
any  points  that  could  be  classed  as  objectionable  by  the 
Mining  Institute,  from  the  viewpoint  of  working  to  the 
disadvantage  of  its  members.  This  meeting  further 
recommended  that  legislation  should  have  the  careful 
consideration  and  approval  of  the  majority  of  the 
Canadian  engineers  before  being  enacted.  The  members 
of  the  Mining  Institute  would  recommend  to  their  Council 
that  legislation  be  opposed  until  it  had  more  mature 
consideration  but  that  the  Mining  Institute  would  co- 
operate with  The  Engineering  Institute  towards  securing 
legislation. 

After  general  discussion  it  was  decided  that  Council 
had  no  power  to  authorize  the  Saskatchewan  Branch  to 
proceed  to  secure  legislation,  as  such  an  important  matter 
should  be  laid  before  the  entire  membership.  The 
Secretary  was  instructed  to  send  a  nightlettergram  to  the 
Saskatchewan  Branch  as  follows: — 

"  At  a  special  meeting  of  Council  held  at  your 
request  I  was  instructed  to  advise  the  Saskatchewan 
Branch  that  it  does  not  lie  within  the  power  of  the 
Council  to  approve  an  act  for  submission  to  a 
legislature  without  the  mandate  of  the  membership 
at  large.  My  communication  of  October  second 
was  intended  to  convey  to  your  Branch  that  Council 


20 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


is  sympathetic  towards  the  endeavours  of  your 
Branch  to  draft  suitable  legislation  and  would  assist 
in  framing  and  submitting  a  suitable  Act  for  the 
consideration  of  the  membership.  The  action  of 
other  Branches  in  submitting  to  the  Council  drafts 
of  proposed  Acts  and  discussion  of  the  general 
question  subsequent  to  the  submission  of  your 
first  draft,  strengthen  the  feeling  of  Council  that 
action  should  be  deferred  until  all  the  Branches  have 
had  an  opportunity  of  expressing  their  views." 

Regular  Monthly  Meeting 

The  regular  monthly  meeting  of  the  Council  was  held 
at  headquarters  on  Tuesday,  December  17th,  at  8.15  P.M. 

When  the  minutes  of  the  previous  meeting  had  been 
approved  the  report  of  the  Executive  Committee  was 
presented  and  their  recommendations  approved  as  follows : 

Co-operation  for  National  Reconstruction:  It  was 
decided,  in  view  of  the  letters  received  from  the  Toronto 
and  Ottawa  Branches,  that  meetings  be  held  by  all  the 
Branches  to  obtain  expression  of  opinions  and  suggestions 
from  Branch  members  in  regard  to  the  co-operation  of 
The  Institute  for  national  reconstruction. 

Legislation:  Correspondence  from  various  Branches, 
giving  their  opinions  regarding  legislation  was  noted,  it 
being  intended,  when  the  view  points  of  all  the  Branches 
are  received  to  publish  same  in  The  Journal. 

Co-operation  with  the  Canadian  Branches  of  the  A.I.E.E. 
and  the  A.S.M.E.:  A  letter  was  received  from  Professor 
Peter  Gillespie  of  Toronto,  suggesting  co-operation  with 
the  American  Institute  of  Electrical  Engineers  and  the 
American  Society  of  Mechanical  Engineers.  A  lengthy 
discussion  took  place  and  it  was  decided  that  there  was 
no  way  in  which  the  Toronto  Branch  of  the  American 
Institute  of  Electrical  Engineers  or  the  Ontario  Branch 
of  the  American  Society  of  Mechanical  Engineers  could 
be  affiliated.  A  committee,  consisting  of  Walter  J. 
Francis,  Julian  C.  Smith,  President  H.  H.  Vaughan  and 
the  Secretary  was  appointed  to  meet  Mr.  Alfred  D.  Flinn, 
when  in  Ottawa  in  attendance  at  the  Annual  General 
Meeting,  to  discuss  the  question  of  The  Institute  joining 
the  Engineering  Council,  at  which  time  the  question  of 
branches  in  Canada  of  the  United  States  societies  could 
be  discussed.  The  Secretary  was  instructed  to  commu- 
nicate with  Mr.  Flinn  in  this  connection. 

Annual  General  Meeting:  The  following  replies  to 
invitations  to  attend  the  Annual  General  Meeting  were 
presented;  C.  A.  Adams,  President,  American  Institute 
of  Electrical  Engineers,  F.  L.  Hutchinson,  Secretary, 
American  Institute  of  Electrical  Engineers,  Bradley 
Stoughton,  Secretary,  American  Institute  of  Mining 
Engineers,  A.  D.  Gresham,  for  President,  American 
Institute  of  Mining  Engineers,  D.  B.  Dowling,  President, 
Canadian  Mining  Institute,  H.  Mortimer-Lamb,  Secretary, 
Canadian  Mining  Institute,  C.  T.  Main,  President, 
American  Society  of  Mechanical  Engineers. 

Annual  Meeting,  A.S.M.E.:  Note  was  made  of 
the  telegram  sent  to  the  American  Society  of  Mechanical 
Engineers  on  the  occasion  of  their  Annual  Meeting  as 
follows:      '  The  President  and  Council  of  The  Engineering 


Institute  of  Canada  extend  to  the  Council  and  members 
of  the  American  Society  of  Mechanical  Engineers  cordial 
good  wishes  for  the  success  of  your  Annual  Meeting  and 
express  the  hope  that  with  the  close  of  the  world  war  we 
may  be  drawn  in  closer  co-operation  in  our  mutual 
endeavours  for  the  welfare  of  the  profession  "  and  of 
the  cordial  reply  received  from  Secretary  Rice. 

Joint  Committee  of  Technical  Organizations:  The 
consideration  of  Council  was  asked  in  connection  with  a 
suggestion  received,  that  the  Joint  Committee  of  Technical 
Organizations  was  not  worthy  of  further  support  or 
recognition.  It  was  resolved  that  the  principle  of 
scattering  the  energies  of  the  members  of  the  branches 
was  detrimental  to  their  strength,  and,  consequently, 
further  recognition  or  support  of  the  Joint  Committee  of 
Technical  Organizations  was  withdrawn.  The  Secretary 
was  instructed  to  so  advise  the  branches. 

Professional  Meeting,  Ottawa:  The  minutes  of  a 
meeting  of  the  Special  Professional  Meeting  Committee 
of  the  Ottawa  Branch  were  received  and  noted. 

Resolution  of  the  Quebec  Branch:  A  resolution 
received  from  the  Quebec  Branch  regarding  representation 
of  the  engineering  profession  on  commissions  was  received 
and  a  copy  passed  on  to  Mr.  Tye,  chairman  of  a  special 
committee  appointed  to  look  into  and  recommend  regard- 
ing the  Civil  Service  Commission. 

New  Certificates:  Approval  was  given  to  the  revised 
certificate  which  had  been  previously  submitted  to 
Council  and  in  which  Council  desired  a  slight  alteration. 
It  was  further  confirmed  that  the  title  of  the  certificate 
be  the  form  used  on  the  official  stationery  of  The  Institute, 
and  the  Secretary  was  instructed  to  publish  a  cut  of  the 
certificate  in  The  Journal  and  have  new  certificates 
prepared,  the  Committee  to  choose  the  paper  upon  which 
they  shall  be  printed.  As  to  new  certificates,  it  was 
decided  that  they  should  be  issued  to  any  members  who 
desired  them. 

Journal  Postal  Privileges:  It  was  decided,  in  view 
of  a  report  made  by  the  Secretary  in  regard  to  his  inter- 
view with  the  Post  Office  authorities,  including  Dr.  R.  M. 
Coulter,  Deputy  Post  Master  General,  that  a  letter  be 
sent  to  the  members  of  The  Institute  requesting 
subscriptions  to  The  Journal.  The  President  and  the 
Secretary  were  appointed  a  Committee  to  draft  the  letter. 

Branch  By-Laws:  The  By-Laws  drawn  up  by  the 
Special  Committee  of  the  Council  and  a  Committee  of 
the  Montreal  Branch,  were  submitted  and  the  Secretary 
was  instructed  to  send  a  copy  to  each  Branch  for  discussion 
and  approval. 

Co-operation  re  Civic  Development:  A  letter  from 
Frederick  Wright,  Editor  of  the  Canadian  Municipal 
Journal,  asking  the  co-operation  of  The  Institute  in  a 
movement  for  civic  development,  was  submitted.  Full 
approval  was  given  to  the  proposal  and  the  Secretary 
was  instructed  to  advise  Mr.  Wright  that  the  Council 
would  be  pleased  to  appoint  delegates  to  attend  the 
suggested  meeting. 

Classifications:  Classifications  were  made  for  a 
ballot  returnable  January  21st,  1919. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


21 


A  ballot  was  canvassed  and  the  following  elections 
and  transfers  effected : — 

Members 

Angus  Daniel  Campbell,  B.A.Sc,  M.E.  of  Cobalt, 
Ont.  Since  1911  mining  engineer  of  the  O'Brien  Mine. 
George  James  Jeffrey,  of  Vancouver,  B.  C.  (Since 
deceased).  William  Frederick  McLaren,  M.E.,  of 
Hamilton,  Ont.  With  the  Westinghouse  Company  since 
190L  and  since  1905  chief  draftsman  with  the  Canadian 
Westinghouse  Company.  Mr.  McLaren  has  seen  active 
service  at  the  front,  being  a  Captain  in  the  164th  Batt. 
C.E.F.,  during  1916  and  1917.  Walter  Taylor  Moodie, 
of  Winnipeg,  Man.  With  the  Canadian  Northern 
Railway  since  1908.  At  the  present  time  district 
engineer.  Harold  Allison  Russell,  of  Dartmouth,  N.S. 
Member  of  the  contracting  firm  Russell  &  McAulay. 
James  Alfred  Stairs,  of  Wayne,  Mich.  General 
superintendent,  ordnance  department,  Harroun  Motors 
Corporation,  Wayne,  Mich. 

Associate  Members 

Kenneth  Carling  Berney,  B.Sc,  of  Hamilton,  Ont. 
Electrical  engineer  for  Canadian  Westinghouse  Company 
since  1909.  Joseph  George  Cameron,  B.Sc,  of  Finch,  Ont. 
Since  1917  County  roads  superintendent  and  engineer  for 
the  Counties  of  Stormont,  Dundas  and  Glengarry. 
Walter  Francis  John  Cosser,  of  Schumacher,  Ont.  At 
the  present  time  mechanical  superintendent  in  charge  of 
plant  for  the  Mclntvre  Porcupine  Mines.  James  Simpson 
Galletly,  B.A.Sc,  of  Oshawa,  Ont.  Since  1912  in  charge 
of  parties  on  Dominion  Land  Surveys.  Harvey  Wilfred 
Harris,  B.Sc.  of  Winnipeg,  Man.  Engineer  for  Thomas 
Kelly  &  Sons,  general  contractors,  of  Winnipeg,  since 
1916.  Frederick  Innes  Ker,  B.Sc,  of  Montreal.  Since 
1912  chief  engineer  and  general  superintendent.  Cook 
Construction  Company.  Albert  Ernest  Kerr,  B.A.Sc, 
of  Hamilton,  Ont.  Electrical  draftsman,  Steel  Company 
of  Canada,  in  complete  charge  of  electrical  drafting. 
Albert  Levvy,  of  Winnipeg,  Man.  Managing  Director 
of  the  Levvy  Electrical  Company,  Limited,  Winnipeg. 
Donald  Lewis,  of  New  Glasgow,  N.S.  Since  1915  with 
the  Nova  Scotia  Steel  &  Coal  Company.  Since  1917  has 
occupied  the  position  of  chief  draftsman.  Edwin 
Markham,  B.C.E.,  of  Regina,  Sask.  Assistant  to 
Stewart  Young,  district  surveyor,  Highways  Department, 
Saskatchewan.  Emerson  Hibbert  Morse,  of  Norwood, 
Winnipeg,  Man.  Draftsman  with  the  GT.P.Ry., 
Winnipeg.  Christopher  Anthony  Newton,  of  Magnolia, 
Maryland.  At  the  present  time  progress  and  resident 
engineer  on  construction  of  water  works  for  the  United 
States  Government  chlorine  plant,  Edgewood  Arsenal, 
Maryland.  Roland  Foster  Palmer,  of  Winnipeg,  Man. 
Member  of  the  firm  of  Palmer  &  Hobson.  Francis 
William  Bertram  Scholefield,  of  Winnipeg,  Man.  With 
the  J.  McDiarmid  Company  Limited,  general  contractors, 
as  chief  engineer.  William  James  Stuart,  of  Vancouver, 
B.C.  At  the  present  time  on  active  service  as  lieutenant 
with  the  Third  Field  Company,  Royal  Engineers. 
Before  enlisting  he  was  resident  engineer  on  construction 
of    permanent    pavements    and    roadways,    Vancouver. 


Isaac  Joseph  Tait,  of  Montreal.  Associated  with  J.  T. 
Farmer  since  1917.  Previous  to  this  he  was  chief  engineer 
in  charge  of  mechanical  equipment  for  the  C.P.R. 

Associates 

William  McNeill,  of  Vancouver,  B.  C.  Since  1908 
assistant  general  manager  of  the  Western  Canada  Power 
Company.  Gerald  Steele  Roxburgh,  B.A.Sc,  of 
Winnipeg,  Man.  Since  1905  with  Fetherstonhaugh  & 
Company  as  Western  manager,  headquarters,  Winnipeg. 

Juniors 

Henry  Donald  Holland,  B.Sc,  of  Montreal,  superin- 
tendent of  construction  for  M.  J.  Stack,  contractor. 
Thomas  Earl  Gordon  Sissons,  of  Montreal.  Engineer  on 
construction  for  the  Abitibi  Power  &  Paper  Company, 
Iroquois  Falls,  Ont.  Hercules  Smart,  of  Ottawa,  Ont. 
American  Gauge  Production  representative,  Imperial 
Ministry  of  Munitions.  Albert  William  Swan,  B.A.Sc, 
of  Sherbrooke,  Que  Has  been  in  the  production 
department  of  Canadian  Ingersoll  -  Rand  Limited, 
Sherbrooke,  on  time-study  and  kindred  work  from  May 
1917  till  March  1918,  since  then  he  has  been  in  charge 
of  preparation  of  all  technical  publicity  for  the  company. 

Transferred  from  the  Class  of  Associate  Member  to  Member 

William  Harvey  Carson,  C.E.,  of  Ottawa,  Ont.  Since 
1913  "  district  engineer  for  the  Province  of  Ontario, 
Department  of  Marine,  Ottawa.  Claude  Vernon  Johnson, 
of  Quebec,  Que.  Since  1914  engineer  in  charge  of 
construction  and  engineering  for  Joseph  Gosselin  Limited, 
General  Contractors  &  Engineers.  George  Douglas 
Mackie,  of  Moose  Jaw,  Sask.  (Chairman  of  the 
Saskatchewan  Branch,  and  Member  of  Council).  City 
Commissioner,  Moose  Jaw. 

Transferred  from  the  Class  of  Junior  to  Associate  Member 

Seth  Wilson  Crowell,  B.A.,  of  Yarmouth,  N.S.  Town 
Engineer,  Yarmouth.  Harry  Wendell  Mahon,  B.Sc,  of 
Great  Village,  N.S.  Since  1917  with  the  C.C.H.A. 
Headquarters,  B.E.F.,  France.  Before  going  overseas 
was  assistant  engineer,  Water  Power  Branch, Department 
of  the  Interior,  Halifax.  Major  Alan  Bretell  McEwen, 
B.Sc,  M.C.,  of  Montreal.  At  the  present  time  principal 
assistant  to  R.  S.  &  W.  S.  Lea,  Montreal.  Major  McEwen 
served  with  the  C.E.F.,  from  1914  to  1918.  Peter  Scott, 
of  Glasgow,  Scotland.  Since  the  outbreak  of  the  War, 
senior  assistant  inspector  of  the  munitions  areas,  Glasgow. 
Previously,  with  the  C.P.R. ,  Eastern  Lines.  Briton  Oliver 
Smith,  B.Sc,  of  London,  Eng.,  formerly  of  Montreal.  At 
the  present  time  mechanical  engineer  with  Vickers 
Limited,  England. 

Transferred  from  Class  of  Student  to  Junior 

Captain  John  Frederick  Harkom,  M.C.,  of  Melbourne, 
Que.  Has  been  overseas  since  1914,  with  the  Royal 
Field  Artillery,  B.E.F.,  France,  in  command  of  the  57th 
Medium  Trench  Mortar  Batteries.  Joseph  Ovila  Rolland, 
C.E.,  Ch.E.,  of  Montreal.  At  the  present  time  chief 
analyst,  Canadian  Explosives  Limited,  Beloeil,  Que. 


22 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


BRANCH  NEWS 


Victoria  Branch 

J.  B.  Holdcroft,  A.M. E.I. C,  Secy.-Treas. 

The  November  meeting  of  the  Victoria  Branch  was 
held  on  the  25th  inst.  with  a  representative  attendance 
of  members,  and  nominations  were  received  for  officers  to 
guide  the  destinies  of  the  Branch  during  the  coming 
year.  Every  position  brought  forward  enough  applicants 
to  necessitate  a  ballot,  except  that  of  Secretary,  to  which 
J.  B.  Holdcroft,  A.M.E.I.C,  will  be  elected  by  acclama- 
tion. 

A  resolution  was  passed  that  the  Branch  volunteer 
to  co-operate  with  the  local  Government  representatives 
and  authorities,  in  the  work  of  returning  demobilized 
soldiers  to  civilian  life  and  fitting  disabled  men  for 
employment.  The  committee  appointed  to  report  on 
this  matter  promptly  proceeded  to  interview  Major 
Livingstone,  vocational  officer,  with  most  satisfactory 
results,  which  will  be  presented  to  the  Branch  at  next 
meeting. 

It  was  suggested  that  the  Council  at  Montreal  take 
similar  action  by  offering  the  support  of  our  Institute,  as 
a  national  body,  in  this  most  important  problem,  to  the 
Cabinet  at  Ottawa;  also  that  each  Branch  take  similar 
steps  with  the  local  authorities  in  charge  of  this  work. 
Further,  the  question  of  public  works  to  provide  employ- 
ment and  develope  the  country  should  be  taken  up  by 
our  Institute  without  delay,  and  on  sound  scientific  lines. 

The  annual  meeting  of  the  Victoria  Branch,  of  The 
Engineering  Institute  of  Canada,  was  held  on  the  11th 
inst.,  the  principal  business  of  the  evening  being  the 
election  of  officers  for  the  ensuing  year. 

The  following  were  elected: —  Chairman,  W.  Young; 
Vice  Chairman,  R.  A.  Bainbridge;  Treasurer,  E.  Davis; 
Secretary,  J.  B.  Holdcroft;  Executive,  W.  Everall  and 
N.  A.  Yarrow.  These,  with  Messrs.  D.  O.  Lewis  and 
R.  W.  Maclntyre,  past  chairmen,  form  the  executive 
committee.    Auditors,  F.  Knewstubb  and  W.  Stokes. 

Following  the  taking  of  the  chair  by  Mr.  Young  a 
hearty  vote  of  thanks  was  tendered  the  retiring  chairman, 
Mr.  R.  W.  Macintyre,  and  general  appreciation  was 
expressed  for  his  untiring  efforts  towards  the  furtherance 
of  the  interests  of  the  profession  as  a  whole,  and  of  the 
Victoria  branch  in  particular. 

Among  other  new  business  which  will  engage  the 
attention  of  the  branch  during  the  coming  year  is  the 
problem  of  the  returning  soldiers  and  the  provision  of 
sufficient  and  suitable  employment  and  training.  A 
discussion  was  opened  on  this  subject,  and  it  is  hoped  that 
the  branch,  by  suggestion  and  influence,  may  be  able  to 
take  a  useful  part  in  the  work  of  re-establishing  our 
soldiers  in  civilian  life. 

Toronto  Branch 

W.  S.  Harvey,  A.M.E.I.C,  Secy.-Treas. 

On  Tuesday,  December  3rd,  a  well  attended  meeting 

of  the  Branch  was  held  in  the  Chemistry  and  Mining 

Building  of  the  University  of  Toronto,   when  H.  K. 

Wicksteed,    M.E.I.C.,    gave    an    interesting    illustrated 


address  on  the  Montreal  Tunnel  from  an  Economic  Point 
of  View.  This  paper  is  published  in  another  part  of  The 
Journal. 

On  Tuesday,  December  10th,  C.  H.  Rust,  M.E.I.C, 
gave  a  paper  on  the  Water  Supply  of  the  City  of  Victoria, 
B.C.,  which  was  illustrated  and  which  was  enjoyed  by 
the  members  present.  This  paper  will  be  published  in 
a  future  issue  of  The  Journal. 

Minutes  of  an  open  meeting  of  the  Branch  held  at 
the  Institute's  Rooms,  Engineers  Club,  at  8  p.  m.,  Tuesday, 
December  17th,  1918. 

The  meeting  was  called  to  canvass  the  ballot  for  the 
election  of  members  for  the  1919  Executive. 

The  meeting  was  called  to  order  at  8.15  p.  m.,  with 
G.  A.  McCarthy  in  the  Chair. 

The  scrutineers  appointed  by  the  meeting  to  canvass 
the  ballot  were  Geo.  Clark,  R.  E.  W.  Hagarty  and 
A.  F.  Stewart. 

While  the  scrutineers  were  preparing  their  report  a 
discussion  was  entered  into  by  the  members  present 
regarding  a  copy  of  a  communication  issued  by  the  Civil 
Service  Commission  of  Canada  and  dated  November  21st, 
1918,  regarding  an  opening  for  a  position  as  assistant 
engineer  on  the  staff  of  the  British  Columbia  Hydro- 
metric  Survey  at  a  salary  of  $1,500.00  per  annum.  The 
discussion  was  very  lively  and  Messrs.  Proctor,  Hewson, 
Cross,  Goedike,  Phelps  and  Hogarth  took  part  in  it. 

The  scrutineers  reported  that  the  following  members 
were  elected  to  office  for  1919  by  the  ballot  just  received: — 
Chairman,  A.  H.  Harkness;  Secretary,  W.  S.  Harvey; 
Committee  men,  H.  G.  Acres,  Willis  Chipman  and  W.  A. 
Bucke. 

The  members  of  the  Committee  elected  in  1918  for 
a  two-year  term,  and  therefore,  members  of  the  1919 
Executive  are  Professor  H.  E.  T.  Haultain,  J.  R.  W.  Ambrose 
and  R.  O.  Wynne-Roberts. 

The  retiring  Chairman,  Professor  Gillespie,  is  also  a 
member  of  the  Executive.  Members  of  Council  at 
Montreal  are  also  members  of  the  Executive  of  the 
Toronto  Branch. 

The  report  of  the  scrutineers  was  received  and  con- 
firmed. 

Mr.  Chipman  addressed  the  meeting  and  urged  on 
the  members  that  they  should  attend  the  meetings  of 
the  Branch  and  thus  encourage  the  Executive,  who  are 
endeavouring  to  create  a  greater  interest  in  the  affairs 
of  The  Institute.  Mr.  Wynne-Roberts  spoke  on  the 
subject  of  the  members  becoming  acquainted  with 
manufacturing  industries  in  the  city,  and  urged  that  the 
Branch  should  make  inspection  trips  to  various  plants  of 
interest.    The  meeting  adjourned  at  10  p.  m. 

Calgary  Branch 

C  M.  Arnold,  A.M.E.I.C,  Secy.-Treas. 
Christmas  Happiness  and  New  Year  Prosperity. 
The  Calgary  Branch  extends  a  Hearty  Greeting  to 
all  members  of  The  Institute,  wishing  them 

A  Happy  Christmas  and  Prosperous  New  Year. 
G.  W.  CRAIG,  C.  M.  ARNOLD, 

Chairman.  Sec.-Treas. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


23 


At  the  Annual  Meeting  of  the  Calgary  Branch,  held 
in  the  Board  of  Trade  rooms  on  the  afternoon  of  Saturday, 
December  7th,  the  following  officers  were  elected  for  the 
coming  year:  Chairman,  S.  W.  Craig,  Secretary- 
Treasurer,  C.  M.  Arnold,  Executive,  Wm.  Pearce,  A.  S. 
Dawson,  F.  H.  Peters,  B.  L.  Thorne,  A.  S.  Chapman, 
Executive  Alberta  Division,  F.  H.  Peters,  S.  G.  Porter, 
Auditors,  J.  S.  Tempest,  R.  C.  Gillespie. 

Mr.  Craig  was  given  a  hearty  reception  upon  assum- 
ing his  new  duties  and  made  a  short  address,  dealing  with 
the  desirability  of  publicity  on  engineering  matters. 
The  full  report  of  this  meeting  will  be  published  in  the 
February  issue. 

At  the  general  meeting  of  the  Branch  held  on 
November  30th,  with  F.  H.  Peters  in  the  chair,  there  were 
present  fifteen  members  and  Messrs.  L.  B.  Elliott  and 
R.  G.  Gibb  of  the  Edmonton  Branch  were  the  guests  of 
the  Branch. 

The  purpose  of  the  meeting  was  to  discuss  the  draft 
of  the  proposed  act  governing  the  practice  of  professional 
engineering  in  Alberta.  Edmonton  representatives  who 
had  attended  especially  for  this  purpose  were  introduced 
by  the  Chairman.  Mr.  Peters  drew  attention  to  the 
fact  that  the  preliminary  advertisement  dealing  with  the 
proposed  legislation  had  already  appeared  in  the  Alberta 
Gazette.  The  executives  of  both  branches  had  decided 
to  proceed  in  the  matter,  as  no  time  was  to  be  lost  if  the 
Bill  was  to  be  presented  this  coming  season.  The  Branch 
would  be  asked  to  confirm  the  action  of  the  Executive 
in  this  matter.  It  would  be  necessary  for  the  draft  to 
be  approved  by  both  branches  and  the  Alberta  Division 
and  it  was  proposed  to  send  a  delegation  to  Edmonton  to 
interview  the  Premier,  if  this  could  be  arranged,  to 
obtain  his  views. 

The  Secretary  was  then  called  upon  to  read  the 
minutes  of  all  previous  meetings  since  the  last  annual 
meeting  and  on  the  motion  of  Mr.  Craig  seconded  by 
Mr.  Houston  these  were  approved  and  the  minutes  of 
the  last  meeting  held  were  signed  by  the  Chairman. 
Mr.  Peters  then  asked  Mr.  Gibb  to  read  the  draft  bill  on 
legislation.  Mr.  Gibb  stated  that  the  draft  had  been 
prepared  largely  by  the  late  Professor  Muir  Edwards  and 
had  been  gone  over  by  the  executives  of  eachbranch  and 
was  now  considered  to  be  in  shape  to  go  before  Parliament. 
Mr.  Cote,  a  prominent  engineer  of  Edmonton  who  was 
also  in  the  Provincial  Cabinet,  had  promised  to  do  all  in 
his  power  to  forward  the  passage  of  the  Bill,  provided  it 
received  the  approval  of  the  Premier.  He  had  therefore 
suggested  that  a  delegation  wait  on  the  Premier  to  learn 
his  views  on  the  matter.  Mr.  Gibb  then  read  the  draft 
Bill,  which  was  discussed  at  length  clause  by  clause,  and 
all  points  that  were  at  all  debatable  were  fully  explained 
to  the  satisfaction  of  the  meeting  by  the  Chairman  and 
Mr.  Gibb.  Mr.  Peters  stated  that  the  Bill  had  been 
framed  on  broad  lines  and  details  had  been  avoided  as 
far  as  possible.  Any  imperfections  found  to  exist  after 
the  Bill  had  been  enacted  could  be  dealt  with  in  the  future 
by  amendments.  The  delegation  would  consist  of  two 
members  from  each  Branch  and  two  non-resident  mem- 
bers of  these   could   be  obtained.    Mr.   Craig  moved 


that  the  draft  Bill  as  submitted  be  approved  by  this 
meeting  —  seconded  by  G.  N.  Houston.  Carried. 
Mr.  Houston  moved  that  delegates  be  appointed  to  wait  on 
the  Premier,  to  learn  his  disposition  towards  the  proposed 
legislation,  and  that  a  report  be  submitted  to  the  branch  — 
seconded  by  C.  M.  Arnold.    Carried. 

It  was  decided  to  provide  the  Councillors  of  the 
Alberta  Division  and  Executive  of  each  branch  with 
copies  of  the  draft  bill  and  also  that  a  copy  should  be 
forwarded  to  the  Saskatchewan  Branch. 

Mr.  Peters  moved  a  vote  of  thanks  to  the  Edmonton 
members  present  for  the  work  they  had  done  in  connection 
with  the  preparation  of  the  draft  bill  and  steps  taken  to 
present  it  to  the  proper  authorities.    Carried. 

Mr.  Craig,  seconded  by  Mr.  Peters,  moved  that 
a  message  of  condolence  be  sent  to  Mrs.  Sidenius,  widow 
of  the  late  Mr.  H.  G.  Sidenius.  The  Secretary  was 
requested  to  do  this  by  vote  of  all  present. 

The  meeting  adjourned  at  10.40  p.m. 


Sault  Ste.  Marie  Branch — Proposed 

In  keeping  with  the  increased  interest  in  Institute 
affairs,  and  as  a  result  of  a  desire  on  the  part  of  members 
of  the  profession  resident  at  Sault  Ste.  Marie  it  is  expected 
that  a  strong  branch  of  The  Institute  will  be  in  existence 
there  at  an  early  date.  On  Thursday,  December  19th, 
a  meeting  of  the  local  members  of  The  Institute  was  held 
at  the  Y.M.C.A.  at  which  time  it  was  decided  to  apply 
for  permission  to  form  a  Sault  Ste.  Marie  branch. 

An  application  was  consequently  prepared  and 
submitted  to  the  Council  as  follows: — 

"  We  the  undersigned  hereby  beg  to  apply  for  permis- 
sion to  form  a  local  branch,  to  be  known  as  the  Sault 
Ste.  Marie  branch  of  The  Engineering  Institute  of  Canada. 

R.  S.  McCormick 

B.  E.  Barnhill 
N.  L.  Somers 
William  S.  Wilson 
F.  F.  Griffin 

A.  G.  Tweedie 
L.  R.  Brown 

C.  H.  E.  Rownthwaite 
J.  W.  LeB.  Ross 

W.  J.  Fuller. 

At  this  meeting  a  temporary  executive  committee 
was  formed  consisting  of: 

J.  W.  LeB.  Ross,  Chairman,  B.  E.  Barnhill,  C.  H. 
E.  Rownthwaite,  J.  H.  Ryckman,  N.  L.  Somers,  L.  R. 
Brown,  Secretary. 

A  second  meeting  has  been  called  for  January  9th, 
at  which  time  the  Secretary  of  The  Institute  is  expected 
to  be  present  to  give  all  the  assistance  he  can  to  the 
members  at  Sault  Ste.  Marie  in  the  establishment  of  a 
strong  enthusiastic  branch. 


24 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Ottawa  Branch 

J.  B.  ('hollies,  M.E.I.C.,  Secy.-Treas. 
(load  Roads 

The  widespread  demand  for  constructive  considera- 
tion by  the  Dominion  Government  of  a  practicable  good 
roads  policy  has  resulted  in  definite  action  that  portends 
much  for  the  future.  The  rapid  advance  in  recent  years, 
especially  during  the  war,  of  motor  transportation,  both 
passenger  and  freight,  and  the  important  factor  the 
automobile  bears  to  rural  development  has  proven,  even 
to  the  most  skeptical,  the  absolute  necessity  for  good 
roads.  The  following  item  from  the  editorial  columns 
of  the  Ottawa  Journal  will  be  welcome  information  to  the 
engineering  profession,  and  an  assurance  that  at  last  the 
question  of  good  roads  will  be  given  adequate  attention 
by  the  Federal  authorities: — 

'  The  good  roads  movement,  which  must  be  one  of 
the  leading  factors  in  the  reconstruction  and  development 
of  the  country,  is  given  a  great  lift  forward  through  the 
Dominion  Government's  having  availed  itself  of  the 
experience  and  ability  of  Archie  W.  Campbell,  M.E.I.C., 
in  connection  with  it.  Mr.  Campbell  has  been  appointed 
to  advise  the  Government  as  to  what  its  position  should 
be  in  the  matter  of  roadway  improvement  and  construc- 
tion, and  it  is  probable,  as  it  should  be  —  that  he  will  be 
retained  permanently  to  supervise  the  carrying  out  of 
all  plans. 

No  better  choice  could  have  been  made.  Mr. 
Campbell  was  an  outstanding  champion  of  good  roads  a 
quarter  of  a  century  ago,  and  as  the  result  of  work  he  did 
then,  in  co-operation  with  the  late  Andrew  Patullo,  of  the 
Woodstock  Sentinel  Review,  he  was  appointed  Ontario 
Good  Roads  Commissioner,  subsequently  becoming 
Provincial  Deputy  Minister  of  Public  Works.  It  was  a 
serious  loss  to  the  better  highways  programme  when  he 
was  taken  from  that  position  and  made  Deputy  Minister 
of  Railways  and  Canals  at  Ottawa.  Better  highways 
are  for  him  almost  a  religion,  and  in  the  field  to  which 
he  has  returned  he  can  serve  the  country  better  than 
anyone  else  we  can  think  of.  It  is  well  that  Mr. 
Campbell's  exceptional  experience  and  interest  in  the 
subject  are  to  be  turned  to  the  advantage  of  the  country 
as  a  whole.  The  good  roads  development  must  be 
carried  out  on  an  orderly  and  progressive  programme, 
and  Mr.  Campbell's  appointment  will  insure  this. 

Mr.  Campbell  is  now  preparing  for  submission  to 
the  Government,  a  report  on  the  subject  of  highway 
construction  in  the  Dominion.  In  it  he  will  advise  as  to 
the  best  methods  of  obtaining  the  required  co-operation 
between  the  Federal  and  Provincial  authorities,  and  will 
recommend  the  adoption  of  legislation  necessary  to  secure 
greater  uniformity. 

Nailacrete  —  An  Important  Discovery 

Engineers  generally,  will  be  interested  to  learn  of 
the  important  discovery  made  by  one  of  the  Affiliates 
of  the  Ottawa  Branch,  E.  Viens,  Director  of  the  Public 
Works  Laboratory  for  Testing  Materials.  A  well- 
deserved  tribute  from  the  editorial  page  of  the  Ottawa 
Citizen  to  Mr.  Viens'  discovery,  under  the  caption, 
"  A  Civil  Servant's  Good  Work,"  follows:— 


"  Faithful  work  in  the  Civil  Service  has  been  so 
seldom  noticed  outside,  many  people  have  little  apprecia- 
tion of  it.  When  the  new  parliament  buildings  were 
being  inspected  by  a  party  of  visiting  engineers  last 
Saturday,  many  were  surprised  to  learn  for  the  first  time 
of  the  flooring  material,  called  "  Nailacrete,"  a  discovery 
made  by  Mr.  E.  Viens,  director  of  the  Public  Works 
Laboratory  for  Testing  Materials. 

"Nailacrete  has  a  strength  greatly  exceeding  wood, 
with  a  durability  of  concrete.  It  has  the  resilience  of 
wood,  a  nail  may  be  driven  into  it,  and  it  will  hold  with 
greater  firmness  than  in  wood.  Carpets  can  be  tacked  on 
Nailacrete,  and  desks  or  other  furniture  screwed  down 
to  it.  But  Nailacrete  does  not  need  a  carpet  covering. 
It  can  be  given  a  surface  finish  as  smooth  as  hardwood, 
glossy  and  more  durable.  It  is  fireproof,  waterproof, 
and  sanitary.  It  is  lighter  than  concrete,  can  be  laid 
without  forms  on  a  sloping  surface  —  such  as  for  roofing. 
It  is  an  insulator. 

'  The  Chief  Architect  of  the  new  parliament 
buildings,  John  A.  Pearson,  has  proven  the  reliability  of 
Nailacrete  by  severe  tests  before  adopting  it  for  the 
floors  in  the  main  building.  Credit  is  due  to  the  Chief 
Architect  for  being  sufficiently  without  prejudice  to 
adopt  Mr.  Viens'  discovery.  The  public  should  know, 
however,  when  a  public  servant  by  patient  research, 
carrying  out  experiments  in  the  first  instances  after 
work  hours,  at  his  own  expense  in  the  purchase  of 
experimental  materials,  has  contributed  something 
apparently  so  valuable  to  the  community  as  Mr.  E.  Viens' 
discovery  of  Nailacrete." 

Branch  Visits  New  House  of  Commons 

Tangible  evidence  of  the  splendid  progress  made  in 
the  construction  of  the  new  home  of  the  Canadian  Par- 
liament, according  to  the  Evening  Journal,  was  displayed 
on  Saturday,  December  7th,  to  the  members  of  the  Ottawa 
Branch  of  The  Engineering  Institute  of  Canada  who,  after 
doing  full  justice  to  the  first  luncheon  served  in  what 
will  be  the  House  of  Commons  dining-room,  were  given  an 
opportunity  to  inspect  the  buildings  under  the  guidance 
of  the  staff  in  charge  of  the  reconstruction,  G.  Gordon 
Gale,  chairman  of  the  Ottawa  Branch,  presided  at  the 
luncheon,  and  about  135  members  and  their  friends  were 
present. 

The  trip  through  the  buildings  proved  of  unusual 
interest.  On  every  side  could  be  seen  evidence  of  the 
amount  of  work  already  done,  and  an  attempt  to  visualize 
the  buildings  as  they  will  be  when  completed  framed 
so  compellingly  a  mental  appraisal  of  the  work  still  to  do 
that  the  assurance  of  the  architect  that  the  buildings 
will  probably  be  ready  for  occupancy  by  January,  1920, 
was  almost  doubted. 

The  cornerstone  of  the  new  buildings  was  laid  on 
September  1st,  1916,  but  for  practically  nine  months 
thereafter  little  or  no  work  was  done  and  the  buildings 
as  they  now  stand  represent  about  17  months  of  actual 
labor,  conducted  for  at  least  part  of  that  time  under  a 
serious  handicap  due  to  difficulty  in  securing  workmen. 

In  external  appearance  the  buildings  convey  a  much 
stronger  inpression  of  soliditv,  massiveness  and  dignity 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


25 


than  did  those  they  replace.  While  the  frontage  is  the 
same  as  formerly  the  new  structure  contains  much  more 
accommodation  due  to  the  fact  that  a  solid  block  has 
been  built  in  at  the  rear  or  north  side.  The  general  plan 
is  of  one  great  structure,  in  part  divided  by  three  light 
courts  or  wells  into  five  smaller  buildings.  The  Commons 
chamber  is  situated  in  the  western  end,  then  alternate 
light  courts  and  offices,  with  reading  and  smoking  rooms, 
to  the  Senate  chamber  on  the  eastern  end.  Ample  main 
corridors,  broad  and  stately,  run  east  and  west  through 
the  entire  building  with  cross  corridors,  but  little  narrower, 
connecting  the  various  units.  In  all  there  are  more 
than  two  miles  of  corridors  in  the  building  —  ample 
opportunity  for  corpulent  statesmen  to  exercise  while 
pondering  questions  of  national  import. 

Possibly  the  feature  of  the  entire  structure  that, 
when  completed,  will  attract  most  attention  and 
Dominion-wide  interest,  is  the  splendid  hall  or  "  Court  of 
Honor."  As  planned,  this  leads  directly  from  the  main 
entry  through  the  width  of  the  building  to  the  Library, 
and  will  be  in  every  way  worthy  of  its  name.  Even  on 
Saturday,  while  complete  comprehension  of  its  majestic 
spaciousness  was  prevented  by  the  spidery  scaffolding 
which  fills  most  of  the  space,  it  was  evident  that  when 
finished  it  will  stand  alone  in  Canada  as  an  example  of 
the  dignity  and  beauty  that  can  be  attained  in  interior 
architecture  of  the  Gothic  school.  As  it  is,  it  is  reminis- 
cent of  the  sublimity  of  a  vaulted  cathedral,  and  when  the 
windows,  and  statuary,  silently  eloquent  testimonials 
of  the  men  who  made  Canada,  are  in  their  positions  the 
effect  will  be  imposing  in  its  majesty. 

The  Commons  chamber  is  spacious  and  lofty, 
gallery  accommodation  will  be  in  excess  of  that  contained 
in  the  former  House,  while  a  new  feature  will  be  the 
provision  of  private  boxes  for  visitors  to  whom  it  may 
be  desired  to  extend  signal  honor.  As  might  be  expected, 
ample  arrangement  has  been  made  for  the  press  gallery 
and  the  rooms  in  which  the  newspaper  workers  record 
the  achievements  or  errors  of  Canada's  statesmen  will  be 
more  commodious  and  convenient  than  heretofore.  The 
Senate  chamber  in  general  lines,  follows  that  set  aside 
for  the  members  of  the  elected  branch  of  Parliament. 

The  office  accommodation  for  ministers  and  the 
various  grades  of  private  members  will  be  much  superior 
to  similar  arrangements  in  the  former  building.  The 
individual  offices  will  be  larger  and  better  appointed. 
Nothing  will  be  spared  that  will  make  for  the  comfort 
and  convenience  of  those  who  devote  a  large  portion  of 
each  year  to  the  business  of  the  country. 

But  it  is  the  wonderful  wealth  of  detail,  already 
commencing  to  show,  that  will  make  the  new  Parliament 
buildings  one  of  the  show-places  of  Canada.  Carvings, 
typifying  events  in  Canadian  history,  broad  sweeping 
effects  representing  Canadian  life  and  industry,  delightful 
miniature  bits  characterizing  and,  in  some  cases  — ■ 
caricaturing  —  men  prominent  in  Canadian  public  life, 
present  or  past,  will  afford  days  of  pleasant  occupation  to 
students  of  art  as  revealing  character.  The  entire 
building  will  be  alive  and  vibrant  with  such  delights; 
few  of  them  are  as  yet  in  position,  but  numbers  are  to  be 
seen,  completed,  waiting  only  to  be  placed  in  their 
respective  niches. 


From  the  artistic  and  sublime  to  the  practical  brings 
one  to  consideration  of  the  arrangements  made  for 
heating  the  building  —  a  most  necessary  feature  in  this 
latitude.  The  heating  plant  is  situated  in  the  power 
house  at  the  foot  of  Cliff  street,  several  hundreds  of 
yards  from  the  buildings  themselves.  Forced  circulation 
of  hot  water  will  provide  sufficient  heat  to  serve  the  new 
buildings,  the  Supreme  Court  building  and  the  Langevin 
block,  and  the  plant  is  so  constituted  that  it  can  be  made 
to  heat  additional  buildings  in  that  vicinity  which  it 
may  be  necessary  to  construct. 

Dealing  more  particularly  with  the  progress  made 
on  the  building  within  the  last  year  it  may  be  said  that 
in  the  summer  of  1917  it  was  but  rising  from  its  four 
foundations.  Now  the  walls  and  roof  are  completed, 
many  of  the  inner  walls  run,  basic  floors  laid  and  in  some 
portions  work  has  started  on  the  floor  tiling.  Practically 
the  body  of  the  entire  structure  has  been  completed,  the 
interior  fitting  is  yet  to  be  done.  This,  it  is  expected,  will 
consume  another  year. 

Of  the  architect  in  charge,  John  A.  Pearson,  who 
already  has  a  national  reputation  as  one  of  Canada's 
master  builders,  it  need  only  be  said  that  nothing  he  has 
ever  done  will  surpass  his  work  in  the  provision  of  a 
beautiful  and  fitting  home  for  Canada's  Parliament.  A 
man  might  well  study  and  labor  for  a  life-time  to  produce 
but  one  such  monument  to  his  genius. 

Address  on   Ceramics 

One  of  the  most  interesting  evenings  held  by  the 
Ottawa  Branch  for  the  year  1918,  was  an  address  on 
"  Clay  and  Clay  Products  in  Canada,"  by  Joseph  Keele, 
chief  engineer  of  the  Ceramic  Division  of  the  Depart- 
ment of  Mines.  Mr.  Keele  is  the  recognized  authority 
on  this  subject  in  Canada,  and  succeeded  in  conveying 
a  great  deal  of  exceedingly  valuable  information  respecting 
one  of  the  most  important  and  little  appreciated  industries 
in  the  Dominion.  So  important  is  this  industry  to 
Canada  generally,  and  of  such  immediate  interest  to  all 
branches  of  the  engineering  profession,  that  it  is  hoped 
Mr.  Keele  may  be  able,  in  the  near  future,  to  prepare  a 
similar  paper  for  presentation  to  The  Institute,  in  order 
that  all  of  its  members  may  enjoy  the  advantage  of  those 
who  attended  the  meeting  in  Ottawa. 

Transferred  to  Dept.  of  Trade  of  Commerce 

The  Electrical  Standards  Laboratory,  Ottawa, 
O.  Higman,  M.E.I.C.,  Chief  Engineer,  has  sent  out 
notice  that  the  administration  of  the  following  Acts  of  the 
Federal  Parliament  has  been  transferred  from  the 
Inland  Revenue  Department  to  the  Department  of 
Trade  and  Commerce;  the  Electrical  Units  Act;  the 
Electrical  Inspection  Act;  the  Electricity  and  Fluid 
Exportation  Act;  and  the  Gas  Inspection  Act. 

Dominion  Power  Board 

The  Government  has  added  to  the  personnel  of  the 
Power  Board,  W.  A.  Bowden,  M.E.I.C,  Chief  Engineer 
of  the  Department  of  Railways  and  Canals;  and  Arthur 
Amos,  M.E.I.C,  Chief  Engineer  of  the  Hydraulic  Service 
of  Quebec  and  a  member  of  the  Quebec  Streams  Commis- 
sion. 


26 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


The  Government  has  consented,  at  the  request  of 
the  Dominion  Power  Board,  to  have  A.  B.  Lambe, 
A.M.E.I.C.,  Asst.  Chief  Engineer  of  Gas  and  Electricity 
of  the  Department  of  Inland  Revenue;  and  A.  J.  Matheson, 
M.E.I.C,  Chief  Engineer  of  the  Montreal  Water  Levels 
Commission,  attached  to  the  Board  for  special  work. 

Hamilton  Branch 

II.  B.  Dwight,  A. M.E.I.C,  Secy.-Treas. 

It  was  with  considerable  regret  to  the  members  of 
the  Hamilton  Branch  that  Geo.  F.  Porter's  lecture  on 
the  Quebec  Bridge  had  to  be  cancelled  because  the 
prohibition  of  all  meetings  was  suddently  renewed  by  the 
Board  of  Health.  The  Health  Officer  had  intimated  several 
times  that  matters  were  not  serious  and  that  the  meeting 
could  be  held  as  scheduled.  However,  outside  pressure 
was  brought  to  bear,  as  matters  really  were  more  serious 
than  most  people  supposed,  and  the  ruling  was  made  on 
a  few  hours'  notice.  The  unfortunate  part  was  that 
there  was  no  time  to  telegraph  Mr.  Porter.  The  members 
of  the  Branch  had  a  very  enjoyable  visit  with  him,  how- 
ever, and  he  was  most  agreable  about  the  misfortune. 

Montreal  Branch 

F.  B.  Brown,  M.E.I.C,  Secy.-Treas. 

A  discussion  of  the  subject  of  legislation  has  occupied 
two  meetings  of  the  Montreal  Branch  held  on  November 
28th,  and  December  19th,  where  it  was  given  consideration 
in  an  exhaustive  manner.  At  the  meeting  of  the  Branch 
held  on  December  19th,  Lieut. -Col.  Dubuc  was  present 
and  in  addition  to  being  welcomed  by  the  chairman, 
Walter  J.  Francis,  one  of  his  classmates,  Arthur  Surveyer, 
voiced  the  sentiments  of  those  present  in  well-chosen 
words  of  appreciation.  Lieut. -Col.  Dubuc  was  given  a 
reception  in  keeping  with  his  distinguished  services  and 
made  a  happy  speech  in  reply  to  the  reception  accorded 
him. 

The  following  resolutions  passed  by  the  Montreal 
Branch  embody  the  result  of  the  two  meetings  on  the 
subject  of  legislation.  It  was  moved  by  W.  F.  Tye, 
seconded  by  G.  H.  Duggan  and  carried:— 

WHERE  A  S  it  seems  advisable  that  legislation  should 
be  sought  defining  the  statuts  of  engineers  throughout 
Canada,  AND 

WHEREAS  the  widespread  activities  of  the 
engineering  profession,  the  great  difference  in  the  interests 
and  occupations  of  the  individuals,  the  necessity  of 
getting  satisfactory  legislation  in  the  different  provinces, 
the  unsatisfactory  result  of  such  legislation  as  has  already 
been  obtained  and  the  dangers  and  difficulties  certain  to 
be  encountered  by  The  Institute  as  a  whole  during  the 
time  period  of  passing  of  Canadian  engineering  from  an 
open  to  a  closed  or  a  partially  closed  profession,  make  it 
inadvisable  and  inexpedient  to  ask  for  any  further 
legislation  in  any  province  until  the  whole  question  has 
been  thoroughly  studied,  reported  upon  and  submitted  in 
concrete  form  to  the  full  corporate  membership  of  The 
Institute. 


BE  IT  RESOLVED: 

THAT  the  Executive  of  the  Montreal  Branch  be 
instructed  to  ask  the  Council  to  arrange  for  the  appoint- 
ment of  a  Committee  representing  all  provinces  and  all 
branches  of  the  profession  to  inquire  into,  study,  and 
report  upon  the  whole  question  of  legislation,  including 
a  report  upon  the  best  method  of  getting  such  legislation 
as  will  ensure  a  satisfactory  and  uniform  status  of  engineers 
throughout  Canada,  also  to  draw  up  such  sample  legisla- 
tion as  it  may  deem  necessary  and  advisable  in  order  that 
the  member  of  The  Institute  in  the  different  provinces 
may  seek  legislation  on  some  uniform  basis. 

That  before  the  final  adoption  of  any  proposed  Act 
it  shall  be  the  duty  of  the  Committee  to  co-operate  as 
far  as  possible  with  similar  incorporated  technical  bodies 
with  a  view  to  harmonizing  clauses  which  might  contain 
points  of  contention. 

That  the  Secretary  of  the  Montreal  Branch  be 
instructed  to  forward  a  copy  of  this  resolution  to  the 
Secretary  of  The  Institute  and  to  the  Secretaries  of 
the  Provincial  Divisions  and  the  Branches,  and  to 
request  the  Executive  of  the  Provincial  Divisions  and 
the  Branches  to  assist  the  Council  in  securing  the 
appointment  of  a  strong  and  representative  committee." 

It  was  further  moved  by  Arthur  Surveyer,  seconded 
by  F.  B.  Brown  and  carried:  — 

"  THAT  the  Executive  of  the  Montreal  Branch  take 
immediate  steps  to  obtain,  in  co-operation  with  the 
Quebec  Branch  and  by  letter  ballot,  the  views  of  the 
members  of  The  Institute,  residing  in  the  Province  of 
Quebec,  on  the  question  of  licensing  engineers,  AND 

THAT  the  following  questions  for  this  letter  ballot 
be  suggested  to  the  Executives  of  the  Montreal  and 
Quebec  Branches  for  their  consideration: 

Question  1.  Are  you  in  favour  of  a  closed  corpora- 
tion for  engineers  having  responsible  charge  of  engineering 
works  ? 

Question  2.  If  so,  do  you  favour  legislation 
embracing  all  engineering  works,  or  only  public  works  ? 

Question  3.  In  the  event  of  the  majority  of  the 
members  of  The  Institute  residing  in  Quebec,  declaring 
in  favour  of  a  close  corporation,  what  are  your  opinions 
on  the  following  questions: 

(a)  Do  you  consider  that  the  only  method  of 
entrance  into  the  engineering  profession  should  be 
through  the  engineering  colleges  ? 

(b)  If  no,  do  you  think  that  candidates  who  do  not 
follow  college  engineering  courses  should  be  obliged  to 
pass  an  examination  for  admission  to  study  somewhat 
along  the  lines  of  the  matriculation  examination  required 
for  university  entrance  ? 

(c)  Do  you  think  that  candidates  should  be  required 
to  pass  an  examination  for  admission  to  practice,  similar 
to  the  examinations  required  by  the  Bar  and  Medical 
Associations  ? 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF   CANADA 


27 


(d)  Should  candidates  be  obliged  to  serve  a  period 
of  apprenticeship  or  employment  under  an  engineer, 
before  being  allowed  to  take  the  final  examinations  for 
admission  to  practice?  (The  word  practice  is  under- 
stood to  mean  taking  responsible  charge  of  engineering 
works) . 

(e)  If  in  favour  of  examination,  do  you  consider 
that  these  should  be  held  by  the  corporation  only  or  by  a 
joint  board  of  the  members  of  the  corporation  and 
representatives  of  the  McGill  and  Laval  faculties  of 
applied  science? 

(f)  Do  you  consider  that  graduates  of  engineering 
schools  should  be  exempted  from  any  or  all  the  examina- 
tions ? 

(g)  If  so,  from  what  examinations  should  they  be 
exempted  ? 

(h)  Do  you  think  that  graduates  of  engineering 
schools  should  be  required  to  prove  that  they  have  had 
experience  under  some  engineer  before  being  admitted 
to  take  charge  of  engineering  work  ? 

AND  THAT  the  results  of  this  letter  ballot  be  passed 
on  to  the  committee  appointed  under  Mr.  Tye's  motion 
for  their  information  irrespective  of  any  action  that  the 
members  of  The  Institute  in  Quebec  may  wish  to  take." 

Gallant  Officer  Returns 

Lieut.-Col.  Dubuc,  C.M.G.,  Croix  de  Guerre,  Cross 
of  the  Legion  of  Honor,  D.S.O.,  M.E.I.C,  commander  of 
the  famous  22nd  Battalion  of  Montreal,  which  has  added 
so  much  to  the  lustre  of  Canadian  arms,  arrived  at  his 
home  in  Montreal  recently  where  he  was  accorded  a 
reception  in  keeping  with  the  distinguished  services  he  has 
rendered.  This  gallant  officer,  who  has  seen  so  much  of 
actual  fighting,  has  been  three  times  wounded,  including 
the  loss  of  an  eye  from  machine  gun  bullet,  the  last  time 
so  dangerously  that  his  life  was  dispaired  of.  Going  to 
the  front  as  a  Captain  after  three  years  on  the  fields  of 
many  battles  he  returns  to  us  a  Lieutenant-Colonel, 
commander  of  his  old  battalion  and  bearing  decorations 
which  prove  him  a  warrior  of  great  courage. 

Of  the  engagement  in  which  he  was  wounded  the  last 
time,  he  said  that  out  of  23  officers  and  625  other  ranks, 
there  were  23  officers  casualties  (every  one  was  killed  or 
wounded)  and  505  of  the  other  ranks  either  laid  down 
their  lives  or  will  hereafter  wear  the  scars  of  battle.  This 
all  happened  in  24  hours.  It  was  on  August  27th,  in 
front  of  Cherisy,  in  the  attack  on  Cambrai  and  the  start 
of  the  great  Arras  battle,  that  was  the  beginning  of  the 
end,  that  Lieut.-Col.  Dubuc  was  hit,  by  a  machine  gun- 
bullet,  and  was  given  up  for  dead.  The  command  of  the 
22nd  automatically  passed  to  Major  Vanier  at  2.30  that 
day,  and  he  carried  on  until  he  lost  his  leg. 

At  a  meeting  of  the  Montreal  Branch,  held  on 
December  19th,  Lieut-Col.  Dubuc  was  accorded  a  rousing 
reception  and  he  gave  a  brief  address  to  the  members 
present,  which,  coming  from  one  who  occupied  such  a 
proud  position  in  the  great  engagements  of  the  war,  was 
highly  enjoyed.  Every  member  of  The  Institute  will 
feel  a  personal  sense  of  pride  in  the  distinguished  part 
which  Lieut.-Col.  Dubuc  has  taken  in  the  mighty  conflict. 


CORRESPONDENCE 


Legislation  for  the  Engineer    (A  Western  View  Point) 

Editor  Journal: — 

"  These  engineers  were  priests  of  a  sort,  albeit  they 
did  not  preach  or  pray.  It  was  a  new  world.  Has  it  ever 
struck  you  that  with  every  victory  over  Nature  won  by  the 
human  spirit  a  fragment  of  their  omnipotence  is  wrested 
from  the  hands  of  the  gods  ?  /  always  feel  as  if  we  were 
using  fire  and  steel,  mechanical  energy  and  human  thought, 
as  weapons  of  revolt  against  the  Heavenly  tyranny."     Bojer. 

In  consideration  of  the  present  essential  effort  upon 
the  part  of  engineers  to  obtain  legislative  support  and 
recognition  as  a  class,  with  a  long  delayed  but  necessary 
acknowledgement  by  the  public  of  their  services  and  merits 
let  us  make  clear  to  each  other  that  this  "  object "  is 
what  we  aim  at  and  that  a  successful  issue  is  of  much 
greater  importance  than  the  "  method  "  by  which  this 
result  may  be  attained.  As  a  Westerner  from  Alberta 
I  view  the  position  so,  and  feel  that  whilst  pleas  for  unani- 
mity and  possible  similarity  of  action  are  insistent  from 
many  sources,  it  does  not  appear  at  all  possible  to  achieve 
this,  or  even  desirable  to  attempt  uniformity  for  the 
following  amongst  other  good  reasons,  especially  affecting 
the  West. 

We  have  four  Legislatures,  Manitoba,  Saskatchewan, 
British  Columbia  and  Alberta,  each  with  a  differing 
outlook  and  history,  a  varying  practice  and  local  condi- 
tions and  an  independent  legislative  personnel  distinctly 
enamoured  of  their  own  principles  and  practice,  so  much 
so  that  the  chance  of  common  action  is  of  very  remote 
possibility  and  to  spend  time  and  effort  upon  a  futile  aim 
such  as  uniformity  of  practice,  must  be  under  the  circum- 
stances of  urgency,  misplaced  energy  much  to  be  regretted. 

The  objects  to  be  attained  are  in  each  Province 
exactly  similar,  what  does  it  matter  about  the  plan  of  the 
road  by  which  the  goal  is  to  be  reached,  its  grade  or  the 
make  and  variety  of  its  bridges,  these  may  vary  as  does 
the  topography  of  these  Provinces  but  if  the  same  success- 
ful result  be  reached  why  worry  ?  Manitoba  has  had  a 
plan  since  1896,  why  this  has  not  been  travelled  is  not 
self  evident  and  having  had  all  these  years  of  experience 
of  the  "  lions  in  the  way  "  one  would  assume  they  should 
be  best  prepared  and  armed  to  take  action  immediately, 
so  that  their  claim  for  delay  to  secure  uniformity  does 
not  seem  to  rest  upon  sufficiently  definite  grounds  as  to 
warrant  suspension  of  effort  on  the  part  of  other  Western 
Provinces.  Saskatchewan  has  a  plan  which  doubtless 
meets  its  members'  requirements  and  it  is  to  be  hoped 
also  those  of  its  legislators  and  whilst  some  of  its  features 
would  not  pass  through  the  Alberta  House,  we  are  not 
so  placed  that  we  dare  ask  them  to  await  general  agree- 
ment upon  forms  and  procedure,  their  duty  is  to  secure 
from  their  legislature  the  best  terms  and  conditions  for 
effective  legislation  protecting  engineers  and  the  method 
by  which  this  is  gained  is  to  them  a  domestic  problem 
containing  factors  of  which  outsiders  cannot  judge. 


28 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


B.  C.  we  have  no  doubt  with  last  years  experience 
to  guide,  are  now  well  aware  of  the  lines  of  least  resist- 
ance and  likely  success  and  formulating  a  plan  for  sub- 
mission to  their  Legislature,  we  wish  them  well.  Montreal 
can  but  express  a  parental  solicitude  that  its  children 
whilst  struggling  with  varying  conditions  and  doing  the 
best  they  can  for  themselves  shall  do  their  utmost  to 
maintain  the  family  credit  and  its  highest  traditions. 
We  in  Alberta  are  in  a  measure  the  most  happily  situate 
of  all  in  that  a  well  travelled  road  has  been  cleared  for 
us  by  other  professions  with  lines  of  uniformity  laid  down 
by  the  Legislature,  satisfactory  to  them  and  to  us, 
achitecture,  law,  medecine,  dentistry,  chemistry,  survey- 
ing and  other  public  services  have  a  common,  accepted  and 
satisfactory  system  of  public  control  to  which  we  must 
conform  in  any  legislative  proposals  we  may  submit. 

In  technical  matters  the  Legislature  of  Alberta  has 
always  taken  the  stand  that  public  control  of  such  services 
had  best  be  exercised  by  the  first  body  of  educational 
standing  in  the  Province,  i.e.  the  Senate  of  the  University 
of  Alberta,  a  doctrine  of  economy  of  effort  on  the  part 
of  the  Legislature  and  of  success  from  the  viewpoint 
of  such  technical  services  already  so  associated  and  of 
satisfaction  from  the  public  point  of  view,  as  being  a 
simple,  effective  and  desirable  curb  upon  any  close 
corporation  practices  likely  to  injure  the  freedom  of  its 
best  interests.  Having  but  one  university  and  that  in 
the  nature  of  a  state  institution  we  are  most  favorably 
situated  and  we  hope  it  will  shortly  be  possible  to  submit 
the  draft  act  proposed  to  be  submitted  to  the  next  session 
of  the  Legislature,  this  follows  most  carefully  along  the 
lines  of  preceding  acts  governing  technical  and  professional 
services  and  will  we  hope  secure  the  approval  of  our  legis- 
lators as  well  as  that  of  our  fellow  engineers  in  this  and 
other  Provinces. 

May  attention  be  called  to  one  danger,  that  of  over- 
loading an  act  with  matter  more  properly  belonging  to 
by-laws  as  items  of  internal  government  and  the  relations 
of  Institute  members  with  each  other  do  not  require  to 
appear  in  the  Act,  this  should  be  explicitly  confined  to 
the  delimitation  of  relations  between  the  public  and  the 
service    in    question. 

This  is  not  a  plea  for  delay  but  a  call  for  action, 
engineers  are  usually  associated  with  realities  and  dealing 
with  matters  of  material  or  force  and  facing  the  reality 
of  an  unrecognized  profession  of  legally  indefinite  status 
without  protection,  and  the  presently  heavy  barrage  of 
the  H.  C.  L.,  action  definite,  direct  and  decided  cannot 
occur  any  too  soon. 

By  independent  action  but  free  co-operation  to  the 
desired  end  we  shall  secure  for  some,  or  more  happily 
we  hope,  for  all,  the  legal  status  and  recognition  which 
the  talents  and  services  of  our  members  deserve  and  to 
this  end  it  is  essentially  necessary  that  all  without  excep- 
tion shall  sink  their  differences  and  with  enthusiasm 
enter  into  all  measures  or  methods  devised  to  secure  this 
long  delayed  but  no  less  patiently  earned  reward,  giving 
full  support  and  countenance  to  all  who  in  any  measure 
or  position  endeavour  to  solve  the  attendant  difficulties. 


Lo:  a  cloud's  about  to  vanish 

From  the  day 
And  a  brazen  wrong  to  crumble 

Into  clay. 
Lo:  the  Right's  about  lo  conquer; 

Clear  the  way. 
With  the  Right  shall  many  more 
Enter  smiling  at  the  door; 
With  the  giant  Wrong  shall  fall 
Many  others,  great  and  small, 
That  for  ages  long  have  held  us 

For  their  prey. 
Men  of  thought  and  men  of  action, 

Clear  the  way. 

Mackay. 


DONENZ. 


Move  for  a  Raise 


Editor  Journal: — 

I  have  to  congratulate  you  and  the  other  executive 
officers  on  the  success  of  The  Journal  which  along  with  the 
other  matters  contains  an  employment  bureau.  The 
salary  paid  to  civil  engineers  to-day  is  ridiculously  small 
and  one  remedy  which  occurs  to  me  is  for  the  profession 
to  take  every  advantage  of  any  new  position  offering  a 
larger  salary.  This  shuffling  would  force  many  raises 
in  salary  in  order  to  hold  men  who  to-day  may  not  be 
in  touch  with  other  positions  which  are  available  and 
pay  more  money.  This  move  for  a  raise  policy  would  I 
think  improve  the  situation  as  there  are  too  many  of  our 
men  to-day  holding  down  positions  at  practically  the  same 
salary  which  they  received  five,  yes  and  ten  years  ago, 
thus  making  the  engineering  profession  the  greatest 
rut  in  existence. 

I  would  respectfully  suggest  that  you  give  more 
attention  to  the  employment  bureau  and  endeavour  to 
give  the  readers  of  The  Journal  the  benefit  of  all  positions 
which  are  open  in  Canada  and  as  many  as  practical  of 
those  in  foreign  countries  as  well.  I  have  noticed  that 
heretofore  you  have  not  even  included  all  the  appoint- 
ments which  the  Civil  Service  of  Canada  have  to  make. 


I  am, 


Yours  faithfully, 

District  Engineer. 


Error  re  Diving  Bell 

Editor    Journal: — 

With  reference  to  my  letter  of  October  24  to  you. 
Mr.  MacDonald  has  called  my  attention  to  an  error 
in  my  letter  on  page  2. 

In  my  letter,  I  have,  by  an  error  of  dictation,  mis- 
placed the  relative  positions  of  the  metre  centre  and 
centre  of  gravity  of  the  device  under  discussion,  and 
I  did  not  notice  the  error  until  my  attention  was  called  to 
it.  The  mistake  is  an  obvious  one,  otherwise  the  outfit 
would  not  have  been  stable  when  afloat.  I  will  be  obliged 
if  you  will  correct  this  error  in  my  letter. 

Yours  very  truly, 

John  Taylor,    A.M.E.I.C. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


29 


Education  Through  Journal 

Dear  Editor: — 

I  am  in  receipt  of  a  copy  of  your  letter  of  November 
29th  to  the  Secretary  of  the  Civil  Service  Commission, 
which  should  cause  their  officers  to  reflect  upon  the 
salaries  being  paid  engineers  as  compared  with  those 
made   for  other  work. 

I  think  the  whole  trouble  is  with  the  engineers  them- 
selves. If  they  are  in  a  position  to  demand  better  pay 
for  one  another,  they  don't  do  it.  If  engineers  will 
accept  positions  at  $1,500  per  year,  the  Civil  Service 
Commission  will  feel  that  it  is  quite  justified  to  continue 
offering  that  salary.  I  think  a  campaign  of  education 
carried  out  through  the  columns  of  The  Journal  would  be 
the  best  method  of  crusading  at  the  present  time  for 
better  salaries  for  Government  engineers. 
Yours  faithfully, 

Government,  M.E.I.C. 


Grand  River  Conservation 

Editor  Journal: — 

The  water  shed  of  the  Grand  River  (Urse  River  on 
map  of  1763,  later  "  Ouse  or  Grand  "  River)  the  central 
part  of  the  peninsula  of  South  Western  Ontario,  comprises 
about  2,600  square  miles,  parts  of  the  Counties  of  Grey, 
Dufferin,  Perth,  Oxford,  Wentworth  and  Haldimand  and 
practically  the  whole  of  Wellington,  Waterloo  and  Brant. 
The  highest  part  of  the  peninsula  may  be  called  an 
irregular  plateau,  1,400  to  over  1,700  ft.  in  elevation 
above  sea  level,  and  having  an  area  of  about  1,100  square 
miles,  the  northerly  edge  closely  approaching  Georgian 
Bay.  Apparently  one  half  or  more  of  this  area  was  ori- 
ginally dense  swamp,  the  headwater  source  of  most  of 
the  considerable  rivers  of  the  peninsula. 

A  marked  topographical  feature  is  the  Niagara 
escarpment  extending  from  Queenston  on  the  Niagara 
River,  and  there  marking  the  difference  in  water  level 
between  Lakes  Erie  and  Ontario,  more  or  less  definitely 
across  the  peninsula  to  Georgian  Bay.  For  a  considerable 
part  of  its  length  this  abrupt  break  in  the  surface  forms 
practically  the  easterly  limit  of  the  Grand  River 
water  shed. 

The  Grand  River  -rises  on  the  highest  part  of  the 
plateau,  in  Melancthon  Township,  within  25  miles  of 
Georgian  Bay,  has  a  length  along  its  windings  of  about 
160  miles,  flows  in  a  general  southerly  direction,  has  a 
total  fall  of  over  1,100  ft.  and  empties  into  Lake  Erie  at 
Port  Maitland.  Principal  tributaries  in  their  order  from 
up  stream  are  the  Conestogo  River  from  the  west,  rising 
near  the  source  of  the  main  river,  the  Speed  from  the  east 
and  the  Nith  from  the  west. 

The  water  shed  is  wide  in  the  headwater  area,  becomes 
narrower  further  down,  and  more  so  in  the  fiat  country 
toward  Lake  Erie,  where  smaller  streams  flow  directly  to 
the  lake.  Declivity  of  the  stream  bed  is  greatest  after  it 
leaves  the  plateau,  is  considerable  further  along  and  small 
toward  the  outlet.  What  may  appropriately  be  called 
the  upper  river  extends  to  about  the  1,150  ft.  contour, 
and  the  lower  river  from  there  on. 


The  importance  of  the  Grand  River  water  shed, 
particularly  of  the  lower  river,  is  well  known.  In  fertility 
of  soil,  in  density  of  population,  in  agriculture  and  in 
manufactures,  it  is  one  of  the  best  sections  in  the  Dominion 
of  Canada.  Numerous  cities  and  towns,  manufacturing 
cent  es  noted  throughout  the  Dominion  and  beyond, 
Brantford,  Gait,  Kitchener,  Paris,  Guelph,  Preston, 
Hespeler,  New  Hamburg,  etc.,  are  directly  on  the  river 
banks. 

The  spring  floods  are  a  constantly  increasing  menace, 
both  in  the  cities  and  towns  and  generally  along  the  valley, 
and  summer  flow  of  the  river  has  become  very  small. 

Original  conditions,  forestation,  and  particularly 
the  large  swamp  areas  on  the  head  watershed,  which 
effected  natural  regulation,  restraining  floods  and  main- 
taining dry  weather  flow,  by  retarding  snow  melting, 
by  better  holding  back  of  water  on  the  surface  and  by 
greater  volume  of  ground  water,  are  impossible 
of  restoration. 

There  are  various  methods  of  flood  alleviation,  such 
as:  confining  the  channel  by  means  of  walls  or  dykes, 
as  has  been  done  in  Brantford  on  the  Grand  River,  and 
to  some  extent  in  Gait;  deepening  and  correction  of 
the  river  channel;  elevation  or  filling  in  of  ground  subject 
to  overflow;  detention  or  retardation  reservoirs,  as  now 
under  construction  in  the  Miami  Conservancy  District, 
Ohio.  Preferable  to  any  of  these  methods,  and  con- 
stituting true  conservation,  are  storage  reservoirs,  where 
practicable.  A  storage  reservoir  of  ideal  capacity  and 
performance  retains  the  surplus  flood  flow  and  releases 
the  stored  water  for  equalization  of  flow  during  periods  of 
small  yield  from  the  watershed. 

Conservation  by  storage  has  been  found  to  be  to 
large  extent  practicable  on  the  Grand  River.  The  Hydro 
Electric  Power  Commission  of  Ontario  by  surveys  made 
mainly  in  1912  and  1913  established  the  fact  that  suffi- 
cient storage  can  be  obtained  to  give  good  control.  In  the 
township  of  Pilkington  on  the  main  river,  about  at  the 
foot  of  the  upper  river,  storage  capacity  of  about  2% 
billion  cubic  feet  in  one  basin  has  been  found  to  be  avail- 
able. Further  storage,  on  the  Conestogo  tributary, 
would  give  a  total  of  nearly  4  billion  cubic  feet  of  capcaity 
with  watershed  area  above  the  basins  of  about  600  square 
miles,  constituting  on  the  whole  fairly  unique  and  very 
favorable  conditions  for  true  conservation.  There  re- 
mains to  be  done,  as  to  investigation,  definite  exploration 
of  sites  for  dams  and  ascertaining  of  their  practicability 
and  estimates  of  cost.  No  estimates  or  investigation 
as  to  cost  of  reservoir  sites,  land  condemnation,  highway 
changes  etc.,  has  as  yet  been  made  either. 

The  benefit  of  such  conservation  would  in  the  first 
place  be  elimination  of  flood  danger.  The  sustained 
summer  flow,  which  on  the  above  storage  could  be  over 
four  hundred  cubic  feet  per  second  in  addition  to  the 
present  flow,  eight  to  ten  times  the  present  flow  for  a  good 
part  of  the  river  affected,  would  be  a  great  benefit  in  sani- 
tation and  water  supply.  Evaporation  from  the  surface 
of  the  storage  reservoirs  an  area  of  six  square  miles  or 
over,  is  a  feature  to  be  considered.  During  the  hot 
summer  months,  June,  July,  and  August  this  may  be 
assumed  to  total  from  15  to  20  inches,  or  possibly  a  little 
more.     Rainfall  during  this  season  is  extremely  variable. 


30 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Local  observation  (Waterloo  County)  shows  a  total  for 
the  three  months  ranging,  in  a  short  period  of  four  years, 
from  22.11  to  4.99  inches.  Evaporation  is  greatest  during 
drouth,  but  considering  even  a  net  evaporation,  after 
deducting  direct  rainfall,  of  15  inches  or  more,  it  is  negli- 
gible against  the  yield  from  the  contributary  watershed, 
of  which  every  accretion  would  be  held  in  the  storage 
reservoirs.  Existing  developed  water  powers  on  the 
river  would  also  gain  greatly.  The  heights  of  fall  of 
such  water  powers  are:  at  Gait,  8J/2  ft.;  at  Paris,  14  ft.; 
at  Brantford,  Upper  Dam,  16  ft.,  Lower  Dam,  33  ft.; 
at  Caledonia,  7  ft.;  at  Dunnville,  63^  ft. 

A  promising  use  of  the  conserved  water  has  been 
recently  proposed,  (by  N.  Cauchon,  A.M.E.I.C.)  This 
is  to  make  a  diversion  canal,  probably  from  below  Gait  — 
where,  along  the  old  Great  Western  Railway  branch, 
there  is  a  lateral  depression  toward  the  east  —  to  the 
escarpment,  drop  the  water  over  this,  with  fall  of  500 
ft.  or  more,  enabling  development  of  large  power,  and 
make  further  use  of  the  water  for  irrigation  throughout 
the  lake  shore  district.  Irrigation,  once  the  flood  danger 
is  removed,  will  also  find  extended  and  valuable  applica- 
tion in  the  immediate  valley  floor  of  the  river. 

W.  H.  Breithaupt,  M.E.LC 


Government  Salaries 

Editor  Journal: — 

I  have  been  following  with  a  certain  amount  of 
interest  and  a  much  greater  amount  of  disappointment 
the  semi  dignified  movement  on  behalf  of  the  engineers 
of  The  Institute  regarding  a  fair  wage  for  the  profession. 

Some  even  go  so  far  as  to  give  the  remuneration 
received  for  our  work  the  high  sounding  name  of  a  salary 
—  which  it  is  not  —  in  fact  the  average  wage  of  the 
Canadian  engineer  is  hardly  more  than  the  wage  paid 
the  most  ordinary  and  uneducated  class  of  mechanic 
or  make-believe  tradesman  in  practically  all  parts  of 
the  country.  Why,  most  men  are  paying  their  chauffeurs 
from  $100.00  to  $125.00  per  month;  we  even  in  this 
small  town  have  several  instances  of  workmen  being  paid 
better  than  so  called  professional  men ;  one  in  particular  — 
a  man  who  files  saws  draws  $7.50  per  day,  and  a  foreman 
in  charge  of  a  small  construction  job  $10.00  per  day. 
When  employing  a  foreman  over  a  dozen  men  this  summer 
I  was  asked  to  pay  within  75c.  per  day  of  my  own  wage. 

It  is  all  very  well  to  be  dignified  when  one  has  some- 
thing to  be  so  over,  or  when  one  can  be  dignified  at  all 
times;  when,  however,  the  baker  and  butcher,  etc.  have 
to  be  treated  with  something  else  besides  dignity,  and  the 
life  of  an  intelligent  man  has  to  be  ordered  so  that  his 
main  thoughts,  after  the  execution  of  his  work,  are  taken 
up  with  the  problems  of  how  to  make  last  years  suit  do 
again  or  the  roast  from  yesterdays  dinner  do  the  rest  of 
the  week,  etc.,  it  is  quite  time  that  he  got  his  thinking 
cap  on  again  after  hours  for  his  own  benefit. 

If  our  profession  is  worth  anything  it  is  worth  at  least 
a  good  fight  to  make  it  appreciated,  and  if  it  is  necessary 
to  have  a  fight  to  gain  recognition  let  us  get  at  it  and  have 
a  real  one  and  have  it  over  with,  and  if  we  cannot  succeed 
let  us  get  out  like  men. 


We  have  the  weapons  and  they  are  not  of  German 
manufacture  either.  Hadn't  we  better  get  busy  and  use 
them? 

I  do  not  see  why  a  committee  of  hustlers  should 
not  be  appointed  by  The  Institute  to  get  after  this 
end  at  once,  and  arrange  a  campaign  that  will  bring 
results. 

Yours  sincerely, 

A  poor  Government  Engineer. 


Protest  Against  Engineers'  Salaries 

Editor  Journal: — 

I  wish  to  call  the  attention  of  the  Council,  through 
you,  to  the  great  difference  in  salaries  offered  clerical 
help,  such  as  stenographers,  clerks,  etc.,  and  that  of 
engineers. 

One  has  only  to  take  up  the  Civil  Service  Bill,  which 
passed  through  the  Federal  House  last  spring  and  glance 
at  the  salaries  which  are  paid  to  first,  second  and  third 
class  clerks  (we  are  not  even  allowed  the  title  of  engineers) 
to  see  my  point  of  view.  This  state  of  affairs  reflects 
very  unfavorably  on  the  future  welfare  of  The  Institute. 
This  matter  will  receive  very  serious  attention  at  our 
next  Branch  meeting,  and  I  trust  this  will  be  the  case  in 
every  Province  throughout  Canada. 

Yours  truly, 

A  Manitoba  Associate  Member. 


Editor    Journal: — 

Herewith  are  announcements  of  the  Civil  Service 
Commissioners'  Bulletin  applications  for  positions,  which 
should  be  noted  by  the  engineering  profession,  as  to  me 
they  appear  to  be  more  or  less  an  affront  to  the  pro- 
fession:— 

1.  A  Secretarial  Clerk  for  the  permanent  staff  of 
the  President  of  the  Council,  Grade  D.  of  the  First 
Division,  at  an  initial  salary  of  $1,800.00  per  annum. 
Candidates  must  have  secretarial  ability,  capacity  in 
office  management  and  special  shorthand  reporting 
ability. 

2.  A  Female  Clerk  in  the  Employment  Division  of 
the  Department  of  Labour  at  a  salary  of  SI, 6 00.00  per 
annum.  Candidates  must  be  university  graduates  with 
training  in  economics  and  some  practical  experience  in 
social  work.  Some  experience  in  office  management  is 
desirable  with  particular  reference  to  statistical  work. 
A  good  working  knowledge  of  French  is  required. 

3.  An  Assistant  Engineer  on  the  staff  of  the  British 
Columbia  Hydrometric  Survey  at  a  salary  of  $1,500.00 
per  annum.  Candidates  should  not  be  more  than  forty- 
five  years  of  age,  and  should  be  graduates  in  engineering 
of  a  recognized  university.  They  should  have  at  least 
two  years  field  and  office  experience  in  engineering. 

Yours  very  truly, 

An  Associate  Member. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


31 


Diving  Bell,  Halifax,  N.  S. 

Editor  Journal:  — 

The  writer  has  just  received  by  mail  a  copy  of  the 
"  Canadian  Engineer  "  of  31st  October,  1918,  in  which 
are  published  extracts  from  a  letter  to  you  from  John 
Taylor,  of  Hamilton,  Ont.,  regarding  a  paper  read  by 
J.  J.  Macdonald  on  the  Floating  Caisson  or  Diving  Bell 
used  in  preparing  foundations  for  quay  walls  at 
Halifax,  N.S. 

The  writer  has  not  yet  seen  Mr.  Macdonald 's  paper 
or  his  statements,  but  Mr.  Taylor's  letter  and  especially 
his  concluding  statement  that  "  he  feels  it  is  only  just 
that  the  facts  should  be  made  known  to  the  engineers  of 
Canada  as  a  whole  and  he  fully  expects  this  to  be  done  " 
causes  him  (the  writer)  to  write  to  you  in  this  matter,  as 
he  is  probably  the  one  best  personally  acquainted  with 
all  the  facts. 

The  Halifax  Ocean  Terminals  quay  walls  were 
designed  for  the  Canadian  Government  Railways  by 
F.W.  Cowie,  M.E.I.C.,  of  Montreal,  as  consulting  engineer, 
and  the  writer,  as  superintending  engineer,  in  1912-1913. 
Many  designs  and  schemes  were  studied  before  the  type  (of 
original  design)  finally  adopted  was  decided  upon  early 
in  1913,  and  needless  to  say,  much  detailed  consideration 
was  given  to  the  foundation  work  and  to  the  new  types 
of  plant  and  appliances  that  would  be  required  for  the 
proposed  works,  including  rock  drilling,  dredging  and 
concreting  plants,  helmet  and  bell  diving  outfits,  block 
setting  cranes  and  lifting  tongs,  etc. 

The  writer  had  in  1911-1912,  with  Foley,  Welch 
&  Stewart  as  contractors,  successfully  used  as  diving 
bells,  the  large  pneumatic  foundation  caissons  designed 
by  him  for  the  river  piers  of  the  Skeena  River  bridge  on 
the  G.T.P.  Railway  in  B.C.,  for  removing  large  boulders 
and  obstructions  in  fast  flowing  deep  water  on  the  sites 
of  the  piers,  by  working  in  the  working  chambers  with 
the  caissons  grounded  or  afloat  and  made  moveable  as 
desired  by  displacing  or  pumping  out  water.  Other 
people,  he  believes,  have  done  the  same  with  other 
caissons.  The  writer  discussed  this  with  Mr.  Cowie,  and 
together  they  developed  and  sketched  out  the  Floating 
Caisson  or  large  mobile  Diving  Bell  idea  for  their  founda- 
tion work.  The  doubtful  elements  of  the  scheme  were 
cost  and  rate  of  progress.  It  was  therefore  decided 
that  in  letting  the  docks  contract  the  choice  of  methods 
should  be  left  to  the  contractors,  subject  to  stipulated 
rates  of  progress  and  qualities  of  finished  work. 

In  November,  1913,  the  contract  for  the  first  unit 
of  the  Halifax  docks  was  let  to  Foley,  Welch,  Stewart 
&  Fauquier,  who  brought  to  Halifax  as  their  superin- 
tendent James  Taber,  a  well  known  Canadian  expert 
with  wide  experience  in  deep  foundation  and  compressed 
air  work.  The  floating  caisson  or  diving  bell  method 
was  then  again  taken  up,  and  was  thoroughly  examined 
by  Messrs.  R.  B.  Porter  and  Fauquier  of  the  contracting 
company,  Mr.  Taber,  Mr.  Cowie,  and  the  writer,  further 
detailed  sketches  of  the  bell  and  estimates  of  cost  of 
construction  being  made.  It  was  felt  by  all  these  parties 
that  better  work  could  be  done,  with  better  inspection 
and  more  certainty,  with  the  large  diving  bell  than  by 
other  methods,  though  not  at  less  cost. 


The  contractors,  with  a  spirit  and  enterprise  for 
which  they  deserve  great  credit,  decided  to  adopt  the 
Diving  Bell  method,  and  in  view  of  the  advantages  to 
the  work,  the  writer,  with  the  approval  of  Mr.  Gutelius, 
general  manager,  Canadian  Government  Railways, 
prepared  the  working  drawings  for  the  bell  in  his  office 
at  Halifax.  Mr.  Macdonald  was  then  the  writer's 
assistant  and  office  engineer  there,  and  he,  along  with  the 
late  Lieut.  C.  S.  DeGruchy,  M.C.,  and  other  assistants, 
did  excellent  work  on  the  completion  of  the  design  and 
of  the  working  drawings. 

The  tender  scow  with  its  air  compressors,  etc.,  and 
the  air  locks,  etc.,  of  the  Bell  were  designed  and  con- 
structed, or  supplied  and  fitted  by  the  contractors, 
mostly  under  Mr.  Taber's  direction  and  supervision. 

The  general  plan  and  details  of  the  Halifax  Bell 
were  certainly  original  in  that  they  were  designed  for 
a  definite  purpose  on  scientific  first  principles  and  from 
practical  personal  experiences,  and  were  not  copied  from 
any  other  plans  or  plant.  The  designers,  were,  however, 
aware  of,  and  were  naturally  supported  in  their  decisions 
by  the  knowledge  and  precedents  of  the  large  Bells  or 
floating  Caissons  that  had  been  successfully  used  in 
dock  works  in  years  past  at  Marseilles,  Antwerp, 
Rotterdam,  Bilbao,  etc. 

In  the  winter  of  1913-1914,  when  the  Halifax  Bell 
was  designed  in  its  present  form,  none  of  those  responsible 
had,  so  far  as  the  writer  knows,  any  knowledge  of  Mr. 
Taylor's  scheme,  plans,  or  plant.  Unlike  Mr.  Taylor's 
apparatus,  the  new  Halifax  Bell  of  new  design  and  working 
under  new  conditions  in  fairly  open  tidal  waters,  for  the 
first  few  days,  as  was  to  be  expected,  was  the  cause  of 
some  little  anxiety  and  revealed  some  minor  defects. 
The  skill  and  energy,  however,  of  J.  P.  Porter,  who  had 
then  taken  charge  for  the  contractors,  rapidly  overcame 
these  troubles,  and  the  writer  may  safely  say  that  the  Bell 
for  two  years  without  mishap  did  excellent  work  under 
his  personal  supervision  and  made  steady  progress  and 
good  time. 

Writing  from  the  Field  in  France,  the  writer  is  at 
the  disadvantage  of  having  no  notes  or  means  of 
reference  at  hand,  but  the  principles  and  applications  of 
compressed  air  in  working  chambers  of  Caissons,  Diving 
Bells,  etc.,  for  subaqueous  work  must  be  familiar  to  many 
members  of  The  Institute,  and  he  thinks  that  they  will 
agree  that  Mr.  Taylor  unduly  flatters  himself  if  he  claims 
to  be  the  sole  anticipator,  originator  or  inventor  of  large 
Diving  Bells  of  the  Halifax  type. 

The  writer  regrets  he  has  never  had  the  privilege 
of  seeing  Mr.  Taylor's  plant,  but  he  has  a  hazy  recollection 
of  having  heard,  probably  in  1914,  about  an  outfit,  which 
he  thinks  may  have  been  Mr.  Taylor's,  for  cutting  off 
and  capping  piles  on  the  lakes  a  foot  or  two  below  water 
level  in  still  water,  subject  to  no  rise  or  fall  or  range  of 
tide;  that  is,  for  application  to  work  and  conditions  quite 
different  to  those  at  Halifax. 

James  McGregor,  Major. 

C.E.  3rd  Bn.  Can.  Rly.  Troops. 
In  the  Field,  B.E.F.,  France, 
3rd  December,  1918. 


32 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Thoughtful  Suggestions 

Editor  Journal : — 

I  think  an  occasional  letter  from  individual  members, 
in'  appreciation  of  what  you  are  doing  in  our  behalf,  may 
serve  to  encourage  you  in  your  future  efforts.  The 
work  of  getting  out  a  monthly  "Journal  "  is  in  itself  no 
mean  task,  and  the  numbers  I  have  received  are  a  credit 
to  The  Institute.  The  influenza  epidemic  has  retarded 
progress  in  our  local  branch  as  public  meetings  were  out 
of  the  question.  There  are  important  matters  to  be 
discussed,  particularly  that  of  legislation  affecting  the 
engineering  profession.  I  think  the  draft  act  submitted 
by  the  Saskatchewan  Branch  illustrates  one  of  the  great 
dangers  to  be  avoided  by  The  Institute  in  Canada. 

The  idea  that  competition  among  members  of  the 
profession  is  the  cause  of  the  unsatisfactory  conditions 
of  employment  and  remuneration  is  entirely  erroneous. 
Engineering  work  is  not  a  fixed  quantity  in  any  com- 
munity, nor  can  it  be  reckoned  as  a  percentage  based 
on  population.  There  is  room  for  unlimited  growth  and 
expansion,  one  successful  enterprise  making  way  for 
another.  It  is  a  case  of  "  work  makes  work  "  and  the 
benefit  is  not  limited  to  any  one  line.  The  lack  of 
definite  knowledge  that  a  certain  undertaking  can  be 
carried  through  successfully  often  exerts  a  retarding 
influence  on  other  lines  of  development.  Likewise 
research  work,  exploration  and  the  collecting  and  tabulat- 
ing of  data  have  a  marked  influence  in  increasing  demand 
for  engineering  services.  To-day  an  engineer  must 
specialize,  consequently  he  must  be  able  to  move  in  the 
widest  possible  field  to  keep  steady  employment.  This 
prohibits  local  protection.  There  is  no  surer  way  of 
producing  stagnation  in  the  profession  than  by  forming 
closed  corporations.  It  is  true  that  congestion  is  bound 
to  occur  in  certain  centres  from  time  to  time  which 
re-acts  most  unfavorably  on  those  who  are  permanently 
located  there.  Better  organization  and  more  mutual 
consideration  among  members  would  do  much  to  obviate 
this  difficulty. 

One  good  feature  embodied  in  the  Saskatchewan 
draft  was  that  of  registration,  but  such  a  measure  should 
require  merely  a  nominal  fee.  This  would  enable  the 
local  branches  to  keep  tab  on  irresponsible  individuals 
who  were  practising  engineering  to  the  detriment  of  the 
profession.  I  am  not  here  referring  to  competition,  but 
to  the  injurious  effect  of  incompetent  work.  The  failure 
of  an  undertaking,  excessive  cost,  reports  which  are 
unreliable,  all  make  for  a  decreased  demand  for  engineering 
services. 

With  the  seasons's  best  wishes. 
Sincerely  yours, 
G.  B.  McColl,  A.M.E.I.C. 

Some  Salary  Offers 

Editor  Journal : — 

Owing  to  my  position  here  as  district  engineer,  t 
am  in  receipt  each  week  of  a  Government  publication 
called  the  "  Canadian  Official  Record."  In  reading  over 
this  paper  I  have  come  across  some  items  which  I  believe 
should  be  brought  to  the  notice  of  Council  for  action. 


On  page  4  of  the  issue  of  November  5th,  1918,  there 
is  a  notice  of  positions  vacant  in  the  Civil  Service,  I  quote 
therefrom  as  follows: — 

"2.  A  Clerk  in  the  Statistical  and  Research 
Branch  of  the  Department  of  Labor  at  a  salary  of 
$1,800.00  per  annum.  Candidates  should  be 
graduates  of  a  recognized  university  with  training 
in  economics  and  research  work  and  some  knowledge 
of  office  routine. 

3.  A  Photographer  for  the  Exhibits  and 
Publicity  Bureau  of  the  Department  of  Trade  and 
Commerce  at  an  initial  salary  of  $1,600.00  per 
annum.  Candidates  must  have  a  complete  know- 
ledge of  photography,  etc. 

5.  An  Assistant  Engineer  in  the  office  of  the 
Water  Power  Branch  at  Winnipeg,  Department  of 
the  Interior,  at  a.  salary  of  81,500.00  per  annum. 
Applicants  should  be  British  subjects,  not  more  than 
35  years  of  age.  They  should  be  graduates  in 
engineering  of  some  recognized  university  and  should 
have  at  least  two  years  field  and  office  experience  in 
engineering." 

Here  is  another,  in  the  issue  of  December  3rd,  as 
follows : — 

"  1.  A  secretarial  clerk  for  the  permanent 
staff  of  the  President  of  the  Council,  Grade  D.  of 
the  First  Division,  at  an  initial  salary  of  $1,800.00 
per  annum.  Candidates  should  know  shorthand 
and  have  office  ability. 

2.  A  female  clerk  in  the  Employment  Division 
of  the  Department  of  Labour  at  a  salary  of  $1,600.00 
per  annum.  Qualifications  as  in  paragraph  2  above.'' 

3.  An  assistant  engineer  on  the  staff  of  the 
British  Columbia  Hydrometric  Survey  at  a  salary 
of  81,500  per  annum."  Qualifications  as  for  the 
other  engineering  position  vacant." 

Is  The  Institute  interested  in  its  members?  Is  it 
taking  any  notice  of  the  fact  that  the  Civil  Service 
Commission  is  at  present  working  on  the  reorganization 
of  the  outside  service  and  the  question  of  the  remuneration 
for  a  great  many  members  of  The  Institute. 

It  would  look  as  though  it  were  better  to  be  a 
"  female  clerk  "  than  an  engineer. 

Yours  sincerely, 

One  Affected,  A.M.E.I.C. 


UNCLASSIFIED 

Eye,  Sensibility.  The  Sensibility  of  the  Eye  to  Light  of  Different  Colors.  Sci. 
Am.  Supp.,  vol.  86,  no.  2236,  Nov.  9,  191.3,  p.  301,  1  fig.  Results  of  measure- 
ments carried  out  at  Bureau  of  Standards. 

Rolling  Mills.  Diagonals  for  Designing  Rolls  for  Billet  Mills,  A.  R.  Mitchell 
Iron  Age,  vol.  102,  no.  20,  Nov.  14,  1918,  facing  page  1198.  Tables  for 
determining  dimensions  of  passes  when  width  and  corner  radii  of  billets  are 
given. 

Spark  Plugs.  Note  on  the  Effect  of  Temperature  on  the  Resistances  of  Spark  Plug 
Insulations,  J.  D.  Morgan.  Engineering,  vol.  106,  no.  2758,  Nov.  8,  1918, 
pp.  513-51  l,  3  figs.     Description  of  an  investigation. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


33 


PERSONALS 


Gunner  W.  G.  Mawhinney,  B.C.E.  (Man.)  S.E.I.C, 
returned  to  Canada,  December  20th,  on  the  SS. 
"  Regina,"  and  is  spending  a  furlough  at  his  home  in 
Tuelon,  Manitoba. 

Among  the  many  members  of  The  Institute  who  have 
been  rewarded  for  their  bravery  during  the  War,  will  be 
noted  with  great  satisfaction  the  name  of  Lieut. 
Frederick  Alport,  A.M.E.I.C.,  who  was  recently  decorated 
with  the  Military  Cross. 

E.  L.  Cousins,  A.M.E.I.C.,  chief  engineer  and 
general  manager,  Toronto  Harbour  Commissioners,  who 
has  been  for  the  past  six  months  acting  as  assistant  fuel 
controller  for  Ontario,  has  recently  accepted  the  position 
of  industrial  commissioner  for  the  city  of  Toronto,  in 
which  capacity  his  services  will  be  gratuitously  given. 

Lieut.  W.  D.  Stavely,  is  still  another  member  of  The 
Institute  to  receive  recognition  for  conspicuous  bravery 
while  on  active  service,  having  recently  been  awarded 
the  Military  Cross.  Lieut.  Stavely  is  a  graduate  of 
McGill  University  and  became  an  associate  member  of 
The  Institute  in  1913.  Before  going  overseas  he  was 
with  Thomas  Kirk,  A.M.E.I.C,  Q.L.S. 

Major  A.  Douglas  Fisken,  M.C.,  J.E. I.C.,  of  Toronto, 
was  welcomed  home  recently  after  many  months  of 
active  service  at  the  front.  Major  Fisken  who  is  an 
R.M.C.  man,  was  in  the  thick  of  the  fighting  with  the 
Canadians,  was  gassed  and  severely  wounded.  He  plans 
to  go  to  Victoria  at  an  early  date,  pending  his  discharge 
from  the  army,  and  anticipates  residing  at  the  Coast. 

Boris  A.  Bakhmeteff,  M.E.I.C.,  Russian  Ambassador 
to  the  United  States,  is  now  in  Paris  with  other  Russian 
diplomats  seeking  to  preserve  a  United  Russia.  In  an 
announcement  to  the  Associated  Press  Mr.  Bakhmeteff 
stated  that  Russia  has  been  granted  a  respectful  hearing 
by  the  Allies  in  her  request  for  representation  at  the 
Peace  Conference. 

V.  I.  Smart,  M.E.I.C.  formerly  Professor  of  Railway 
Engineering  and  Transportation,  McGill  University,  and 
J.  A.  Burnett,  A.M.E.I.C,  formerly  Electrical  Engineer, 
Grand  Trunk  Railway  System,  are  now  associated  as 
Consulting  Engineers,  located  at,  821  New  Briks 
Building,  Montreal.  The  lines  handled  will  be  civil, 
electrical  and  mechanical  engineering. 

H.  T.  Eaton,  who  is  a  student  member  of  The  Institute, 
has  received  his  commission  as  a  lieutenant  in  the 
Canadian  Engineers.  Lieut.  Eaton  has  been  with  the 
Canadian  Expeditionary  Force  since  1914  when  he 
went  overseas  with  the  1st  Field  Troop.  He  is  a  graduate 
of  Queen's  University  and  was  practicing  as  a  civil 
engineer  in  Controller  Tyrrell's  office,  Toronto,  before 
enlistment. 


Howard  G.  Kelley,  M.E.I.C,  President  of  the  Grand 
Trunk  Railway  System,  in  his  New  Year's  Greetings  to 
the  officers  and  employees  said  in  part : — 

"  At  the  close  of  this  eventful  year,  in  which  peace 
has  been  restored  to  the  world,  I  desire  personally  to 
thank  all  officers  and  employees  for  the  part  they  enabled 
the  Grand  Trunk  to  play  in  winning  the  war  by  their 
loval  and  efficient  service." 


The  Dominion  Government  has  appointed  A.  W. 
Campbell,  M.E.I.C,  to  report  on  the  action  which  should 
be  taken  by  the  Government  in  connection  with  the 
construction  and  improvement  of  roads,  for  which  it  is 
being  asked  to  give  its  aid.  Mr.  Campbell  was  greatly 
interested  in  the  subject  while  Deputy  Minister  of  Public 
Works  for  Ontario  about  eight  years  ago  before  becoming 
Deputy  Minister  of  Railways  and  Canals,  which  position 
he  has  lately  resigned. 


G.  J.  Lamb,  Jr.,  J.E.I.C,  has  resigned  his  position 
as  acting  engineer  of  the  city  of  Port  Arthur  and  accepted 
an  engineering  appointment  with  the  Kipawa  Fibre  Co., 
Temiskaming  who  are  constructing  a  new  town  site  in 
connection  with  their  plant,  with  housing  accommodation 
for  about  7,000  people.  R.S.  &  W.S.  Lea  and  H.  S. 
Ferguson,  members  of  The  Institute,  are  the  consulting 
engineers  for  this  work,  the  contract  for  which  is  held  by 
The  Fuller  Construction  Co. 


Brigardier-General  Charles  J.  Armstrong,  C.M.G., 
M.E.I.C,  is  receiving  the  congratulations  of  his  many 
friends  on  the  honor  bestowed  on  him  by  the  King  at  the 
New  Year  in  being  created  a  Companion  of  the  Bath. 
At  the  outbreak  of  the  war  he  was  one  of  the  first  to 
volunteer  and  went  over  with  the  First  Contingent  as 
Colonel  in  Command  of  the  Engineers.  He  became 
Brigadier-General  and  after  receiving  severe  injuries 
in  a  railway  accident  which  kept  him  in  hospital  nineteen 
months,  he  was  attached  to  the  Imperial  forces.  He 
is  now  Chief  Engineer  of  the  Seventh  Army  Corps,  and 
in  charge  of  the  repair  and  reconstruction  of  canals  in 
Belgium  and  France.  He  also  saw  service  in  South 
Africa. 


Captain  Geo.  H.  Ferguson,  M.C,  B.A.Sc, 
A.M.E.I.C,  of  Toronto,  has  recently  retired  from  the 
army  and  expects  to  resume  his  former  occupation  at 
an  early  date.  Enlisting  in  the  early  days  of  the  war 
Captain  Ferguson  was  in  the  thick  of  the  fighting  in  the 
forward  area  during  the  Somme,  Vimy  and  Paschaendael 
engagements  and  was  continuously  under  fire  during  the 
German  advance  in  the  spring  of  1918  and  remained 
unhurt  until  the  end  of  June,  when  his  leg  was  broken. 
Due  to  continuous  exposure  he  suffered  from  complications, 
which  necessitated  his  returning  home  for  a  rest,  where 
he  was  convalescing  when  the  armistice  was  signed. 
Captain  Ferguson's  many  friends  in  the  profession  wish 
him  a  speedy  recovery  to  enable  him  to  continue  his 
successful  engineering  career. 


34 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Major  F.  L.  C.  BOND,  A.M.E.I.C. 


Major  F.  L.  C.  BOND,  A.M.E.I.C. 
Chief  Engineer,  Grand  Trxink  Railway 

Major  F.  L.  C.  Bond,  A.M.E.I.C,  has  been  appointed 
by  the  Executive  of  the  Grand  Trunk  Railway  as  chief 
engineer  of  the  System  to  succeed  H.  R.  Safford, 
M.E.I.C.,  who  resigned  recently  to  become  regional 
director  of  the  Central  Western  District,  United  States 
Railroad  Administration.  Major  Bond  has  just  returned 
from  overseas  after  two  years'  service  with  the  10th 
Battalion  Canadian  Railway  Troops.  He  was  born  in 
Montreal  in  1877,  was  educated  at  Montreal  High 
School,  the  Collegiate  Institute  and  McGill  University. 
Upon  graduating  from  McGill  in  1898  he  entered  the 
service  of  the  Grand  Trunk  as  Assistant  Resident  Engineer 
of  the  Eastern  Division,  and  in  1901  was  appointed 
engineer  in  charge  of  double  track  construction.  In  1902 
he  was  night  superintendent  on  the  construction  of  the 
Park  Avenue  tunnel,  of  the  New  York  subway,  but 
returned  to  the  Grand  Trunk  as  Resident  Engineer, 
Eastern  Division,  a  position  which  he  held  until  1913. 
From  1913  to  1916,  when  he  went  overseas,  Major  Bond 
was  Division  Engineer, .  Eastern  Lines,  Grand  Trunk 
Railway  System.  He  holds  a  high  reputation  in  railway 
and  engineering  circles,  and  his  work  with  the  Canadian 
Expeditionary  Force  won  the  highest  commendation. 


OBITUARIES 


Henry  Martyn  Peck,  S.E.I.C. 

News  of  the  death  but  no  particulars  have  been 
received  concerning  Henry  Martyn  Peck,  Student  member 
of  The  Institude,  who  died  of  wounds  in  France, 
September  28th,  1918.  The  late  Mr.  Peck  was  twenty-six 
years  of  age  and  was  educated  at  Moncton  College, 
England  and  Toronto  University.  His  home  was  at 
324  Glen  Road,  Toronto. 


Leonard  Oswald  Clarke,  A.M.E.I.C. 

On  November  22nd,  Leonard  Oswald  Clarke, 
A.M.E.I.C,  O.L.S.,  succumbed  to  an  attack  of  influenza- 
pneumonia  at  the  age  of  thirty-seven  years.  He  entered 
The  Institute  as  a  Student  member  in  1903,  and  became 
an  Associate  Member  in  1906,  at  which  time  he  was 
town  engineer  of  North  Bay,  Ont.  During  this  time 
the  present  water  and  sewer  systems,  including  large 
storage  reservoirs,  were  designed  and  constructed. 
Previous  to  this  he  was  connected  with  F.  W.  Farncomb, 
of  London,  Ont.,  and  afterwards  with  the  late  Jos.  Cozens, 
at  Sault  Ste.  Marie,  Ont.  For  a  number  of  years  the  late 
Mr.  Clarke  engaged  in  private  practice  in  North  Bay, 
following  which  he  was  engaged  in  contracting,  mainly  on 
the  Lake  Superior  Division  of  the  Canadian  Pacific 
Railway. 

Mr.  Clarke  was  well  know  in  the  north  country, 
having  laid  out  many  of  the  town  sites  along  the  T.  &  N.  O. 


Railway,  including  Cobalt,  Ont.  He  was  a  prominent 
Mason,  being  Past  District  Grand  Prior  for  Algoma 
District.  For  the  past  three  years  Mr.  Clarke  has  made 
his  home  in  Toronto,  where  he  was  buried  on  November 
23rd,  at  Mount  Pleasant  Cemetery.  His  family  will 
make  their  home  in  Aurora,  Ont. 


Walter  Kendall  Greenwood,  B.A.Sc.,  A.M.E.I.C. 

After  a  brief  illness  from  pneumonia,  Walter  Kendall 
Greenwood,  A.M.E.I.C,  engineer  of  the  Orillia  Water, 
Light  and  Power  Commission,  died  at  his  home  in  Orillia 
at  the  age  of  thirty-seven  years.  Born  in  Toronto  on 
June  1st,  1881,  he  entered  the  Upper  Canada  College  in 
1894  and  later  attended  the  University  of  Toronto, 
graduating  with  honours  in  1905.  During  his  summer 
holidays  he  occupied  positions  as  draftsman  with  Canadian 
General  Electric  Company,  draftsman  and  engineer  with 
Hamilton  Gas  Light  Company,  assistant  to  superintendent 
Toronto  Niagara  Power  Transmission  Line.  For  a  year 
he  was  manager  and  superinendent  of  the  Bowman ville 
Electric  Light  Company  and  later  occupied  a  position 
with  the  Producer  Gas  Company  of  Toronto.  In  1907 
he  was  resident  engineer  of  the  Simcoe  Water  Works 
construction  and  in  1908  occupied  a  similar  position  at 
Thorold,  Ont.,  later  securing  the  position  which  he 
occupied  at  the  time  of  his  death. 

The  late  Mr.  Greenwood  was  elected  an  Associate 
Member  of  The  Institute  in   1908  and  took  an  active 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


35 


interest  in  its  affairs.  At  the  time  of  the  Professional 
Meeting  held  in  Toronto  last  spring,  he  took  an  active 
part  in  the  discussion  of  several  of  the  papers.  He  was 
a  son  of  Russell  Greenwood,  of  Toronto,  and  was  held  in 
the  highest  esteem  by  all  who  knew  him. 

♦         ♦         ♦ 

]Yilliam  John  Galbraith,  B.Sc,  A.M.E.I.C. 

An  illness  of  only  two  weeks  from  influenza  which 
developed  into  pneumonia,  caused  the  death  of  William 
John  Galbraith,  B.Sc,  A.M.E.I.C.,  at  his  home,  4145 
Dorchester  Street,  Westmount,  on  Saturday,  December 
the  21st,  at  the  age  of  32  years.  The  late  Mr.  Galbraith 
was  a  Montreal  boy,  having  attended  high  school  in  this 
city,  graduating  from  McGill  University  in  1909.  In 
the  statement  of  his  engineering  career,  he  mentioned 
that  he  was  engaged  as  a  draftsman  with  the  Dominion 
Bridge  Company,  in  1902,  previous  to  his  entering  McGill. 
On  his  graduation  he  was  with  the  Geological  Survey  in 
British  Columbia;  about  two  years  later,  he  was  assistant 
engineer  on  caisson  work  on  the  sub-structure  of  the 
Quebec  Bridge.  As  a  contractor  on  his  own  account  he 
undertook  a  number  of  important  works,  including  the 
Government  dock  at  Berthier,  Que. ;  dam  and  power  house 
at  Ingles  Falls,  Ont.;  two  railway  bridges  at  St.  Hyacin- 
the;  reinforced  concrete  rib  arch  bridge  over  the  Speed 
River  at  Guelph,  the  wireless  station  at  Newcastle,  N.B., 
and  the  dam  and  power  house  over  the  Severn  River, 
for  the  Hydro-Electric  Power  Commission,  Ontario. 

In  1916  the  late  Mr.  Galbraith  joined  the  Foundation 
Company  as  superintendent  of  construction,  and  devoted 
his  attention  to  the  erection  of  shipbuilding  plants  at 
Victoria,  Seattle,  Tacoma  and  Savannah,  and  at  the 
time  of  his  death  was  engaged  in  construction  of  a  ship 
canal  and  shipyards  at  New  Orleans.  He  had  been 
called  to  Montreal  in  connection  with  the  valuation  of 
a  shipyard  for  the  Dominion  Government. 

An  energetic,  capable,  construction  engineer  and 
typically  Canadian,  at  an  early  age  engaged  on  some  of 
the  largest  construction  works  on  the  Continent,  he  had 
already  achieved  success  and  his  career  promised  to  be 
one  far  beyond  the  average. 

He  is  survived  by  Mrs.  Galbraith  and  one  daughter. 


Laurence  Anablc  Darcy,  M.E.I.C. 

Laurence  A.  Darey  died  suddenly  at  his  home  in 
Sherbrooke,  on  November  29th,  and  was  buried  at  the 
Mount  Royal  Cemetery,  Montreal,  on  December  2nd. 
He  was  widely  known  in  Canada  in  connection  with 
railway  engineering. 

In  later  years  he  had  been  mainly  connected  with  the 
building  of  the  Transcontinental  Railway,  though  in 
the  western  construction  camps  of  the  Canadian 
Northern  and  on  various  lines  in  the  western  United 
States,  "  Larry "  Darey  was  equally  well  known  and 
widely  popular. 

He  was  born  in  Montreal  on  May  8th,  1865,  the 
second  son  of  the  late  P.  J.  Darey,  Professor  of  French  at 
McGill  University.  He  was  educated  at  McGill  University 
and  Union  College  Schenectady.  He  early  entered  the 
profession  of  railway  engineering  some  years  in  Georgia, 


a  year  in  Chili  four  years  in  the  Panama  and  a  period  in 
the  western  States  were  among  his  early  railroad 
experiences.  In  1902  he  married  Ardella  E.  Murphy  of 
Decorah ,  Iowa .  He  was  later  with  the  Canadian  Northern 
in  Saskatchewan  and  afterward  with  the  G.T.P.  at 
Winnipeg.  For  a  few  years  he  was  chief  engineer  for  the 
St.  Maurice  Construction  Company  at  Three  Rivers 
and  for  nine  years  prior  to  the  outbreak  of  war  he  was 
divisional  engineer  on  the  Transcontinental  Railway 
above  La  Tuque,  Que. 

For  the  past  four  years  the  late  Mr.  Darey  had 
resided  in  Sherbrooke  where  he  held  the  post  of  chief 
engineer  for  the  Good  Roads  movement.  Ill  health  had 
prevented  him  from  engaging  in  active  work  for  the  last 
two  years  but  his  death  came  unexpectedly.  Disappointed 
at  the  fact  that  his  health  prevented  him  from  joining  a 
construction  unit  for  overseas  service,  he  went  last 
spring  to  the  Rockies  and  spent  two  months  at  the 
Yellowhead  Pass  in  connection  with  the  taking  up  of 
steel  for  shipment  to  France. 

He  is  survived  by  Mrs.  Darey,  who  is  at  present 
residing  in  Sherbrooke. 

Albert  James  Hill,  M.E.I.C. 

One  of  the  original  members  of  The  Institute  passed 
away  on  November  26th,  at  his  home  in  New  Westminster, 
B.C.,  in  the  person  of  Albert  James  Hill,  at  the  ripe  age 
of  eighty-two  years.  He  is  survived  by  Mrs.  Hill,  one 
daughter  and  two  sons,  F.  T.  Hill,  of  New  Westminster 
and  E.  B.  Hill,  M.E.I.C,  of  Vancouver. 

The  late  Mr.  Hill  was  born  at  Sydney,  Cape  Breton, 
on  April  7th,  1836,  his  parents  being  John  Lewis  and 
Margaret  Hill,  the  latter  a  daughter  of  Dr.  Joseph  Whyte, 
R.N.,  of  Banff,  Scotland.  His  early  education  was  acquired 
at  home  and  he  spent  several  years  associated  with  his 
brothers  in  the  building  and  launching  of  two  schooners. 
In  1860  he  entered  Horton  Collegiate  Academy,  where  he 
completed  his  education,  and  in  1866  married  Agnes 
Lawrence,  the  youngest  daughter  of  Alexander  Lawrence 
of  St.  John,  New  Brunswick.  After  spending  two  years 
as  a  member  of  the  faculty  of  Horton  Academy,  Mr.  Hill 
accepted  an  appointment  on  the  European  &  North 
American  Railroad,  assisting  in  locating  the  line  to  Winn 
on  the  Penobscot  River.  During  the  next  six  years  he 
was  connected  with  different  railroad  companies  in  their 
exploration,  survey  and  construction  departments.  After 
that  he  turned  from  railway  building  to  the  development 
of  the  coal  resources  of  the  country.  He  carried  on  a 
geological  survey  of  the  eastern  Cape  Breton  coalfields, 
afterward  embodied  with  the  plans  of  the  Dominion 
geological  survey  and  published  by  order  of  the  govern- 
ment. On  January  1st,  1880,  Mr.  Hill  was  ordered  to 
British  Columbia  on  the  construction  on  the  Canadian 
Pacific  Railroad,  on  the  contract  from  Yale  to  Savona. 

He  continued  in  that  work  until  October,  1882,  when 
he  was  removed  to  Port  Moody,  closing  his  connection 
with  the  government  service  in  December,  1884.  He 
then  engaged  in  the  private  practice  of  his  profession  in 
New  Westminster.  He  was  at  one  time  engineer  for  the 
Municipality  of  Surrey.  He  has  rendered  efficient 
service  both  in  public  and  private  capacities  to  geological 


36 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


research  in  his  native  province  and  in  British  Columbia. 
His  life  work  has  been  a  valuable  contribution  to  those 
labors  which  figure  as  factors  in  civilization  and  general 
improvement  and  he  had  a  wide  acquaintance  among 
those  who  are  prominent  in  scientific  and  professional 
circles  throughout  the  country. 

*     *     * 

Professor  William  Muir  Edwards,  M.Sc,  M.E.I.C. 

The  Edmonton  Branch,  and,  in  fact,  the  entire 
Institute,  suffered  a  severe  loss  in  the  death,  on  Thursday, 
November  14th,  of  Professor  William  Muir  Edwards,  of 
pneumonia  following  influenza.  His  death  will  cause  the 
deepest  regret  among  a  very  wide  circle  of  friends  and 
admirers,  not  only  in  the  city  of  Edmonton,  where  he 
was  professor  in  civil  and  municipal  engineering  in  the 
University   of  Alberta,   but   throughout   Canada.     Few 


Late  Professor  W.  M.  Edwards 

men  have  the  combined  ability  and  devotion  to  public 
service  that  were  his.  Following  a  brillant  career  at 
McGill  University,  where  he  graduated  with  the  degrees 
of  B.Sc.  in  mining  engineering,  and  M.Sc,  he  was  for 
two  years  in  charge  of  municipal  engineering  and  mathe- 
matics, also  hydraulic  engineering,  at  McGill  University. 
When  the  University  of  Alberta  was  organized  in  1907 
he  was  appointed  to  the  professorial  chair  which  he 
occupied  at  the  time  of  his  death. 

In  university  circles  he  was  a  leading  member  of 
the  Faculty,  having  held  the  Presidency  of  the  Faculty 
Club  for  five  years.  His  interests  in  student  welfare 
were  of  the  most  varied  character  and  always  sustained 
with  unflagging  energy.  He  took  an  active  part  in 
athletics  and  trained  the  Varsity  team  in  1914  which 
carried  off  the  senior  Provincial  championship.  He  was 
President  of  the  Soldiers'  Comfort  Club  and  editor  of  the 
"News  Letter"  which  was  sent  every  week  to  every  student 


of  the  University  on  active  service.  His  public  spirit 
and  citizenship  was  shown  in  his  being  the  prime  mover 
in  establishing  the  south  side  branch  of  the  Young  Men's 
Christian  Association  and  for  two  years  he  served  as 
officer  commanding  the  101st  regiment. 

He  was  also  actively  connected  with  Knox  Presby- 
terian Church  of  which  he  was  an  elder  as  well  as  a 
member  of  the  board  of  managers. 

The  following  tribute  to  the  late  Professor  Edwards 
appeared  in  an  editorial  of  the  Edmonton  Journal  on 
November  15th. 

"  Many  devoted  Edmonton  men  and  women  have 
literally  sacrified  their  lives  in  fighting  the  scourge  which 
has  played  such  havoc  here  in  the  past  few  weeks  and  in 
seeking  to  alleviate  the  suffering  of  those  already  stricken 
down.  Professor  W.  Muir  Edward,  of  the  University 
of  Alberta,  belonged  to  that  heroic  band.  The  volunteer 
work  which  has  been  done  in  this  city  during  this  period 
of  great  affliction  has  been  of  the  kind  that  gives  one  a 
new  faith  in  humanity.  Whether,  like  him,  they  have 
given  the  last  full  measure  of  devotion  or  whether  they 
have  come  safely  through  the  dangers  of  their  self- 
imposed  tasks,  we  cannot  begin  to  render  to  them  the 
tribute  that  is  their  due. 

Apart  from  this,  the  loss  of  Professor  Edwards  to  the 
city  and  the  province  is  a  most  serious  one.  One  of  the 
original  members  of  the  University  staff,  he  did  most 
excellent  work  in  his  department  both  in  the  days  of 
small  things  for  the  institution  and  after  it  had  attained 
a  large  development.  His  engineering  advice  was  often 
sought  and  highly  valued  in  connection  with  civic  and 
other  undertakings. 

Few  men  have  a  wider  range  of  interests.  He  was 
as  active  in  church  and  Y.M.C.A.  work  as  in  the  promotion 
of  athletics.  Nothing  which  went  to  the  building  up  of 
clean,  virile  young  manhood  failed  to  attract  his  interest 
and  his  energies.  He  had  nothing  whatever  in  common 
with  the  ordinary  notion  of  a  university  professor,  living 
in  a  world  of  abstractions  apart  from  the  world  of  men. 
It  is  because  the  provincial  seat  of  higher  learning  has, 
in  all  that  it  has  done,  kept  so  close  to  the  everyday  life 
about  it  that  it  has  made  such  a  place  of  usefulness  for 
itself  and  has  made  such  a  growth  in  its  comparatively 
short  time  of  existence. 

In  the  great  years  ahead  of  us,  men  like  Professor 
Edwards  will  be  needed  as  never  before  and  his  death, 
with  all  its  attendant  circumstances,  is  a  most  poignant 
tragedy." 

In  the  engineering  profession  in  which  he  occupied 
a  high  place  his  interest  was  constant.  When  the 
Edmonton  Engineering  Society  was  in  existence  he 
took  an  active  interest  in  the  organization  and  when 
elected  President  arranged  a  re-organization  as  the 
Edmonton  Branch  of  the  Canadian  Society  of  Civil 
Engineers,  which  gave  Edmonton  engineers  better  status. 
Shorty  before  his  death  he  helped  the  Edmonton  Branch 
to  take  a  prominent  part  in  provincial  legislation  and 
the  draft  Act  which  the  Branch  has  submitted  is  largely 
his  work. 

The  late  Professor  Edwards  was  born  in  Montreal, 
November  14th,  1879  and  is  survived  by  Mrs.  Edwards 
and  a  small  family. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


37 


Preliminary  Notice  of  Application  for  Admission 
and  for  Transfer 

The  By-Laws  now  provide  that  the  Council  of  the  Society  shall 
approve,  classify  and  elect  candidates  to  membership  and  transfer 
from  one  grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names  of  his 
references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list 
submitted  herewith  and  to  report  promptly  to  Secretary  any  facts 
which  may  affect  the  classification  and  election  of  any  of  the  candidates. 
In  cases  where  the  professional  career  of  an  applicant  is  known  to  any 
member,  such  member  is  specially  invited  to  make  a  definite  recom- 
mendation as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The  Council   will   consider  the  applications  herein  described   in 
January,   1910. 

Fraser  S.  Keith,  Secretary. 


•The  professional  requirements  are  as  follows: — 

Every  candidate  for  election  as  MEMBER  must  be  at  least  thirty  years  of  age, 
and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  twelve  years, 
which  period  may  include  apprenticeship  or  pupilage  in  a  qualified  engineer's  office 
or  a  term  of  instruction  in  some  school  of  engineering  recognized  by  the  Council.  The 
term  of  twelve  years  may,  at  the  discretion  of  the  Council,  be  reduced  to  ten  years 
in  the  case  of  a  candidate  who  has  graduated  in  an  engineering  course.  In  every  case 
the  candidate  must  have  had  responsible  charge  of  work  for  at  least  five  years,  and  this 
not  merely  as  a  skilled  workman,  but  as  an  engineer  qualified  to  design  and  direct 
engineering  works. 

Every  candidate  for  election  as  an  ASSOCIATE  MEMBER  must  be  at  least 
twenty-five  years  of  age,  and  must  have  been  engaged  in  some  branch  of  engineering 
for  at  least  six  years,  which  period  may  include  apprenticeship  or  pupilage  in  a  qualified 
engineers'  office,  or  a  term  of  instruction  in  some  school  of  engineering  recognized  by 
the  Council.  In  every  case  the  candidate  must  have  held  a  position  of  professional 
responsibility,  in  charge  of  work  as  principal  or  assistant,  for  at  least  two  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  shall  be  required  to  pass  an  examination  before  a  Board  of  Examiners 
appointed  by  the  Council,  on  the  theory  and  practice  of  engineering,  and  especially 
inoneofthefollowingbranches at hisoption Railway,  Municipal,  Hydraulic,  Mechanical, 
Mining,  or  Electrical  Engineering. 

This  examination  may  be  waived  at  the  discretion  of  the  Council  if  the  candidate 
has  held  a  position  of  professional  responsibility  for  five  years  or  more  years. 

Every  candidate  for  election  as  JUNIOR  shall  be  at  least  twenty-one  years  of 
age,  and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  four  years. 
This  period  may  be  reduced  to  one  year,  at  the  discretion  of  the  Council,  if  the  candidate 
is  a  graduate  of  some  school  of  engineering  recognized  by  the  Council.  He  shall  not 
remain  in  the  class  of  Junior  after  he  has  attained  the  age  of  thirty-five  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  first  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  the  following  subjects  Geography,  History 
(that  of  Canada  in  particular).  Arithmetic,  Geometry  Euclid  (Books  I. -IV.  and  VI.), 
Trigonometry,  Algebra  up  to  and  including  quadratic  equations. 

Every  candidate  for  election  as  ASSOCIATE  shall  be  one  who  by  his  pursuits, 
scientific  acquirements,  or  practical  experience  is  qualified  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names 
of  certain  members  as  references  does  not 
necessarily  mean  that  their  applications 
are  endorsed  by  such  members. 


FOR    ADMISSION 

BALFOUR— HARRY  E.,  of  Quebec,  Que.  Born  at  Emerson,  Man.,  Jan.  22nd, 
18S4.  Educ.  Vancouver  high  school,  I.  C.  S.,  graphic  statics  and  proportioning 
materials,  reinforced  concrete  construction.  International  Library  of  Tech.  With 
National  Transcontinental  Ry.,  as  follows:  1906-07,  draughtsman,  Ottawa:  Jan.  1907 
to  June  1907,  draughtsman  and  topographer  on  location;  1907-09,  asst.  engr.  on  constr. 
Resy.  21B  (2  mos.  acting  res.  engr.);  1909-10,  draughtsman  dist.  office,  North  Bay; 
Mar.  to  Nov.  1910,  res.  engr.  Resy.  23,  D;  1911-12,  draughtsman  in  Winnipeg  Car 
Shops  (3  mos.  asst.  engr.  constr);  1912-13,  draughtsman  on  design,  Quebec  Loco. 
Shops;  1913-10,  asst.  engr.  of  constr.,  Quebec  shop  plant;  1916  to  date,  asst.  engr. 
Jos.  Goeselin  Ltd. 

References:  C.  V.  Johnson,  A.  C.  Fellows,  J.  H.  Holliday,  W.  N.  Cann,  D.  A.  Evans 
D.  MacPherson. 


BALLS— MATTHEW,  of  Vancouver,  B.C.  Born  at  Ryton-on-Tyne,  Eng. 
Oct.  8th,  1887.  Education,  2  yr.  science  course,  Westoe  higher  grade  school,  South 
Shields,  Eng.  1906  (7  mos),  with  the  S.P.  &  S.  Ry.,  as  rodman,  leveller,  etc.; 
1907,  draftsman,  Northern  Pacific  Ry.;  1907-08,  rodman  and  instrumentman, 
S.P.  &  S.Ry.;  6  mos.  on  railway  work  in  Alaska;  with  the  N.P.Ry.,  from  1909  to  1915, 
as  rodman,  topographer,  etc.,  and  res.  engr.;  1915  to  date,  asst.  engr.,  Dom.  Govt 
Hydrometric  Survey. 

References:  T.  H.  White,  S.  H.  Sykes,  F,.  R.  Millidge,  R.  G.  Swan,  J.  B.  Challies, 
F.  W.  Knewstubb. 

BELLOWS— WARREN  SYLVANUS.  of  Fort  William,  Ont.  Born  at  Kansas 
City,  Mo.  Aug.  15th,  1889.  Education,  B.Sc  (C.E.),  Univ.  of  Kansas,  1911.  1908,  on 
ry.  constrn..  Union  Pacific  Ry.;  1909,  ry.  survey,  Los  Angeles  aqueduct;  1910,  bldg. 
foreman,  Wilson  &  Co.;  1911-13,  dftsman,  designer,  etc.,  bridge  dept.,  Kansas  City 
Terminal  Ry.;  1913-15,  supt.  bldg.  constrn.,  for  Marsh,  Hutton,  Powers  Co.,  Fort 
William  and  Port  Arthur;  1915-18,  member  of  Fegles-Bcllows  Engr.  Co.  Ltd.,  Fort 
William,  Ont.,  designing  and  constrn.  of  bldgs. 

References:  W.  A.  Duff,  B.  S.  McKenzie,  H.  B.  R.  Craig,  L.  M.  Jones,  W.  E. 
Joyce,  J.  F.  Greene. 

BOESE— GEORGE  PHILIP  FREDERICK,  of  Calgary,  Alta.  Born  at 
Torton,  England,  March  3rd,  1880.  Educ,  science  courses  at  Worcester  and  Notting- 
ham, England.  With  C.P.R.  as  follows:  1907-1910,  transitman  and  asst.  to  engr.  in 
chg.,  Montreal  and  Ottawa;  1910-11,  engr.  in  ehg.  of  constr.  of  steel  diversion  and 
tunnel  and  locating  and  estimating  for  water  gravity  systems,  Lake  Superior  dist.; 
1911-12,  asst.  engr.  in  chg.  of  constr.  new  line;  1912-14,  res.  engr.  in  chg.  of  constr 
between  Montreal  and  Toronto  and  at  Trenton;  1915-17,  work  on  mech.  designs  and 
drawings  for  private  concerns;  1917  to  date,  asst.  engr.  C.P.R.,  dept  of  natural  resources 
engr.  branch  at  Lethbridge  and  Calgary. 

References:  A.  S.  Dawson,  A.  McCulloch,  J.  E.  Beatty,  C.  W.  P.  Ramsey,  If.  1,. 
Sherwood. 

BROWN— LOREN  LEWIS,  of  Vancouver,  B.C.  Born  at  Portland,  Ore.,  Jan. 
22nd,  1887.  Educ,  B.Sc  Civil  Engineering,  Univ.  of  Idaho,  1911.  Instrumentman, 
with  the  Spokane  &  Inland  Ry;  1911-12,  in  chg.  of  concrete  constr.,  Canadian  Mineral 
Rubber  Co.,  Victoria,  B.C.  (paving);  1912-13,  in  chg.  of  frame  and  reinforced  concrete 
building  constr.  for  the  Westholme  Lumber  Constr.  Co.,  Victoria;  1913-14,  in  chg.  of 
reinforced  concrete  building  constr.  for  the  B.  C.  Constr.  Co.,  Victoria;  1914-15,  testing 
machine  operator  and  computing  engr.,  Forest  Products  Laboratories  of  Canada, 
McGill  Univ.;  1915  to  July  1918,  Lieut.  1st  Canadian  Tunnelling  Co.  At  present  time 
superintendent,  Forest  Products  Laboratories  of  Canada,  Univ.  of  B.C.,  Vancouver, 
B.C. 

References:  A.  Lighthall,  C.  E.  Webb,  R.  G.  Swan,  W.  J.  Johnston,  E.  G. 
Matheson. 

BUCHANAN— COLIN  ARCHIBALD,  of  Levis,  Que.  Born  at  Levis,  Que., 
Sept.  14th,  1889.  Educ,  3  yrs.  applied  science,  McGill  Univ.  With  T.  C.  Ry.,  as 
follows:  1907-10,  draftsman;  1910-13,  instrumentman,  dist.  B.;  1914  (3  mos.),  instru- 
mentman, (3  mos.)  res.  engr.;  May  1916  to  Sept.  1916,  with  Messrs.  W.  P.  &  J.  T. 
Davis,  contractors,  as  asst.  engr.;  Lauzon  Dry  Dock,  Sept.  1910-Oct.  1917,  and  summer 
of  1918,  instrumentman  with  Quebec  &  Saguenay  Ry.  At  present  4th  yr.  student 
Civil  Engineering,   McGill  University. 

References:  H.  M.  MacKay,  E.  Brown,  A.  Ferguson,  A.  Dick,  W.  N.  Cann, 
A.  Babin. 

CAMPBELL— NEIL,  of  Ottawa,  Ont.  Born  at  Perth,  Scotland,  Nov.  25th, 
1887.  Educ  Crieff,  Acad.  Perthshire,  Sharps  Inst.,  Perth,  and  school  of  engineering, 
Dundee,  Scotland.  1905-09,  pupilage  in  dist.  engr's  office,  Caledonian  Ry.  Co. 
Perth;  1909-10,  res.  engr.  on  constr.  work  for  C.  Ry.  Co.;  1911-14,  draughtsman, 
instrumentman  and  acting  res.  engr.  on  location  and  constr.,  C.P.R.;  1915,  engr.  with 
Imperial  Munitions  Board  on  shell  production  work;  1916-17,  field  engr.,  Dom.  Bridge 
Co.,  on  munitions  plant,  constr.  and  maintenance;  1918,  to  date,  production  engr.  in 
shipbuilding  dept.,  Imperial  Munitions  Board,  Ottawa. 

References:  C.  W.  P.  Ramsey,  F.  MacArthur,  L.  W.  Klinger,  W.  H.  McGaan, 
L.  J.  M.  Howard. 

CHILDERHOSE— ER  WIN  ALFRED,  of  Winn  peg,  Man.  Born  at  St.  Thomas, 
N.  Dak.,  U.S.A.,  April  14th,  1894.  B.  E.  E.,  i  Manitoba,  1917.  Instrument- 
man  on  roads  and  drainage;  draughtsman  in  elec  engr's  office;  elec  eng.  on  power 
house  and  substation  constr.  and  installing  of  machinery;  at  present  asst.  to  ch. 
engr.,  city  of  Winnipeg,  Light  and  Power  dept.;  in  chg.  of  installing  apparatus  in 
generating  station  ana  constr.  of  substations  ana  equipment,  elec.  wiring  and  installation 
of  plants  in  public  buildings. 

References:  E.  V.  Caton,  W.  M.  Scott,  E.  E.  Brydone-Jack,  G.  C.  Dunn,  F.  H. 
Farmer,  J.  M.  Leamy,  T.  Roberts. 

COLHO UN— GEORGE  ANDREW,  of  Hamilton,  Ont.  Born  at  Sparta,  Ont., 
Dec.  23rd,  1881.  Educ.  S.P.S.,  Toronto,  1908.  1903  (9  mos.),  in  machine  shops  and 
foundry  of  Thorn's  Imp.  Works,  Watford,  Ont.;  1901  (3  mos.),  in  office  of  Stanley 
Code,  C.E.,  Alvinston;  with  the  Hamilton  Bridge  Works  Co.,  as  follows:  1906-09 
detailer  of  structural  steel  drawings;  1909-14,  checker  of  structural  steel  drawings  for 
buildings,  bridges,  etc.;  1914,  and  at  present  time,  with  Hamilton  Bridge  Works  in 
designing  and  estimating  dept.,  making  and  checking  designs  and  estimates  of  all 
kinds  of  structural  steel. 

References:  J.  A.  McFarlane,  E.  H.  Darling,  E.  H.  Pacy,  J.  G.  Jack,  A.  S.  Code. 

CROLY— JOHN  BULL,  of  Vancouver,  B.C.  Born  at  Cork,  Ireland,  Jan.  8th, 
1867.  Educ.  Queen's  Coll.,  Galway,  Ireland,  certificate  for  military  engr.  1900-06, 
temporary  surveyor  on  civil  staff  of  R.  E.;  1903-11,  on  engr.  staff,  C.P.R.,  as  inspector 
of  steel  bridges,  elevators,  freight  sheds,  etc.;  1911-12,  municipal  engr.  Chilliwack 
B.C.,  in  chg.  of  constr.  work;  1913,  with  prov.  Govt  as  inspector  of  steel  on  the  new 
Parliament  Bldgs.,  Victoria,  B.C.;  1  yr.  with  Messrs.  Waddell  &  Harrington,  bridge 
designers,  Kansas,  U.S.A.;  in  chg.  of  erection  of  bridges  at  Vancouver,  B.C.;  at  preseni 
with  Robert  Hunt  &  Co.,  consulting  engrs.,  Vancouver,  B.C.,  as  inspecting  engr 

References:  F.  F.  Busteed,  H.  Rindal,  C.  E.  Cartwright,  A.  D.  Creer,  C.  B. 
Freeman. 


38 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


DANKS— FRANK  A.,  of  Toronto,  Ont  Born  at  Petrolea,  Ont.,  March  20th,  18S8. 
Educ.  C.  E.  Univ.  of  Tor.,  1908.  1908  with  Allen  Hazen,  N.Y.,  as  dftsman  on  design 
of  Tor.  filtration  &  asst.  on  eonstr.  Yonkers  filtration,  1009-10  asst.  works  dept.  Toronto 
on  constr.  Tor.  filtration,  1910-13.  F.  H.  Latimer,  Penticton,  B.C.,  cm  Hydro-elec. 
survey  &  installation,  irrigation  &  subdivisions,  1913  bridge  designer,  Kettle  Valley  Ry., 
Penticton,  6  mos.  transitman  on  roadways,  Toronto,  1913-18  asat  \v;it,er  supply  section, 
Toronto,  installation  of  steel  conduits  &  Toronto  Drifting  Sand  Filtration  plant,  1918 
constr.  supt.  J.  B.  Nicholson  Ltd.,  Hamilton  and  at  present  constr.  cngr.  Biitish 
Forgings.'Ashbridges  Bay,  Toronto,  under  P.  R.  Miller. 

References:  F.  H.  Fatimer,  J.  B.  Nicholson,  J.  Milne,  G.  G.  Powell,  R.  B.  Evans. 

FULLER— HAROLD  PAUL,  of  St.  James,  Man.  Born  at  Bury,  Que.,  Nov.  4th, 
1887.  Educ.  high  school  &  I.  C.  S.  course  in  C.  E.  Summer  1907  rodman  with  G.T.R  . 
Aug. -Dec.  1908  leveller  on  location  Q.  O.  R  ,  Apr. -Aug.  1909  asst.  to  field  engr, 
J.  G.  White  &  Co.,  survey  pouvr  development  at  St.  Timothy,  Que.  Aug. -Dec.  1909 
inspector  of  constr.  under  engr  of  eonstr.  Montreal  &  Southern  Counties  Ry.,  1910-14 
instrumentman  on  constr.,  location*  maintenance  G.  T  R.,  1915-16  instrumentman 
C.  N.  R.,  1910  to  date  asst.  cngr.  C.  N.  R. 

References:  A.  T.  Fraser,  T.  Turnbull,  W.  Walkden,  T.  W.  White,  W.  Burns, 
J.  N.  dcStein,  J.  T.  Morkill,  J.  A.  Burnett. 

GAINES— EDWARD  C,  of  Montreal,  Que.  Born  at  Slater,  Missouri,  Feb. 
1st,  1878.  Educ.  B.S.  in  E.E  ., Univ.  of  Missouri,  1900.  1900-01,  Supt.  Elec.  Light 
&  Motor  Plant,  Holden,  Mo.,  1901-02,  crane  inspector  and  foreman  of  maintenance 
and  operation  elec.  dept,,  Hamstead  Steel  Works  of  Carnegie  Steel  Co.,  Pittsburgh, 
IV;  with  Heyl  <&  Patterson,  of  Pittsburgh,  Pa,  as  follows:  1902-0(i.  draftsman; 
1906-11,  asst.  div.  engr.;  1911-16,  div.  and  elee.  engr.  in  ehg.  of  design  of  coal  and  ore 
handling  machinery,  etc  ;  1916-18,  designing  meeh.  engr..  Dominion  Bridge  Co.,  Mon- 
I  real ;  at  present  engr.,  rranc  and  conveyor  dept.,  Dominion  Bridge  Co.,  in  ehg.  of  dept. 


References:  II.  II.  Vaughan,  G.  II.  Duggan, 
Shear  wood,  A.  E.  Johnson. 


W.  F.  Angus.  E.  S.    Mattice,  F.  P. 


HOBSON— ROBERT,  of  Hamilton,  Ont.  Born  at  Kitchener,  Ont,,  Aug.  13th, 
18G1.  Educ.  public  schools,  Guclph  and  Hamilton.  17  yrs.  with  chief  engr.  of 
G.  W.  &  G.T.Ry.  (his  father);  in  the  iron  and  steel  business  since  1890;  at  the  present 
time  president  Steel  Co.  of  Canada. 


MACDONALD— WILLIAM  COLE,  of  Woodmans Point,  N.B.  Born  at  Shelburne, 
N.B.,  May  9th.  1884.  Education,  E.  E.  course,  Dalhouse  Coll.  1907-13,  dftsman, 
instrumentman  and  res.  engr.,  N.T.Ry.;  1913-14,  res.  engr.,  C.P.R.,  Sudbury;  1911-11',' 
engr.,  Cook  Constrn.  Co.,  on  Montreal  aqueduct;  1916,  to  present  time,  engr  and 
accountant,  Kennedy  &  MaeDonald,  St.  John  &  Que.  Ry.,  Woodmans  Point. 

References:  C.  O.  Foss,  H.  Longley,   W.  J.  DeWolfe,  R.  II.  Gushing. 

McCALL— JA  MES  FERGUSON,  of  Calgary,  Alta.  Born  at  Dumfries,  Scotland, 
Oct.  12th,  1868.  Educ.  public  school.  Mach.  shop  practice  on  constr.  and  repairing 
and  erection  of  steam  machy.  For  2.">  yrs.  in  responsible  chg.  of  steam  boilers,  engines, 
turbines,  elec.  generators,  etc.  At  present  chief  engr.  of  the  city  of  Calgary,  Power 
dept. 

References:  G.  \V   Craig,  A.  S.  Chapman,  W.  J.  Gale,  C.  M.  Arnold. 

MILLS— GEORGE  ARTHUR,  of  Winnipeg,  Man.  Born  near  Independence, 
Iowa.  July  5th,  1885.  Education,  B.S.  (E.E.),  Iowa  State  Coll.,  1909;  one  yr.  post 
grad.  in  E.E.,  Univ.  of  Penn.  1909-10,  apprentice  with  Allis-CI, aimers  Mfg.  Co.; 
1911-17,  elee.  cngr,  Waterloo,  Cedar  Falls  &  Northern  Ry.;  Dec.  1917,  to  date. 
Winnipeg  Elec.  Ry.  Co.,  and  since  April,  elec.  engr.  in  charge  of  power  anil  transmission, 
etc. 

References:  E.  V.  Caton,  G.  L.  Guy,  E.  C.  Hanson,  T.  L.  Roberts,  \.  \v.  I.amont, 
S  .  Wilkins. 


MILNF.— WINFORD   GLADSTONE,    of   Hamilton,    Out.     Born   at    Malvern, 

Ont.,  June  liilh,  1S77.  Educ.  2'A  yrs.  S.  P.  S.  Tor.,  meeh.  arid  elec.  engr.;  1  yr. 
Lindsay  Light.  Heat.  *  Power  Co.;  1  yr.  W.  A.  Johnston  Elec.  Co.,  Toronto,  in  ohg.'of 
installation  contracts,  including  generating  equipment;  6  yrs.  superintending  and 
developing  process  for  manufacture  of  peat  fuel  and  machinery  for  harvesting  the 
dry  peat;  9  yrs.,  and  at  present  time,  plant  engr.,  Hamilton  Bridge  Co.,  Ltd.,  responsible 
for  eo's  equipment  arid  design  and  constr.  of  new  equipment  for  shop  and  field,  and 
recently  the  design  and  eonstr.  of  what  is  believed  to  bo  the  largest  standard  gauge 
bridge  erection  derrick  can  in  existence.  At  present  occupied  with  special  features 
of  ship  constr.  of  much  new  equipment. 


References:  J.  M.  R.  Fairbairn, 
W.  J.  Francis,  W.  F.  Tye. 


H.  II.  Vaughan,  G.  II.  Duggan,  H.  It.  Safford, 


Jack. 


References:  R.  L.  Latham,    E.  II.  Pacy,  E.  H.  Darling,    J.  A.   McFarlane,  J.  G. 


HO WARTH— CHARLES,  of  Calgary,  Alta.  Born  at  Newport,  England, 
July  21st,  1885.  Educ.  tech.  courses,  Board  of  Educ.,  London;  in  maths,  and  mcehs., 
and  general  engr.,  City  &  Guilds  School  of  Tech.,  London;  apprenticed  as  meeh. 
engr.  with  Emlyn  Engr.  Wks.,  Newport,  England;  1906-08,  student  dftsman,  Uskside 
Engr.  Co.;  and  1908-11,  foreman  dftsman  at  same  place.  1911-13,  supt.  of  eonstr., 
Albert  Engr.  Co.,  Calgary;  1913,  dftsman  Northwest  Steel  Co.,  Vane;  1911,  dftsman 
under  C.  M.  Arnold,  bridge  engr.,  Calgary;  1915,  to  date,  ch.  engr.,  United  Grain 
Growers  Ltd.,  in  chg.  of  all  engr.  work  required  by  the  company. 


References:  C.  M.  Arnold,  F.  W.  Alexander,  G.   W.  0'raii 
Gale,  A.  S.  Chapman,  H.  S.  Johnston. 


C.  H.  deKam,   W.  J. 


HUETHER— ALVIN  DAVID,  of  Niagara  Falls,  Ont.  Born  at  Newstead,  Ont., 
July  24th,  1887.  Education,  B.A.Sc,  Univ.  of  Toronto,  1909.  1909-1911,  in  city 
hall  as  rodman,  instrumentman  and  dftsman,  Toronto;  1910,  trstman,  D.L.S.,  Alta.; 
1911,  asst.  to  city  engr.,  Owen  Sound;  1912-16,  in  city  hall,  Toronto,  as  dftsman  and 
res.  engr.  in  sewer  dept.;  1916-1918,  not  in  eng.  work;  at  present  time  instrumentman 
for  Hydro  Elec.  Power  Comm'n. 

References:  T.  H.  Hogg,  W.  Jackson,  G.  F.  Hanning,  R.  McDowall,  W.  R. 
Worthington,  E.  G.  Hewson. 

JONES— THOMAS  MARSDEN,  of  Toronto,  Ont.  Born  at  Cardigan,  South 
Wales,  Feb.  25th,  1886.  Educ.  Tech.  Inst.,  Newport,  Mon.  Courses  in  steam 
applied  mechs.,  machine  constr.,  practical  math.,  South  Kensington,  London.  1901-07, 
apprenticed  with  the  Newport,  South  Wales  Docks  &  Ry.  Co.,  England,  4  yrs.  machine 
Bhop,  1  yr.  pattern  shop  and  foundry,  and  1  yr.  drawing  office;  1907-08,  marine  engr., 
trading  to  the  Mediterranean  and  Black  Sea,  in  chg.  of  watch  on  main  engines; 
1908-10,  engr.  with  Jordans  Ltd.,  Newport,  Mon.,  Pipe  Foundries  &  Engrs.,  in  chg.  of 
constr.  of  installation  of  Herberts'  Patent  Hydraulic  Pipe  Moulding  Machines,  and  of 
modern  gas  drying  systems  for  pipe  moulds,  etc.;  1910-11,  Caledonian  Iron  Works, 
draughtsman  on  Worthington  Turbine  Pumps;  1911-13,  ch.  engr.,  Canada  Iron  Cor- 
poration, in  ch.  of  all  new  equipment  and  constr.  in  Canadian  plants;  1913-16,  Can. 
Allis-Chalmers  Ltd.,  Toronto,  ch.  designer  of  Mather  &  Piatt  Turbine  and  Centrifugal 
Pumps;  1916,  to  date,  ch.  engr.  and  manager  of  the  Bawden  Pump  Co.  Ltd.,  Toronto. 

References:  J.  Milne,  C.  L.  Fellows,  P.  Gillespie,  R.  O.  Wynne-Roberts,  E.  A. 
James. 

LARSON— CARL  HERMAN,  of  Cabri,  Sask.  Born  at  Skofde,  Sweden,  July 
26th,  1872.  Educ.  B.S.,  Nebraska,  1902.  1902-03,  with  Chicago  Great  Western 
Ry.,  concrete  inspector  and  instrumentman;  1904-06,  with  C.R.Ry.  as  concrete 
inspector  and  instrumentman;  1906-09,  with  C.R.Ry.,  res.  engr.  in  chg.  of  grading, 
and  Saskatoon  bridge  and  terminal  constr.;  1910-14,  with  C.P.Ry.,  in  chg.  of  railway 
and  constr.  work;  at  present  time  municipal  engr.,  R.  M.  Riverside,  in  Sask. 

References:  W.  A.  James,  J.  G.  Sullivan,  J.  Callaghan,  J.  R.  C.  Macredic,  A. 
McCullough. 

MACDONALD— AUSTIN  PERCY,  of  Minto,  N.B.  Born  at  Moncton,  N.B., 
March  30th,  1892.  B.Sc,  Univ.  of  N.B.,  1917.  Summers  of  1916  and  1917,  with 
N.  B.  Crown  Land  Survey;  1918,  and  at  present,  engr.  Rothwell  Coal  Co.,  Ltd.,  Minto, 
N.B.,  in  chg,  of  stripping  operations. 

References:  J.  A.  Stiles,  A.  K.  Grimmer,  S.  B.  Wass. 


MUNRO— ST.  JOHN,  of  Vancouver,  B.C.  Born  at  Walkden,  England,  June 
21th,  1888.  Educ.  private  school  in  England;  2nd  yr.  engr.  School  of  Tech.,  Man- 
chester, and  recent  tuition  by  E.  G.  Matheson  in  structural  cngr.  1906,  with  I). 
P.  \Y.,  Manitoba,  and  C.  C.  Chataway,  surveyor,  Winnipeg,  as  rodman,  etc.:  with 
C.  N.  R  ,  as  follows:  1907-12,  transitman  on  location;  1913,  res.  engr., 
Prairies,  1911-1.5,  res.  engr.,  Ycllowhead;  1916,  res.  engr.,  maintenance  of  way; 
1917-18,  on  leave  of  absence  from  C.N.  R.,  supervising  engr.  for  Pratt  &  Ross,  Winnipeg, 
with  full  chg.  of  constr.  of  C.N.R.'s  station  and  freight  and  train  shed,  Vancouver, 
B.C.     At  present  time  res.  engr.  maintenance  of  way  dept.,  C.N.R.,  Vancouver,  B.C. 

References:  II.  A.  Dixon,  T.  H.  White,  E.  G.  Matheson,  R.  P.  Wilson,  D.  A.  Ross, 
G.  R.  Pratt. 

NESHAM— LIONEL  CHARLES,  of  Ottawa,  Ont.  Born  at  Torquay,  Eng. 
Nov.  5th,  1892.  Education,  B.Sc,  McGill,  1916.  Nov.  1911-Oct.  1912,  computer 
and  recorder,  Geodet.  Survey  of  Canada;  May  1913-Nov.  1916,  on  the  Internat. 
Boundary  Survey,  as  topographer,  etc.;  1916-1917,  inspec.  for  Montreal  Tramways 
Co.  underground  conduit  system  (2  mos.);  1917-18,  instrumentman  on  gen.  constrn. 
and  hydrographic  surveys,  Port  Nelson  Terminals;  at  present  time  draftsman,  dept.  of 
Rys.  and  Canals,  Ottawa. 

References:  D.  W.  McLachlan,  J.  J.  McArthur,  E.  Brown,  H.  M.  MacKay, 
C.  B.  Daubney. 


NEVILLE— EVERETT  ARTHUR,  of  Windsor,  Ont.  Born  at  Gosficld  South, 
Ont.,  Jan.  8th,  1887.  Education,  B.Sc,  Univ.  of  Toronto,  1911.  Summers  1909  and 
1911,  transitman,  D.L.S.  party;  summer  1910,  transitman  on  location,  G.T.P.;  1912-13, 
chief  of  survey  party  for  Dom.  Govt.;  1914-15,  right  of  way  surveyor  for  G.T.P.,  in 
B.C.;  1916-17,  dftsman  Can.  Steel  Corp.,  Ojibway;  July  1917,  to  date,  asst.  to  city 
engr.,   Windsor. 

References:  M.  E.  Brian,  0.  McKay,  J.  A.  Heaman,  W.  H.  Powell,  J.  S.  Nelles, 
N.  C.  Stewart, 


OWENS— JAMES  EDWARD,  of  St.  John,  N.B.  Born  at  Fredericton,  N.B., 
June  12th,  1894.  Education,  B.Sc,  Univ.  of  N.B.,  1915.  3  summers  timekeeper  with 
Powers  &  Brewer,  Dom.  Atlantic  Ry. ;  1  summer  with  city  engr.  of  St.  John;  1915-16, 
dftsman  and  estimator.  Union  Fdy  &  Machine  Wks.  Ltd.;  3  mos.  dfstman  on  survey 
St.  J.  &  Que.  Ry.;  1916  to  date,  office  engr.  St. J.  &  Que.  Ry. 

References:  C.  O.  Foss,  R.  Thompson,  H.  A.  Ryan,  J.  A.  Stiles,  S.  B.  Wass. 

PALMER— ROBERT  KENDRICK,  of  Hamilton,  Ont.  Born  at  Geneva,  N.Y., 
Jan.  16th,  1872.  Education,  B.Sc.  (C.E.),  Univ.  of  Michigan,  1894.  1894,  dftsman, 
American  Bridge  Works;  1895,  dftsman,  New  Columbus  Bridge  Co.:  1896,  dftsman, 
Elmira  Bridge  Co.;  1896,  to  date,  with  Hamilton  Bridge  Co.,  as  chief  dftsman,  designer; 
and  at  present  time,  chief  engr. 

References:  P.  B.  Motley,  R.  L.  Latham,  J.  M.  R.  Fairbairn,  W.  P.  Chapman, 
J.  L.  Weller,  J.  A.  MacFarlane,  E.  H.  Darling. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


39 


REID— JOHN  ALEXANDER,  of  Cobalt,  Ont.  Born  at  Halifax,  N.S.,  Oct. 
23rd,  1877.  Educ.  B.Sc,  Queen's  Univ.,  1902,  licensed  assayer  of  B.C.  May-Sept. 
1900,  in  chg.  of  stamp  mill,  Torquoy  Mining  Co.,  Moose  River,  N.S.;  Mav-Sept. 
1902  and  1903,  exploration  work,  Ham.  Steel  &  Iron  Co.,  Hamilton;  Sept.-Dec.  1902, 
assaver  and  surveyor,  Brookfield  Mining  Co.,  N.S.;  Nov.  1903- April  190t,  asst.  assayer, 
Le  Roi  No.  2  Miuing  Co.,  Rossland,  B.C.;  with  Daly  Reduction  Co.,  Hedley,  B.C.; 
June-Oct.  190.3,  asst.  assayer;  Oct.-Nov.  190.3,  ch.  assayer;  1901-05,  asst.  to  R.  W. 
Brock  (late  dir.  geol.  survey),  on  examination  of  mines  at  Rossland  and  Phoenix,  B.C.; 
1907-08,  cyanide  foreman  on  various  reduction  works  for  mining  companies  in  Mexico, 
May-Nov.  1909,  exploration  work,  Temiskaming  dist.  for  B.  C.  syndicate,  in  chg.  of 
exploration  work  for  private  syndicate  under  F.  W.  Connell  on  exam,  work  and  develop- 
ment of  silver  mining  property  in  Portland  canal  and  Skeena  dists.,  B.C.;  April- Nov. 
1910,  and  in  Mexico  1910-12,  fall  of  1913  mine  exam,  in  E.,  Que.,  for  Can.  Mining 
&  Explor.  Co.;  Jan.-Oct.  1914,  field  and  exam.  engr.  in  northern  Man.  and  Sask.  for 
Can.  Min.  &  Explor.  Co.;  session  1915-16,  asst.  in  dept.  of  mining  and  metallurgy, 
Queen's  Univ.;  1910,  to  date,  field  engr.  and  mining  geologist  for  M.  J.  O'Brien  Ltd.,  on 
exam,  and  valuation  of  outside  properties. 

References:  J.  G.  Dickenson,  R.  W.  Leonard,  J.  C.  Gwillim,  A.  V.  Redmond, 
W.  P.  Wilgar,  W.  R.  Rogers,  J.  B.  Harvey,  H.  W.  Sutcliffe. 

SANDOVER  SLY— R.  J.,  of  Campbellton,  N.B.  Born  at  Warminster,  Wiltshire, 
England,  Jan.  9th,  1886.  Educ.  grammar  school  (English),  3  yrs.  articled  pupil 
under  A.  F.  Long,  municipal  engr.,  Wilts  ,  classes  at  South  Kensington  School  of 
Art.,  in  chg.  of  constr.,  Huutsville,  Ont.,  under  late  Gait  Smith,  Toronto,  and  under 
T.  Aird  Murray,  Dec.  1909- Mar.  1910,  acting  town  engr.,  Oshawa,  Ont.;  1910-11,  in 
chg.  of  constr.,  Kitchener,  Ont.,  under  Herbert  Johnston,  city  engr.;  1911.  to  date, 
town  engr.,  Campbellton,  N.B.,  in  chg.  of  all  engr.  work  since  town  was  destroyed 
by  fire  in  1911. 

References:  H.  Johnston,  G.  Stead,  F.  G.  Goodspeed,  E.  A.  James,  F.  Chappell, 
G.  G.  Murdock. 

SEDGWICK— ARTHUR,  of  Toronto,  Ont.  Born  at  Windsor,  Ont..  April  22nd, 
1884.  Educ.  S.P.S.  Tor.,  1909.  Rodman  and  instrumentman  on  Detroit  River 
tunnel  during  college  vacations;  1909-10,  engr.  in  dig.  Dog  Lake  Dams  constr.  of  storage 
dams  at  head  waters  of  Kaministiquia  River,  1911,  to  date,  asst.  engr.,  Ont.  dept. 
of  Public  Highways,  on  the  administration  of  provincial  aid  to  county  highways, 
building  object  lesson  roads  and  examination  of  plans  for  highway  bridges  for  Ontario. 

References:  R.  P.  Fairbairn,  A.  J.  Halford,  W.  A.  McLean,  G.  Hogarth,  E.  A. 
James,  W.  R.  Rogers. 

STEWART— ROBERT  ADDIE,  of  Winnipeg,  Man.  Born  at  Chapelhall, 
Scotland,  Sept.  21st,  1881.  Educ  i  yrs.  course,  evening  class,  mcch.  engr.;  2  yrs.  course 
(evenings),  Glasgow  and  West  of  Scotland  Tech.  Coll.,  I.C.S.  course:  7  yrs.  apprentice- 
ship. 3  yrs.  with  D.  Rowan  &  Co.,  Glasgow;  1  yr.  Barclay  Curb  Co.;  8  yrs.  with 
C.P.R.  (3  yrs.  foreman);  3  yrs.  boiler  inspector  foreman,  C  P  R;  2  yrs.  engr..  Tribune 
Publishing  Co.;  1916,  eh.  boiler  inspector  province  of  Man.,  and  at  present  acting  ch. 
inspector.  Bureau  of  Labor,  province  of  Man.,  in  chg  of  boiler,  factory  and  elevator 
inspection. 

References:  E.  Hanson,  G.  L.  Guy,  J.  M.  Leamy,  II   Edwards. 

SVENNINGSON— SVEN,  of  Montreal.  Born  at  Christiania,  Norway,  Mar. 
19th,  1884.  Education,  Mech.  Engr..,  Christiania,  1907,  and  apprenticeship.  1907-08, 
designing  and  drafting  of  water  turbines,  Christiania;  1908-09,  in  charge  of  dsgn.  and 
constrn.  of  rubber  mfg.  plant  in  Norway;  1909-11,  gen.  dftg.  and  inspec  work,  Pa. 
Water  &  Power  Co.;  1911-12,  dsgr.  of  water  and  steam  power  station.  Win.  Fargo, 
Jackson,  Mich.;  1912-13,  dsgn.  and  constrg.  high  tension  transnvssion  lines  for  Stone 
&  Webster;  1913,  to  present  time,  with  Shawinigan  Water  &  Power  Co.,  in  charge  of 
mech.  and  structural  dsgns.  for  Cedar  Rapids  Mfg.  Co.,  and  special  engr.  in  chrgc  of 
desgn.  and  engrg.  supervision  of  constrn. 

References:  J.  C.  Smith,  C.  E.  Fraser,  J.  H.  Brace,  F.  T    Kaolin,  J.  Morse 

TI  M  M— CHARLES  HENRY,  of  Westmount,  Que.  Born  at  Sheffield,  England, 
Aug.  16th,  1877.  Educ.  public  school,  4  yrs.,  Montreal  Tech.  Night  School.  4  yrs. 
apprenticeship  with  James  Cooper  Mfg.  Co.,  1893-97.  In  1901,  in  James  Cooper  Mfg. 
Co's  drawing  office  as  junior  draftsman,  1003-Ot,  with  Rand  Drill  Co.,  as  draftsman; 
1904-05,  with  Can.  Foundry  Co.,  Toronto;  May  1909-08,  with  A.  W.  Robinson,  steam 
shovel  and  dredge  engr.,  as  elevation  draftsman  on  dredges  for  River  Nile  and  River 
Niger;  1908-09,  work  on  Dredge  No.  10  for  Sir  John  Kennedy,  eh.  engr.,  Montreal 
Harbour;  1909-13,  elevation  draftsman,  C.  P.  R.  Angus  Shops;  1913-15,  draftsman 
with  St.  Lawrence  Bridge  Co.,  on  erection  of  Quebec  bridge;  1915,  to  date,  with 
Dominion  Bridge  Co.,  as  ch.  draftsman  in  chg.  of  mech.  superintendent's  drawing 
office. 

References:  G.  II.  Duggan,  Sir  John  Kennedy,  H.  H.  Vaughan,  G.  F.  Porter, 
A.  L.  Harkness. 


WARD  WELL— WILLIAM  HENRY.of  Westmount,  Que.  Bornat  Buffalo.N.Y., 
on  June  8th,  1875.  Educ.  Buffalo  grammar  and  high  school  courses,  mech.  engr., 
Cornell  Univ.,  1897.  1891-93,  machinist  with  Jno.  T.  Noye  Mfg.  Co.,  1897,  with 
Buffalo  Engr.  Co.,  in  chg.  of  design  and  constr.  of  sub-contract  on  Great  Northern 
Elevator;  1898-99,  head  of  testing  dept  ,  with  J.  I.  Case  Co.,  Racine,  Wis.;  1899-1900, 
supt.,  Wisconsin  Wheel  Works,  Racine,  designed  and  rebuilt  this  plant  when  same 
burned  down  in  1900;  1901-04,  ch.  engr.  and  supt.  of  constr.  with  Shawinigan  Carbide 
Co.,  in  complete  chg.  of  constr.  and  equipment  of  plant;  1901-07,  gen.  manager, 
Continental  Heat  &  Light  Co.;  1907-11,  gen.  manager  Shawinigan  Carbide  Co.;  1912-13, 
Reynolds  Wardwell  Co.,  engrs  ,  Montreal;  1913-17,  consulting  engr.,  Montreal 
specializing  in  fireproof  design  and  construction.  At  present  time  Major,  Engrs., 
U.S.  Reserve,  on  duty  in  France  special  duty  with  the  constr.  dept.  of  the  Aviation 
Section  of  the  Signal  Corps. 

References:  J  C.  Smith,  R.  M.  Wilson,  A.  Adams,  B.  Leman,  J.  A.  DeCew,  II  M. 
Lamb. 

WEEKES— MELVILLE  BELL,  of  Regina,  Sask.  Born  at  Brantford,  Ont.,  Nov. 
28th,  1875.  Educ.  B.A.Sc.,  Tor.,  189S,  Ont.,  Sask.  and  Dominion  Land  Surveyor. 
Asst.  to  city  engr.,  Brantford,  on  general  work  and  flood  prevention  work.  1901, 
drainage  work  at  Winchester,  Ont.;  1902-05,  Dominion  surveys  in  Alberta  and 
Manitoba;  1908-09,  in  chg.  of  road  surveys  and  drainage  in  Sask.;  1910,  to  date, 
director  of  surveys  for  the  province  of  Sask. 

References:  T.  H.  Jones,  H.  S.  Carpenter,  W.  T.  Thompson,  C.  P.  Richards, 
H.  G.  Phillips. 

WINCKLER— GEORGE  WALTER,  of  Toronto,  Ont.  Born  at  Cochin,  India, 
2nd  Dec,  1844.  Education,  C.E.,  Calcutta  University,  1865,  and  Sanitary  Institute, 
Great  Britain,  1S70  (A.M.I.C.E.,  1871).  Govt,  of  India  public  works  dept.;  asst. 
engr.  on  state  rys.  8  yrs.;  executive  engr.  in  charge  of  a  div.;  then  transferred  to  roads 
and  bldgs.  branch  in  exec,  charge;  during  the  Afghan  War,  on  the  Boland  Pass  on  rys. 
surveys  to  Quetta;  afterwards  transferred  to  Assan  in  exec,  charge  of  roads  and  bldgs.; 
later  in  exec,  charge  of  state  rys.  surveys,  Cumbum  dist.;  at  the  present  time  consl. 
engr.  at  Toronto,  Ont. 

References:  L.   M.  Arkley,  R.  O.    Wynne-Roberts. 

YOUNG— WILLIAM  IRVING,  of  St.  John,  N.B.  Born  at  Brockwav,  N.B., 
Oct.  10th,  1882.  Education,  B.Sc,  Univ.  of  N.B.,  1910.  Topographer  for  Roberval  & 
Saguenay  Ry.  Co.;  1912,  to  present  time,  instrmtman  and  then  res.  engr.,  St. J.  &  Que. 

Ry. 

References:  C.  O.  Foss,  D.  F.   Maxwell,  S.  B.   Wass,  R.  Thompson. 

FOR  TRANSFER  FROM  THE  CLASS  OF  ASSOCIATE   MEMBER  TO  THAT 

OF   MEMBER 

ARMSTRONG— JOHN,  of  Winnipeg,  Man.  Born  at  York  Co.,  Ont.,  May 
17th,  1873.  Educ  high  school,  B.A.Sc,  Tor.,  1897.  Instrument  work  with  O.L.S, 
during  summer  vacations;  1898-190},  asst.  engr.  C.N.Ry.,  in  chg.  of  location  parties 
and  constr.;  1903-06,  locating  engr.,  G.T.P.Ry.;  190  i-Os,  dist,  engr.,  G.T.P.Ry.,  in 
chg.  of  location  from  Saskatoon  to  Prince  Rupert,  B.C.,  and  inspector  of  constr.  for 
the  National  Transcontinental  Ry.  through  N.B.  and  Que;  1908-13,  dept.  Rys.  & 
Canals,  Hudson  Bay  Ry.,  as  ch.  engr.;  191 4-15,  ch.  engr.  Hudson  Bay,  Peace  River  & 
Pacific  Ry.;  1916-18,  div.  engr.  Greater  Winnipeg  Water  Dist  ,  on  eonstr.  of  aqueduct 
Irom  Shoal  Lake  to  Winnipeg;  at  present  div.  cmjr.,  Greater  Winnipeg  Water  Dist. 

References:  M.  H.  Macleod,  W.  G.  Chace,  W.  A.  Bowden,  T.  Turnbull,  G.  C, 
Dunn,  J.  A.  Heaman,  A.  E.  Doucet,  G.  Grant. 

BOND— FRANK  LORN  CAMPBELL,  of  Montreal.  Born  at  Montreal, 
Feb.  21,  1877.  Educ,  B.Sc,  McGill,  1898.  1898-1901,  asst.  res.  engr.,  G.T.R.,  also 
instrumentman,  draftsman,  etc.;  1901-02,  asst.  supt.  on  constrn.  of  Park  Ave.  Tunnel, 
N.Y.C.;  1902,  to  date,  with  the  G.T.R.  as.  res.  engr.  and  div.  engr.,  eastern  lines,  and 
in  December,  1918,  chief  engr.  Serving  in  France,  1916-18,  as  company  commander, 
10th  Batt.,  CRT. 

References:  F.  P.  Gutelius,  J.  M.  R.  Fairbairn,  F.  W.  Cowie,  H.  R.  Safford, 
P.  Johnson. 

COLE— FRANCIS  THORNTON,  of  Quebec,  Que.  Born  at  St.  Catharines 
Ont.,  July  8th,  1884.  Educ,  B.Sc,  McGill  Univ.,  1910.  Summer  1907,  draughtsman, 
Phoenix  Bridge  Co.;  summer  1908,  on  erection  Montreal  harbour  sheds;  summer 
1909,  inspection  of  various  work  around  Montreal  for  Inspection  Co.;  with  Dom. 
Bridge  Co.,  as  follows:  1910-11,  draughting,  designing  and  estimating;  1912,  res.  engr. 
in  Toronto;  1913,  to  date,  ch.  engr.  of  Eastern  Canada  Steel  Co.,  Quebec,  in  ch.  of  all 
structural  steel  contracts. 

References:  E.  S.  Mattice.  P.  L.  Pratlev,  F.  P.  Shearwood,  D.  C.  Tennant,  W.  V. 
Taylor,  A.  C.  Fellows,  J.  Ruddick,  W.  D.  Baillarge. 


TOBEY— WILMOT  MAXWELL,  of  Ottawa,  Ont.  Born  at  Picton,  Ont., 
May  14th,  1877.  Educ  MA..  Tor.,  Gold  Medal.  Math  ,  1900,  D.L.S.,  D.T.S., 
1901-05,  with  International  Boundary  Survey  fln  rectification  of  49th  parallel  between 
B.C.  and  Idaho;  1906-09,  taking  special  course  under  the  late  Dr.  King  in  connection 
with  present  work;  1910-18,  examiner  on  Board  of  Examiners  for  Dom.  Land  &  Topo- 
graphic Surveys,  succeeding  late  Dr.  King,  Supt.  Geodetic  Survey,  on  examination  of 
accuracy  of  all  field  work  of  the  Geodetic  Survey  and  refinement  of  such  work,  at 
present  asst.  supt.  and  geodesist  of  the  Geodetic  Survey. 

References:  N.  J.  Ogilvie,  J.  J.  McArthur,  W.  J.  Stewart,  J.  B.  Challiea,  G.  G.  Gale. 

VAUGHAN— FRANK  P.,  of  St.  John,  N.B.  Born  at  Liverpool,  England,  1874. 
Educ  Regent  Coll  ,  Southport,  England.  1891-92,  New  Westminster  &  Barrard 
Inlet  Telephone  Co.,  Vancouver,  B.C.;  1892-95,  B.  C.  dist.  Telegraph  &  Tel.  Co., 
Vancouver,  B.C.,  Nanaimo  Telephone  Co.,  Vane.  Island,  B.C.;  1895-96,  Yarmouth 
St.  Ry.  Co.,  Yarmouth,  N.S.;  1896-97,  Northern  Elec.  Wks.,  St.  John;  1897-99,  G.  M. 
Ongier  &  Co.,  elec.  engrs.,  Boston,  Mass  :  1S99-19O0,  Wilkinson  &  Co..  elec.  engrs.  & 
contractors,  and  Lord  Elec.  Co.,  Boston;  1900-02,  The  General  Elec.  Co.,  Schenectady, 
N.Y  ,  testing  dept.;  1902-06,  business  for  self,  elec.  engr.  and  contractor;  1906-18, 
engr.  and  manager  The  Vaughan  Electric  Co.,  Ltd. 

References:  J.  A.  Shaw,  M.  A.  Sammett,  C.  C.  Kirby,  A.  Gray,  A.  R.  Orookshank, 
C.  P.  Edwards,  J.  K.  Scammell. 


DERROM— DONALD  LAIRD,  of  Chicago,  111.  Born  at  Caracas,  Venezuela, 
South  America,  July  1885.  Educ,  B.Sc,  McGill  Univ.,  1910.  1902-00,  apprentice 
mach.,  G.T.R.,  and  rodman  on  western  div.,  C.P.R. ;  1908,  and  9  summer  vacations 
designing  draftsman  in  mach.  experts  office,  G.T.R. ,  Montreal;  1910,  in  chg.  of  loco 
terminals,  G.T.R.,  Depot  Harbour,  Ont.;  1911,  in  chg.  of  loco,  terminals,  Belleville, 
with  Can.  Venezuelan  Ore  Co.,  as  follows:  1912,  mech.  and  elec.  engr.;  1913,  supt.  of 
constr.;  1911,  manager  with  Can.  Cement  Co.;  1915,  mech.  supt.,  Winnipeg  Mill; 
1916-17,  supt.  of  shops,  munition  dept,;  1918,  and  at  present,  works  manager  for 
Winslow  Bros.  Co.,  Chicago,  on  manufacture  of  shells. 

References:  H.  O.  Keay,  F.  B.  Brown,  C.  J.  Chaplin,  II.  M.  MacKay,  V.  I.  Smart, 
W.   McNab,  R.  J.  Durley,  H.   M.  Jaquays. 

McARTHUR— FRANKLIN,  of  Guclph,  Ont.  Born  at  Vanderbilt,  Mich.,  March 
12th,  1885.  Educ.  B.Sc,  Queen's  Univ.,  1907.  1907-08,  asst.  engr.,  Guelph;  1908-09, 
city  engr.,  Guelph;  1909-11,  municipal  engr.  for  Yorkton  and  other  Sask.  towns; 
Jan.-Aug.  1912,  res.  sanitary  engr.  to  the  bureau  of  Public  Health,  Prov.  Sask.; 
1912-15,  city  engr.,  Regina,  Sask.;  1915,  to  date,  city  engr.,  Guelph,  Ont. 

References:  O.  W.  Smith,  L.  A.  Thornton,  J.  N.  deStein,  R.  O.  Wynne-Roberts,  E. 
A.  James,    W.    M.    McPhail. 


40 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


McFARLANE— JOHN  ALEXANDER,  of  Hamilton,  Ont.  Born  at  Atwood, 
Ont.,  Feb.  24th,  1874.  Education,  B.A.Sc,  Univ.  of  Toronto,  1904.  Summer  1903, 
dftsman,  Riter  &  Conley  Steel  Co.;  summer  1904,  with  the  Western  Portland  Cement 
Co.,  in  charge  of  design  and  installation;  1904-05,  Fellow  in  Mechanical  Drawing, 
S.P.S.,  Toronto;  1905,  to  present  time,  with  the  Hamilton  Bridge  Works,  as  dftsman, 
and  chief  dftsman,  in  charge  of  all  detail  drawings,  etc. 

References:  R.  L.  Latham,  E.  H.  Darling,  E,  K.  Gray,  E.  W.  Oliver,  P.  Gillespie, 
J.  G.  Jack,  H.  B.  Dwight,  P.  B.   Motley. 

MONTGOMEIiV— EDLIX  GEORGE  WILLIAM,  of  Regina,  Saak.  Horn  at 
Ilowrah,  India,  May  10th,  1877.  EduC,  trained  for  Indian  Public  Works  dept.,  in 
Thomas  Coll.  of  civil  engr.  Admitted  to  that  service  in  April  1898,  by  competitive 
exam.  1898-1902,  with  P.W.D.,  central  provinces,  India,  on  maintenance  and  constr. 
of  roads  and  bldgs.,  rural  water  supply,  city  drainage,  irrigation  surveys,  etc.;  1902-11, 
engr.  to  dist.  board,  Gurdarpur,  Punjab,  India,  responsible  for  all  engr.  work  under- 
taken by  board;  1912-15, with  hoard  of  highway  commissioners,  province  of  Sask.  on 
location,  design  and  constr.  of  bridges  and  dams;  1915,  to  date,  acting  asst.  ch.  engr  , 
bridge  branch,  highways  dept.,  Sask. 


References:   II.    S.    Carpenter,    L.   A.    Thornton. 
C.  P.  Richards,  J.  McD.  Patton,  E.  B.  Webster. 


G.  D.    Mackie,  J.   X.  deStein, 


FOR  TRAXSFER  FROM  CLASS     OF  Jl'NIOR  TO  HIGHER   GRADE 


RUTLEDGE— MICHAEL  JOSEPH,  of  Montreal,  Que.  Born  at  Brighton, 
Mass.  Feb.  Kith,  1887.  Educ.  B.Sc.  Univ.  of  X.B.,  1908,  bridge  design,  reinforced 
concrete  and  electricity  courses,  Franklin  Union,  Boston,  1915.  Summers  1905  and 
1905,  with  Boston  Elevated  By.;  Summer  1907,  Mass.  Highway  Comm'n.;  1908-09. 
Hudson  Ray  Ry.  Survey,  leveller  and  transitman;  1910-11,  C.P.R  instrumentman  and 
Vice-President  Thompson  Lumber  Co.;  1912-13,  res.  engr.,  C.X.R.,  Roberval  (3  mos. 
acting  div.  engr);  1914-15  (0  mos.),  and  1915-16  (8  mos),  Pub.  Service  Comm'n,  New 
York,  dept.  of  subway  design;  1910-17,  designer,  Mt.  Royal  Tunnel  &  Terminal  Co. 
At  present  time  designer  with  Henry  Holgate,  consulting  engineer. 

References:  H.  Holgate,  J.  L.  Allison,  S.  P.  Brown,  W.  E.  Joyce,  S.  J.  Waller,  J.  O. 
Montreuil. 

STAIRS— GORDON  S.,  of  Halifax-,  N.S.  Born  at  Maitland,  N.S.,  Aug.  31st, 
1889.  Educ.  B.Sc.,  Dalhousie,  1911.  Summer  1909,  structural  steel  drafting  on 
factory  erection;  summer  1911,  at  New  Glasgow,  with  Mrown  Machine  Co.;  1911-13, 
with  Christie  &  Dawson,  land  surveyors,  Kamloops,  in  ehg.  of  survey  office  ami  field 
parties;  1913-14,  with  Western  Canada  Power  Co.,  asst.  to  constr!  engr.  on  topo- 
graphical surveys  and  constr.  work;  1914-16,  asst,.  to  Mr.  A.  V.  White,  consulting  engr. 
International  Joint  Comm'n,  hydrographical  and  topographical  surveys  and  hydraulic 
engr.  studies;  1916  to  date,  Lieut.  C.E.,  asst.  to  Third  Division  officer,  R.C.E..  M.D  6, 
Halifax,  N.S. 

References:  .1.  F.  Pringle,  R.  W.  McColough,  T.  S.  Scott,  F.  J.  Dawson,  K.  If. 
Smith. 


ASK  WITH— FRANK  CHATHAM,  of  Ottawa,  Ont.  Born  at  Chatham.  Ont., 
Jan.  1st,  1884.  Coll.  Inst.,  coached  in  theory  and  practice  of  engr.,  by  E.  P.  Fcther- 
stonhaugh,  B.Sc,  1901-03.  With  city  of  Ottawa  as  follows:  ch.  draughtsman,  city 
engr's  dept.,  1909-10;  1910-11,  asst    engr.  in  ehg.  of  special  works  and  concrete  walks; 

1911-12,  asst.  engr.  in  ehg.  of  roadways;  1912-13,  acting  city  engr.  in  full  ehg.  of  dept.; 
1913-14,  asst.  city  engr.,  in  ehg.  of  works,  br.:  1914-10,  acting  city  engr.  in  ch.  of  road- 
ways, bridges  and  special  works,  1!)1G  to  date,  deputy  city  engr.,  in  ehg.  of  works  dept., 
on  constr.  of  bridges,  (Billings  bridge,  a  5-span  through  plate  girder  structure  over 
Rideau  river,  and  a  Strauss  direct  lift  bridge  with   approaches    over   Ridcau  canal). 

Water  works,  sewers,  etc. 


References:  A.  F.  Maeallum 
A.  A.  Dion,  A.  T.  Phillips. 


N.  J.  Ker,  G.  A.  Mountain,  R    S    Lea,  .1    I',.   McRae 


DEVEREUX— LAWRENCE  JAMES,  of  Edson,  Alta.  Bon,  at  St  Peters, 
N.S.,  Aug.  1888.  Education,  high  school.  1907-09,  rodman,  dftsman.  Que  ,  Montreal 
&  Southern  Ry.;  1909,  to  date,  with  the  G.T.P.Ry.,  as  rodman,  instrumentman, 
asst.  engr.,  and  at  the  present  time  res.  engr.,  in  charge  of  constrn.  ami  maintenance, 
at  different  western  points. 

References:  G.  C.  Dunn,  J.  A.  Heaman,  W.  H.  Tobey,  J.  C.  Legrand,  H.  W.   Ros<. 

DIXON— ARTHUR,  of  South  Fort  George,  B.C.  Born  at  Whitehaven,  Eng., 
Aug.  1st,  1883.  Education,  Ghyll  Bank  Coll.,  Whitehaven,  and  articled  pupil  3  yrs. 
1904-05,  asst.  engr.  and  clerk  of  works  on  drainage  and  sewage  disposal  works,  Trow- 
bridge, Eng.;  1905-06,  dftsman  and  instrumentman,  C.P.R.,  in  Que.  and  Ont.;  1900-10, 
chief  dftsman  and  instrumentman,  Atlantic,  Quebec  &  Western  Ry.,  responsible  for 
design  of  sub-structure  of  bridges;  1910-14,  field  dftsman  and  res.  engr.,  of  constrn., 
C.N.Ry.;  1917,  to  date,  dist.  pub.  wks.  engr.,  for  B.C.,  in  charge  of  roads,  bridges, 
and  bldgs. 

References:  E.  S.  M.  Lovelace,  T.  II.  White,  D  0,  Lewis.  W.  K  Gwyer.  A  E. 
Foreman. 

HILL— GEORGE  RIXON,  of  Virden,  Man.  Born  at  Ashburnham,  Ont.,  Dec. 
4th,  1888.  Education,  Collegiate  Institute.  1900-07,  on  Brandon,  Saskatchewan  & 
Hudson  Bay  Ry.,  as  rodman,  etc.;  1908-09,  D.L.S.,  Man.  &  Sask.;  with  the  C.P.R. 
from  1909  to  1912,  as  instrumentman,  topographer,  leveller,  transitman,  etc.;  1912-11, 
govt,  engr.,  western  Manitoba;  1914,  municipal  engr.,  Wallace,  Man.;  1915,  to  date, 
municipal  engr.  for  Wallace  and  Pipestone,  Man.  (34-miles). 

References:  W.  A.  James,  A.  McGillivray,  M.  A.  Lyons,  S.  A.  Button,  D.  A. 
Livingstone. 

HUNT— WILLIAM  HAROLD,  of  Winnipeg,  Man.  Born  at  Lennoxville,  Que., 
Nov.  24th,  1884.  Educ.  B.  C.  E.,  Univ.  of  Manitoba,  1902-05  apprentice  mach.. 
Northern  Ironworks,  Winnipeg,  1905-07  journeyman  mach.  C.P.R.,  1907-11  (summers) 
on  surveys*  constr.  with  H.  B.  Ry.,  C.  P.  R.  &C.  N.  R.,  1912  (6  mos.)  asst.  engr. 
Can.  Northern  Bridge  dept.  (concrete  substructure)  1913-15  asst.  engr.  in  city  engr's 
dept.,  Moose  Jaw,  Sask  on  design  &  constr.  of  sidewalks,  sewer  &  water  extension,  etc., 
1915-16  civil  engr.,  1916  to  date  road  engr.  Good  Roads  Board,  D.P.W.,  province  of 
Manitoba. 

References:  E.  E.  Brydone-Jack,  A.  McGillivray,  N.  B.  McTaggart,  N.  A.  Lyons, 
T.  W.  White. 

INNESS— ROBERT  D.,  of  Woodman's  Point,  N.B.  Born  at  Liverpool,  N.S., 
Aug.  20th,  1888.  Educ.  High  School,  Liverpool  Acad.  With  N.  T.  Ry.  1906-08 
rodman  on  surveys  &  constr.,  1908-13  transitman  on  constr.,  1913-16  instrumentman, 
maintenance  of  way,  Can.  Govt.  Rys.,  Campbell  ton,  1916-17  partner  in  firm  of 
Longley  &  Inness,  superintending  contract  in  rock  cutting  on  St.  John  &  Que.  Ry., 
1918  to  date  superintendent  N.  S.  Constr.  Co.,  Ltd.,  Halifax,  on  constr.  work  on 
St.  John  &  Que.  Ry. 

References:  C.  O.  Foss,  H.  Longley,  R.  A.  Rlack,  C.  B.  Brown,  R.  H.  dishing, 
E.  M.  Archibald. 


STRACHAN— JOHN,  JR.,  of  Hudson  Bav  Junction,  Sask.  Born  at  Halifax, 
X.S.,  March  31st,  1883.  Educ.  Acacia  Villa  School,  N.S.,  St.  Andrews  Coll.,  Toronto. 
With  T.C.Ry.,  as  follows:  1900-08,  rodman;  1908-09,  topographer  and  lcvelman  on 
location;  1909-11,  instrumentman  on  constr.;  1912-14,  res.  engr.;  1915-18,  res.  engr., 
Hudson  Bay  Ry.,  Dec.  1918,  supervisor  "  Pasquia  Forest  Reserve." 

References  A.  E.  Doucct,  J.  W.  Porter,  A.  D.  Porter.  F.  P.  Moffat,  W.  T.  Jamison, 
D.  S.  Scott,  A.  Dick,  E.  J.  Bolgcr. 

TURNER  -STANLKY  ROY,  of  Peterboro,  Ont.  Born  at  Pelerboro,  Mar.  22nd. 
1888.  Educ,  B.Sc,  Queen's  Dniv.,  1910.  1904-08,  mech.  shop  work,  pattern  ami 
mach.  shops  and  foundry,  with  Win.  Hamilton  Co.,  Peterboro;  1908-09,  asst.  supt.  of 
steel  constr.,  bldgs.  and  penstock,  Structural  Steel  Co.,  Montreal;  1909-12  (3$  yrs.), 
draughting,  chcc.ing  and  designing  of  steel  bldgs.  and  bridges,  Can.  Foundry  Co., 
Toronto;  1913  (ti  mos),  draughtsman  on  Quebec  bridge,  St.  Lawrence  Bridge  Co., 
Montreal;  1914  (4  mos .),  C.E.F.;  1915  (5  mos.),  water  power  design,  Wm.  Hamilton 
Co.,  Peterboro;  1916  (71  mos),  in  ehg.  of  installation  and  erection  of  machinery 
of  power  development  at  Bala,  Ont  ,  Wm.  Hamilton  Co.;  1916-18,  mill  engr  ,  Riordon 
Pulp  &  Paper  Co.,  Hawkesbury,  Out.;  1918,  engr.  Spanish  River  Pulp  &  Paper  Co., 
Espanola,  Ont.  (5  mos.);  1918  (3  mos.),  C.E.F.  At  present  engr.,  Wm.  Hamilton  Co., 
Peterboro,  Ont. 


References 
Harkncss. 


W.  J.    Francis,   G.    R.    Munro,    E.    A.   Stone,    F.   C.    Kerrigan,    A     L. 


FOR  TRANSFER   FROM  CLASS  OF  STUDENT  TO  HIGHER  GRADE 

Hi  ICLTON'— CHARLES  ALBERT,  of  Saskatoon,  Sask.  Born  at  Ayr.,  Ont., 
Jan.  3rd,  1893.  Educ.  commercial  course,  Gait  Business  Coll.,  1913,  B.Sc,  Queen's 
Univ.,  1917.  1914-18,  staff-sergeant  on  the  engineering  staff  of  Military  dist.  No.  3, 
Kingston,  Ont.,  at  present  with  Murphy  ami  Underwood,  consulting  engrs.,  Saskatoon, 
on  municipal  engineering  work. 

References:  J.  E.  Underwood,  A.  A.  Murphy,  E.  A.  Stone,  J.  C.  Gwillim,  J.  B. 
Harvey,  G.  Hemmcrick,  G.  L.  Guillet. 

DALTON— GEORGE  FRANCIS  (Lieut.)  of  Ottawa,  Ont.  (now  on  Active 
Service).  Born  at  Ottawa,  Ont.,  July  0th,  1891.  Educ,  B.A.Sc.  (structural  engr. 
option),  Toronto,  1914,  Summers  1908-10-11-12,  with  Geodetic  Survey  of  Canada, 
field  work,  triangulation  and  precise  levelling,  1913-15,  with  Geodetic  Survey  precise 
levelling  and  triangulation  in  ehg.  of  work.  At  present  Lieut.  3rd.  Can.  Engr.  Battn., 
B.E.F.,  France. 

References:  X.  J.  Ogilvie,  J.  J.  McArthur,  J.  D.  Craig,  J.  L.  Rannie,  L.  0.  Brown. 

GIGUERE— EUDORE,  of  Montreal,  Que.  Born  at  Lachine,  Que.,  Jan.  13th, 
1895.  Educ,  commercial  course,  Civil  Engr.,  Laval,  1917,  and  Chemist  Engr.,  Laval, 
1918.  Summers  of  1912-13-14,  with  E.  Desaulniers,  C.E.,  on  survey  work;  1915,  with 
Geological  Survey;  1916,  with  Roads  Material  Survey.  At  present  time  chemist 
analyst  with  The  Canadian  Explosives  Ltd.,  Bel-Oeil. 

References:  E.  Marceau,  P.  Lecointe,  C.  Leluau,  S.  A.  Baulne,  A.  Frigon. 

WELSFORD— HUBERT  GRAY,  of  Winnipeg,  Man.  (now  in  France).  Born  at 
Los  Gates,  Cal.,  U.S.A.,  July  10th,  1894.  Educ,  2  yrs.  private  tuition  in  math,  and 
engr.  With  Dominion  Bridge  Co.,  Winnipeg,  Man.,  as  follows:  1911-13,  draughtsman 
on  structural  steel  work;  Jan.-Oct.  1913,  asst.  to  shop  supt.;  1913-1910,  in  engr.  office, 
designing,  estimating  and  contracting;  1916,  to  date,  engr.  officer  in  R.A.F.;  Feb.-Nov, 
1917,  asst.  officer  in  ehg.  of  engines  No.  1  Aircraft  Depot;  1917,  to  date,  officer  in  ehg. 
of  engines,  Reception  Park,  B.E.F.,  in  command  of  120  mechs.  (man  supply  depot  for 
France).  Experience  includes  care  and  tuning  of  engines  and  100  hrs.  flying  as  engr. 
observer  on  air  tests. 

References:  G.  E.  Bell,  J.  G.  LeGrand. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


41 


ENGINEERING  INDEX 

In  this  department  will  be  published  from  month  to  month  the  titles  of  current  engineering  papers  with  the  authors 

a nd  source  and  a  brief  extract  of  the  more  important.     It  is  designed  to  give  the  members 

of  The  Institute  a  survey  of  all  important  articles  relating  to  the  engineering 

profession  and  to  every  branch  of  the  profession. 


PHOTOSTATIC  PRINTS 
Photostatic  copies  may  be  obtained  of  any  of  the  articles  listed  in  this  section. 
Price  0/  each  print  (up  to  11  x  14  in.  in  size),  £5  cents,  plus  postage.     A  separate 
print  is  required  for  each  page  0]  the  larger-she    periodicals,  but  where  possible  two  pages 
Kill  be  photographed  together  on  the  same  print.     Bit'  will  be  mailed  with  the  prints. 
Orders  should  be  sent  to 

Harrisson  IV.  Crater,  Director, 

Engineering  Societies  Library, 
SO  West  Thirty-ninth  Street,  New  York,  N.Y. 

AERONAUTICS 

AEROPLANE  PARTS 

Stick  Co.nthol.  Tho  Warner  Duplex  Stick  Control.  Aerial  Age,  vol.  8,  no.  13, 
Dec.  9,  1918,  p.  661,  3  figs.  Brief  description  of  [hand  and  knee  grips  for  use 
of  pilots. 

Tail.  A  Gotha  Biplane  Tail.  Flight,  vol.  10,  no.  40,  Oct.  3,  1918,  pp.  1167-1108, 
1  fig.  Design  consisting  of  two  horizontal  approximately  triangular  planes, 
top  plane  being  supported  on  cabineof  steel  tubes,  while  sides  of  bottom  plane 
are  Doited  to  sides  of  body. 

AEROSTATICS 

Military.  Military  Aerostatics,  H.  K.  Black.  Aerial  Age,  vol.  8,  nos.  6,  7  and  9. 
Oct.  21  and  28,  and  Nov.  11,  1918,  p.  325,  1  fig.,  371,  1  fig.  and  475,  2  fig.-. 
Oct.  21  :  Balloon  baskets.  Oct.  28  and  Nov.  11  :  Equipment  of  basket. 
(Continuation  of  serial.) 

AIRCRAFT  PRODUCTION 

U.  S.  Navy.  Naval  Aircraft  Factory  at  Philadelphia,  Indus.  Management,  vol.  56, 
no.  6,  Dec,  1918,  pp.  465-470,  13  figs.  Story  of  great  industrial 
achievement  of  United  States  Navy. 

APPLICATIONS 

Exploration.  The  Possibility  of  Aerial  Reconnaissance  in  the  Himalaya.  A.  M. 
Kellas.  Aeronautics,  vol.  15,  no.  257,  Sept.  18,  1918,  pp.  275-277.  Funda- 
mental facts  and  requirements  of  undertaking.  Paper  before  Roy.  Geog. 
Soc. 

AUXILIARY  SERVICE 

Tricks.  Building  for  the  Aviation  Service,  M.  E.  Hoag.  Am.  Mach.,  vol.  49, 
no.  23,  Dec.  5.  1918,  pp.  1043-1044,  7  figs.  Building  a  3  «-t.on  special  truck 
for  U.  S.  Aviation  Signal  Service.     First  article. 

DYNAMICS 

Ceiling.  Elementary  Considerations  on  the  Ceiling  of  an  Airplane  (Donn6es  616men- 
taircs sur  le  plafond  d'un  avion),  Andre  Laine.  l'Aerophilc,  year  26,  nos.  17-18, 
Sept.  1-15,  1918,  pp.  264-265.  Points  out  convenience  of  high  ceiling  and 
means  of  attaining  it. 

On  an  Experience  of  the  Flyer  Gilbert  (Sur  unc  experience  du  pilote 
Gilbert).  F.  Roux.  l'Aerophile,  year  26,  nos.  17-18,  Sept.  1-15,  1918,  p.  236, 
1  fig.  How  it  happened  that  Eugene  Gilbert  maintained  his  plane  stationary 
in  air  while  machine  was  running  at  full  speed. 

Stability.  Lateral  Stability  in  Aeroplanes,  C.  Levick.  Aerial  Age,  vol.  8,  no.  13, 
Dec.  9,  1918,  p.  660,  3  figs.  Computation  of  effect  of  a  roll  on  a  machine  in 
terms  of  dihedral  angle  of  aerofoils.  Also  in  Flight,  vol.  10,  no.  42,  Oct.  17, 
1918,  p.  1165,  3  figs. 

ENGINES 

Design.  The  Design  of  Airplane  Engines  (II),  John  Wallace.  Automotive  Eng., 
vol.  3,  no.  9,  Oct.,  1918,  pp.  415-417  and  401,  3  figs.  Comparison  of  rotary 
and  fixed  radial;  trend  of  modern  design;  cooling  of  cylinders;  indicator 
diagram;  compression  ratio.     From  Aeronautics.     (Continuation  of  serial.) 

History.  Outline  of  History  of  Aviation  Engine  Production,  H.  H.  Emmons.  Aeriai 
Age,  vol.  8,  no.  13,  Dec.  9,  1918,  pp.  662-665,  2  figs.  Elementary  training 
engines;  development  of  Liberty,  12;  methods  of  production.  Also  in  Motor 
Age,  vol.  34,  no.  23,  Dec.  5,  1918,  pp.  18-19  and  30,  3  figs. 

Liberty.  American  Liberty  Motor  (Le  moteur  Americain  Liberty).  l'Aerophile, 
year  26,  nos.  17-18,  Sept.  1-15,  1918,  p.  271.     Abstract  of  description  author- 

Iized  by  War  Department.  Also  in  Sci.  Am.,  vol.  99,  no.  23,  Dec.  7,  1918, 
pp.  455  and  466,  4  figs. 
Maybach.  The  300-Hp.  Maybach  Aircraft  Engine,  Automotive  Ind.,  vol.  39,  nos.  18, 
20  and  21,  Oct.  31,  Nov.  14  and  21,  1918,  pp.  75.5-759,  8  figs.,  840-842,  9  figs., 
882-887,  5  figs.  Technical  description  of  largest  German  Aircraft  engine 
model.  Issued  by  Tech.  Department,  Aircraft  Production,  Ministry  of 
Munitions;  Nov.  14  :  Lubricating  system;  details  of  oil  pumps;  cooling  and 
ignition  systems;  carburetor  and  fuel  feed  system;  details  results  of  horse- 
power and  fuel  consumption  tests;  table  of  engine  dimensions;  general  analysis 


in  Automobile  Engr.,  vol.  8,  no.  119,  Oct.  1918,  pp.  285-295,  27  li"s  •  Fl 
vol.  10,  no.  39,  Sept.  26,  1918,  pp.  1084-1087,  2  figs. 

The  200-Hp.  Austro-Daimlcr  Aero  Engine.  Engineer,  vol.  126, 
3279  and  3280,  Nov.  1  and  S,  1918,  pp.  376-379,  10  figs,  393-394,  7 
Description  of  details,  with  principal  data  and  illustrations.  Also  in  Fl 
vol.  10,  nos.  44  and  ■}.">,  Oct.  31  and  Nov.  7,  1918,  pp.  1217-1222,  10 
and  1255-1259,  12  figs.;  Engineering,  vol.  106,  no.  2757,  Nov.  1,  1918 
488-492,  17  figs.;  Aeronautics,  vol.15,  no.  263,  Oct.  30,  1918,  pp.  403 
27  figs. 


ight, 

nos 

tigs. 

ight, 

tigs.. 

pp. 

417, 


PaNHABD.  The  Panhard— 300  Hp.  (Direct  Type  Aviation  Motor),  E.  H.  Sherbondy. 
Aerial  Ago,  vol.  8,  no.  0,  Oct.  21,  1918,  pp.  308-309,  5  figs.  Motor  with  two 
rows,  each  of  six  cylinders,  sot  at  an  angle  of  60  deg.  from  each  other. 

GLIDERS 

An  Interesting  Biplane  Glider,  F.  J.  Camm.  Aeronautics,  vol.  15,  no. 
262,  Oct.  25,  1918,  p.  393.     Chief  dimensions  and  process  of  construction. 

HISTORY 

I.ANor.r.Y  What  Langley  Did  for  the  Science  of  Aviation  (II).  Automotive  Ind., 
vol.  39,  no.  17  and  18,  Oct.  24  and  31,  1918,  pp.  714-718  and  728,  10  figs., 
and  761-765,  7  figs.  Experiments  with  rubber-driven  models  and  others 
using  compressed  air,  carbonic  acid,  gas  and  electric  batteries;  adoption  of 
steam  as  source  of  power.  Oct.  31:  Experiments  with  quarter-size  and  man- 
carrying  aerodromes.     (To  be  continued.) 

INSTRUMENTS 

Barograph.  German  Barograph  No.  1623,  Range  o  to  8000  in.  Flight,  vol.  10,  no.  42, 
Oct.  17,  1918,  pp.  1167-1168,  6  figs.  General  remarks  on  details  of  con- 
struction. Also  in  Aeronautics,  vol.  15,  no.  262,  Oct.  23,  1918,  pp.  382-384, 
6  figs. 

Instruments  for  Air  Use,  \V.  A.  Robson.  Sci.  Am.  Supp.,  vol.  86,  no. 
2235,  Nov.  2,  1918,  p.  285.     From  Flight. 

MATERIALS  OF  CONSTRUCTION 

Steel  Tubes.  Steel  Tubes,  Tube  Manipulation,  and  Tubular  Structures  for 
Aircraft,  W.  W.  Hackett  and  A.  G.  Hackett.  Flight,  vol.  10,  no.  44,  Oct.  31, 
1918,  pp.  1233-1235.  Tapered  tubes;  tubular  liners  or  reinforcements;  tests 
on  soldered  joints;  brazing;  welding;  rust  prevention.  (Concluded.)  Also 
in  Automotive  Eng.,  vol.  3,  no.  9,  ,Oct.  1918,  p.  396  and  (discussion)  pp. 
397-.!!.  8 

METEOROLOGY 

Meteorology  in  Relation  to  Aeronautics  (1),  W.  II.  Dines.  Sci.  Am. 
Supp.,  vol.  86,  no.  2239,  Nov.  30,  1918,  pp.  351-352.  Review  of  data 
required  by  an  aviator  when  in  the  air.  Paper  before  Aeronautical  Soc.  of 
(it    Britain.     From  Aeronautical  ,11. 

MILITARY  AIRCRAFT 

British.  Some  Recent  Types  of  Allied  Military  Planes.  Automotive  Ind.,  vol.  39, 
no.  17,  Oct.  24,  1918,  pp.  706-707,  4  figs.  General  features  of  Spad  single- 
seater  tractor  scout,  Vickers  F  B-14,  long-distance  reconnaissance  tractor 
biplane,  Sopwith  "  Hippo  "  two-seater  fighter,  and  Avro  training  machine. 

German.  German  Aircraft.  Times  Eng.  Supp.,  no.  527,  Sept.,  1918,  p.  198. 
Abstract  of  five  reports  of  Technical  Department,  Aircraft  Production, 
Ministry  of  Munitions,  describing  Maybach  engine,  Rumpler  two-seater 
biplane.     Hannoverancr    biplane,    an    armored    machine,    and    Pfalz    scout. 

MODELS 

Model  Construction.  Model  Aeroplane  Building  as  a  Step  to  Aeronautical 
Engineering.  Aerial  Age,  vol.  8,  nos.  6,  7,  8  and  9,  Oct.  21,  28  and  Nov.  4, 
11,  1918,  p.  377,  7  figs.,  389,  1  fig.,  433  and  483,  1  fig.  Oct.  21:  Construction 
vertical  stabilizer.  Oct.  28  :  Design  and  building  of  a  man-carrying 
aeroplane.  Nov.  4  and  11:  Calculation  of  sustaining  power  and  resistance 
of  wings  and  explanation  of  table  giving  aerodynamic  laboratory  tests. 
(Continuation  of  serial.) 

Model  Aeroplanes  (XVI).  F.  J.  Camm.  Aeronautics,  vol.  15,  nos. 
258  and  261,  Sept.  25,  Oct.  16,  1918,  p.  300,  1  fig.,  369,  2  figs.  Details  of  a 
tractor  monoplane.  Oct.  16:  Notes  on  attaching  elastic  and  on  manner 
of  flying  model. 

Model  Testing.  The  Theoretical  Basis  of  Model  Strength  Tests  for  Aeroplane 
Structures,  W.  L.  Cowley  and  H.  Levy.  Aerial  Age,  vol.  8,  no.  6,  Oct.  21, 
1918,  pp.  322-323.  Application  of  principle  of  homogeneity  of  dimensions  to 
determination  of  strength  of  structure. 

PLANES 

A.  E.  G.  A.  E.  G.  Armoured  Aeroplane.  Engineering,  vol.  106,  no.  2754,  Oct.  11, 
1918,  pp.  416-417,  15  figs.  Principal  data  and  description,  with  details 
of  construction  illustrated. 

The  Fokker  Biplane,  Type  D  VII.  Flight,  vol.  10,  nos.  40,  41  and 
42,  Oct.  3,  10,  and  17,  1918,  pp.  1109-1116,  1142-1144  and  1101-1164,  23  figs. 


42 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Data  relating  to  performance  and  detailed  particulars  of  weights.  Issued  by 
Technical  Department,  Aircraft  Production,  Ministry  of  Munitions.  Also 
in  Aerial  Age,  vol.  8,  no.  8,  Nov.  4,  1918,  pp.  424-427,  20  figs.;  l'Aerophile,  year 
26,  nos.  17-18,  Sept.  1,  1918,  pp.  257-202,  10  figs.:  Aeronautics,  vol.  15,  no. 
259,  Oct.  2,  1918,  pp.  310-316,  23  figs. 

A.  It.  The  French  A.  R.  Biplane.  Aerial  Age,  iol.  8,  no.  7,  Oct.  28,  1918,  pp.  374-37". 
6  figs.  Particulars  of  two-strutter  biplane  of  13.3  m.  span  wihich  has  its 
fuselage  supported  between  planes  on  ash  struts. 

Berg.     The  Austrian  Berg  Single-Seater.     Flight,  vol.   10,    no.  44,  Oct.  31,  1918, 

pp.   1225-1227,   7  figs.      Mounting  of  200-Hp.   Austro-Daimler  engine  with 

which    plane    is    equipped;    tanks;    instruments;    control;      undercarriage. 

(Continuation  of  serial.) 
Continental.     The    Continental    Kb-3T    Training    Tractor,    John    F.     McMahon. 

Aerial  Age,  vol.  8,  no.  6,  Oct.  21,  1918,  pp.  310-317  and  345,  4  figs.     General 

specifications  of  machine  designed  for  cheap  construction  by  the  Continental 

Aircraft  Corporation. 
HalreRstadt.     Keport  on  the  Halbcrstadt  Fighter.     Flight,  vol.  10,  no.  41,  Oct.  10, 

1918,    pp.    1133-1141,    38    figs.      Details    of   performance    and    construction. 

Issued  by  Technical  Department  Aircraft  Production,  Ministry  of  Munitions. 

Supplementing  brief  description  given  in  issue  of  Aug.  1.     Also  in  Engineer, 

vol.  126,  no.  3270,  Oct.  11,  1918,  pp.  302-304,  25  figs. 

Pfaiz.  Report  on  the  Pfalz  Single-Seater  (G141).  Aeronautics,  vol.  15,  no.  257, 
Sept.  18,  1918,  pp.  270-274,  22  figs.  Particulars  and  performance  of  German 
scout  with  streamline-shaped  fuselage.  By  Technical  Department. 
Aircraft  Production,  Ministry  of  Munitions. 

Roland.  The  Roland  Chaser  D  II,  G,  Douglas  Wardrop.  Aerial  Age,  vol.  8,  no. 
6,  Oct.  21,  1918,  pp.  310-312,  9  figs.  Construction  of  fuselage,  planes,  tail, 
engine  and  undercarriage. 

SlEMENS-ScHUOKERT.  A  New  German  Chaser.  Flight,  vol.  10,  no.  39,  Sept.  26, 
1918,  p.  1083,  2  figs.     Characteristics  of  Siemens-Schuckcrt  biplane. 

S  or  with.  The  Sopwith  "Camel."  Automotive  Ind.,  vol.  39,  no.  19,  Nov.  7,  1918, 
pp.  790-791,  (i  figs.  Description  of  late  model  of  British  scout  plane.  Trans- 
lated from  German  aircraft  publication. 

Zeppelin.  The  Zeppelin  Biplane,  Jean  Lagorgette.  Sci.  Am.  Supp.,  vol.  86,  nos. 
2237  and  2238,  Nov.  16  and  23,  1918,  pp.  316-319  and  334-335,  8  figs. 
Description  of  German  bombing  machine  134  ft.  long.     From  Aeroplane. 

PRODUCTION 

Standardization.  Effect  of  Changes  on  Airplane  Output,  Ind.  Man.,  vol.  56,  no.  5, 
Nov.,  1918,  pp.  375-377.  Manufacturers  must  abandon  idea  of  standardized 
production. 

PROPELLERS 

Analysis.  Notes  on  Airscrew  Analysis  (III),  M.  A.  S.  Riach.  Aeronautics,  vol.  15, 
no.  257,  Sept.  18,  1918,  pp.  265-266.  Outlines  process  by  which  experimental 
results  on  airscrews  are  analyzed  and  compared  with  their  respective  calculated 
performances.     (Concluded.) 

Calculations.  Calculating  Airplane  Propeller  Strength  and  Efficiency  (II),  F.  W. 
Caldwell.  Automotive  Eng.,  vol.  3,  no.  9,  Oct.,  1918,  pp.  402-405.  Limit  of 
ceiling,  comparison  of  conventional  designs;  calculations  of  efficiency  during 
climbing;  calculations  for  propeller  chart.     (Concluded.) 

SPECIFICATIONS,  AEROPLANE 

U.  S.  Navy.  Navy  Department  Airplane  Specifications.  Jl.  Soe.  Automotive  Engrs., 
vol.  3,  no.  5,  Nov.  1918,  pp.  325-329.  Issued  for  use  in  connection  with  con- 
tracts and  submission  to  Navy  of  new  and  undemonstrated  designs. 

TRANSATLANTIC  FLIGHT 

Transatlantic  Flight,  Frithiof  G.  Ericson.  Jl.  Soe.  Automotive  Engrs., 
vol.  3,  no.  5,  Nov.  1918,  pp.  319-321.  Favorable  routes;  requirements  of 
airplane;  flight  endurance.     From  Aviation. 

CIVIL    ENGINEERING 

BRIDGES 

Concrete  Bridc.es.  Bridging  the  James  River  at  Richmond, Va.  Cement  &  Eng. 
News,  vol.  30,  no.  1 1,  Nov.  1918,  pp.  15-16.  General  dimensions  of  structure 
consisting  of  18  reinforeed-concrete  arch  spans. 

Reinforced  Concrete  Bridges  and  Their  Architectural  Treatment,  F.  G. 
Engholm.  Contract  Rec,  vol.  32,  no.  45,  Nov.  6,  1918,  pp.  880-883,  0  figs. 
Recommends  considerations  of  fitness,  proportion  and  adaptability  in  design, 
and  moderate  use  of  decorations. 

Reinforeed-Concrete  Trestles.  Sci.  Am.  Supp.,  vol.  86,  no.  2238,  Nov. 
23,  1918,  p.  324,  3  figs.     Viaducts  recently  constructed  by  Can.  Pac.  Ry. 

Design.  New  Impact  Formulas  Needed  in  Designing  Bridges  of  Various  Types, 
J.  A.  L.  Waddell.  Eng.  News-Rec,  vol.  81,  no.  21,  Nov.  21,  1918,  pp.  924-928, 
2  f  gs.  Scarcity  of  experimental  knowledge  of  impact  shown  by  review  of  tests 
and  studies;  group  of  formulas  proposed;  lower  impact  allowances  for  solid- 
floor  bridges  and  concrete  arches. 

The  Principal  Bridges  of  the  World.       Sci.  Am.  Supp.,  vol.  86,  nos.  2235 

p!  and  2236,  Nov.  2  and  9,  1918,  pp.  286-288  and  294.     Comparison  of  their 

size,  importance  and  principles  of  design. 

Highway  Bridges.  Standardization  of  Detail  in  Highway  Bridge  Design,  M  VV. 
Torkelson.  Cement  &  Eng.  News,  vol.  30,  no.  11,  Nov.  1918,  pp.  33-34. 
Practice  of  Wisconsin  Highway  Commission. 

Lift  Bridges.     Scherzcr  Lift-Bridge  at   Keadby   (Ponte  levatoio  tipo  Scherzer  a 
•    Keadby).     Ingegneria  Italiana,  vol.  2,  no.  37,  Sept.  5,  1918,  pp.  131-134,  7 
figs.     Plans,    dimensions   and   details   of   mechanism.     From   Gfnie   Civil, 
Jan.  19,  1918. 


Railroad  Bridges.  Special  Foundation  Work  for  a  Railroad  Bridge,  J.  II.  Merriam. 
Ry.  Age,  vol.  65,  no.  22,  Nov.  29,  1918,  pp.  951-953,  6  figs.  New  Burlington 
structure  over  Platte  River -is  supported  entirely  on  concrete  piles. 

Wilson  Bridge.  The  Wilson  Bridge  at  Lyons.  Engineer,  vol.  126,  no.  3280,  Nov.  8, 
1918,  pp.  387-388,  9  figs.  Drawings,  illustrations  and  description  of  le  pont 
Wilson,  formally  opened  at  Lyons,  July  14,  191S,  and  named  in  honor  of  Presi- 
dent Wilson. 

BUILDING  AND  CONSTRUCTION 

Churches.  Steel  Construction  Characterizes  Chicago  Church.  Eng.  News-Rec, 
vol.  81,  no.  19,  Nov.  7,  1918,  pp.  860-863,  5  figs.  Cantilever  trusses  carry 
front  wall  and  gallery;  dome  trusses  are  supported  by  girders  on  tall  four- 
post  tower  having  no  interior  bracing. 

Concrete  Pedestal  Pile.  The  McArthur  Concrete  Pedestal  Pile.  Contract 
Rec,  vol.  32,  no.  42,  Oct.  16,  1918,  pp.  830-831,  2  figs.  Prcesses  followed  in 
construction  of  pile  consisting  of  a  16-in.  cylindrical  shaft,  with  an  enlarged 
base. 

Fire-Resistive  Construction.  Fire  Resistive  Construction  Committee  Report. 
Eng.  &  Cement  World,  vol.  13,  no.  10,  Nov.  15,  1918,  pp.  13-14,  1  fig.  Speci- 
fications drawn  by  joint  conference  of  representatives  from  ten  American 
technical  societies  and  the  Can.  Soe.  of  Civil  Engrs. 

Railroad  Station.  Toronto's  Union  Station  Nears  Completion.  Contract  Rec., 
vol.  32,  no.  41,  Oct.  9,  1918,  pp.  805-808,  9  figs.  Water-proofing;  roof; 
elevators, 

EtESEBVOtRS,  Oil.  Circular  Earth  Embankment  Lined  with  Concrete  Forms  Oil 
Reservoir,  E.  D.  Cole.  Eng.  News-Rec.,  vol.  18,  no.  21,  Nov.  21,  1918, 
pp.  932-936,  3  figs.  Type  originated  in  California;  introduced  into  Texas 
fields  on  account  of  lack  of  steel;  concrete  roof  carried  on  wood  frame  also 
because  of  lack  of  steel. 

Reinforced  Concrete  Fuel-Oil  Tanks.  Can.  Engr.,  vol.  35,  no.  17,  Oct. 
24,  1918,  p.  370,  2  figs.     Dimensions  and  process  of  executing  work. 

Reservoirs,  Water.  Newton,  Mass.,  Water  Reservoir,  Edwin  H.  Rogers,  Eng. 
Cement  World,  vol.  13,  no.  10,  Nov.  15,  1918,  pp.  9-12,  3  figs.  Details  of  its 
four  rectangular  sections  and  circular  gate  chamber  at  centre,  in  which  are 
installed  a  steel  distributing  tank  and  pipes  from  force  main  to  different 
sections  and  overflow  pipes  and  drains.  From  Proc.  Boston  Soe.  Civil  Engrs. 
Reinforced  Concrete  Reservoirs,  Montevideo.  Engineering,  vol.  106, 
no.  2756,  Oct.  25,  1918,  pp.  453-455,  43  figs.  Description  of  two  6,500,000-gal. 
reservoirs  constructed  for  City  of  Montevideo,  Uruguay,  R.  C.  Parsons, 
Engineer.     Drawings  of  principal  features. 

Scaffolds  and  Falsework.  Safe  Construction  of  Scaffolds  and  Falsework,  T.  F. 
Foltz.  Contract  Rec,  vol.  32,  no.  42,  Oct.  16,  1918,  pp.  826-829.  Outlines 
general  construction  of  pole,  suspended,  outrigger,  carpenters'  bracket  and 
painters'  scaffolds,  and  indicates  their  general  construction  requirements. 
Paper  before  Nat.  Safety  Council. 

Submerged  Structures.  Essentials  of  Proper  Construction,  J.  W.Rollins.  Contract 
Rec,  vol.  32,  no.  44,  Oct.  30,  1918,  pp.  870-873.  Requirements  of  Concrete  for 
submerged  structures. 

EARTHWORK,  ROCK,  EXCAVATION,  ETC. 

Rusting.  Drilling  and  Blasting  in  Construction  of  Halifax  Ocean  Terminals  Railway 
Eng.  &  Contracting,  vol.  50,  no.  21,  Nov.  20,  1918,  pp.  480-481.  Description 
of  some  features  of  work.  From  paper  by  B.  H.  Smith  before  Eng.  Inst,  of 
Canada. 

Quarry  Blasting  with  Electricity.  A.  S.  Anderson.  Du  Pont  Magazine, 
vol.  9,  no.  6,  Dec,  1918,  pp.  20-27,  3  figs.  Ways  of  producing  current  and 
precaution  to  be  observed. 

Park  Construction.  Construction  Plans  Developed  for  the  Bronx  River  Parkway 
Reservation,-L.  G.  Holleran.  Eng.  News-Rec,  vol.  81,  no.  20,  Nov.  14,  1918, 
pp.  899-903,  4  figs.  Designs  of  Park  Commission  contemplate  development 
of  1400  acres  by  grading  and  planting;  numerous  structures  proposed;  work 
to  be  done  by  day  labor. 

HARBORS 

Concrete  Construction.  The  Use  of  Reinforced  Concrete  Construction  in  Harbor 
Work,  A.  F.  Dyer.  Jl.,  Eng.  Inst.  Can.,  vol.  1,  no.  6,  Oct.  1918,  pp.  242- 
251,  11  figs.  Descriptions  derived  from  articles  and  papers  published  in 
technical  journals  and  proceedings  of  technical  societies.  Also  in  Eng.  & 
Contracting,  vol.  50,  no.  21,  Nov.  20,  1918,  pp.  483-485. 

Piers.  Compression  Strengths  of  Large  Brick  Piers.  Eng.  &  Cement  World,  vol.  13, 
no.  10,  Nov.  15,  1918,  p.  25.  Summary  of  conclusions  based  on  past  records 
and  recent  investigation  by  Bureau  of  Standards,  composed  of  tests  on  piers 
2  ft.  6  in.  sq.  by  10  ft.  high  in  which  three  grades  of  brick  were  used. 

Ports.  Railway  Construction  in  Connection  with  the  Halifax  Ocean  Terminals, 
R.  H.  Smith.  Jl.  Eng.  Inst.,  Can.,  vol.  1,  no.  6,  Oct.  1918,  pp.  281-288. 
Methods  employed  and  difficulties  overcome  in  construction  operations  which 
necessitated  considerable  excavation  work  and  presented  other  difficulties. 

St.  John  Harbor,  Alex.  Gray.  Jl.  Eng.  Inst.  Can.,  vol.  1,  no.  6,  Oct., 
1918,  pp.  273-278,  15  figs.  Outstanding  features  in  habor  and  type  of  con- 
struction used  in  wharves. 

The  Port  of  Honduras.     Times  Eng.  Supp.,  no.  527,  Sept.  1918,  p.  193. 
Projected  improvements. 

Sea  Walls.  Drive  Inclined  Precast  Concrete  Slabs  for  Sea  Wall.  Eng.  News-Rec, 
vol.  81,  no.  20,  Nov.  14,  1918,  pp.  897-898,  3  figs.  Acjount  of  new  type  of 
beach  protection  replacing  vertical  concrete  wall  at  Lo-i"  Beach,  Cal. 

Pneumatic  Caisson  Method  of  Quay  Wall  Construction  at  Halifax 
Eng.  &  Contracting,  vol.  50,  no.  21,  Nov.  20,  1918,  pp.  489-490,  2  figs.  From 
paper  by  J.  J.  MaoDonald  before  Eng.  Inst,  of  Canada. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


43 


MATERIALS  OF  CONSTRUCTION 

Timber.  Decay  in  Mill-Roof  Timber,  R.  J.  Blair.  Textile  World  Jl.,  vol.  54,  no.  23, 
Dec.  7,  1918,  pp.  95-101,  4  figs.  How  it  occurs  and  how  it  can  be  pre- 
vented.    (To  be  continued.) 

ROADS  AND  PAVEMENTS 

Canada.  Canadian  Highway  Construction,  Harry  Stewardson.  Contract  Rec, 
vol.  32,  no.  46,  Nov.  13,  1918,  pp.  899-901.  Considers  how  to  distribute  cost 
of  construction  and  maintenance  so  that  necessary  money  can  be  secured  and 
necessary  expense  fairly  placed  upon  people  who  use  roads  and  communities 
which  receive  benefits. 

Highway  Work  in  Ontario.  Good  Roads,  vol.  1G,  no.  20,  Nov.  16,  1918, 
pp.  185-186  and  191.     Progress  made  in  Canadian  Province. 

Roadway  Improvements  in  Ontario,  W.  A.  MacLean.  Contract  Rec, 
vol.  32,  no.  41,  Oct.  9,  1918,  pp.  813-819,  10  figs.  Extracts  from  annual  report 
of  Department  of  Public  Highways  for  1917. 

Concrete.  Concrete  Road  Construction,  William  W.  Cox.  Good  Roads,  vol.  16, 
no.  18,  Nov.  2,  1918,  pp.  165-166  and  169,  1  fig.  Precautions  and  care  to  be 
observed.     Paper  before  Mich.  State  Good  Roads  Assn. 

Vertical  Movements  in  Concrete  Pavements  and  a  Suggestion  Towards 
Their  Elimination,  J.  W.  Lowell.  Eng.  &  Contracting,  vol.  50,  no.  19 
Nov.  6,  1918,  pp.  441-443,  4  figs.     From  paper  before  Am.  Concrete    Inst' 

Cost  Keeping.  Better  System  of  Highway  Cost  Keeping,  J.  J.  Tobin  and  A.  R.  Losh. 
Contract  Rec,  vol.  32,  nos.  44,  45  and  46,  Oct.  30  and  Nov.  6  and  13,  1918, 
pp.  866-869,  886-888  and  903-906,  4  figs.  Study  of  principles  governing  cost 
keeping  and  application  of  these  principles  to  highway  work.  Detail  of  cost 
accounts  and  necessary  codes. 

France.  Principles  Upon  Which  the  French  Highways  Are  Built,  Frank  W.  Harris 
Eng.  News-Rec,  vol.  81,  no.  21,  Nov.  21,  1918,  between  strategic  points 
followed;  great  attention  is  given  to  drainage. 

Location.  Putting  the  Right  Road  in  the  Right  Place,  Rodman  Wiley.  Am.  City, 
vol.  19,  no.  5,  Nov.  1918,  pp.  356-358,  4  figs.  European  practice  in  locating 
road;  importance  of  exercising  good  judgment  in  grading  and  surfacing.  Paper 
before  Ky.  Highway  Engrs.  Assn. 

Macadam.  Capacity  of  Macadam  Roads  for  War  Business  Increased.  Eng.  News- 
Rec,  vol.  81,  no.  22,  Nov.  28,  1918,  pp.  990-992,  5  figs.  Three-foot  concrete 
shoulders  added  at  each  side  without  closing  highways  to  traffic;  war  labor 
conserved  by  using  convicts  for  construction. 

Oiled  Macadam  Roads  Resurfaced  with  Concrete,  E.  A.  Burt.  Eng. 
News-Rec,  vol.  81,  no.  21,  Nov.  21,  1918,  pp.  942-944,  3  figs.  Los  Angeles 
County,  Calfornia,  builds  roads  in  two  sections  to  keep  traffic  moving; 
centre  joint  keeps  autos  on  own  side;  cost  figures. 

Tar- Macadam  v.  Granite  Macadam.  Ellis  W.  Jones.  Surveyor,  vol. 
54,  no.  1399,  Nov.  8,  1918,  p.  220.  Author's  experience  and  recommendation 
that  roads  which  have  to  carry  from  600  to  1,000  tons  a  day  should  be  main 
tained  wich  tar-macadam. 

Maintenance.  Motor  Vehicles  and  Their  Influence  Upon  Road  Construction 
W.  A.  Maclean.  Surveyor,  vol.  54,  no.  1309,  Nov.  8,  1918,  pp.  221-222., 
Record  of  Deputy  Minister  of  Public  Highwys  for  Ontario. 

Road  Maintenance  Methods  and  Devices  Effect  Saving  of  Material 
Labor  and  Fuel.  Eng.  News-Rec, vol.  81,  no.  22,  Nov.  28,  1918,  pp.  981-984 
5  figs.  Bureau  of  Maintenance  and  Repair,  New  York  State  Highways 
Department,  working  through  nine  division  engineers'  endeavors  to  keep, 
war-time  traffic  roads  open  still  conserve  material. 

Mixers.  Direct  Charging  of  Concrete  Mixers.  Mun  Jl.,  vol.  45,  no.  20,  Nov.  10, 
1918,  p.  392.  Feature  of  construction  of  concrete  pavement  in  ten-mile 
section  of  Delaware  road. 

Two  Mixers  on  Variable  Road  Work.  Eng.  &  Cement  World,  vol.  13, 
no.  10,  Nov.  15,  1918,  pp.  31-32,  2  figs.  Methods  followed  in  construcion 
of  a  Western  road. 

Snow  Removal.     Snow  Removal  on  Trunk  Line  Highwavs,  Chas.  J.  Bennett.     Good 
Roads,  vol.  16,  no.  20,  Nov.  16,  1918,  pp.  188-189.     Study  of  the  problem 
and  suggestion  for  its  solution.     Before  conference  On  Snow   Removal  from 
Trunk  High  ways  Automobile  Club  of  America. 

Surfacing.  How  to  Get  Best  Surface  on  a  Concrete  Road,  A.  H.  Hunter.  Cement  & 
Eng.  News,  vol.  no.  11,  Nov.  1918,  pp.  25-28,  2  figs.  Suggestione  in  regard  to 
application  of  forms,  building  of  expansion  joints  and  use  of  roller  and  ball. 

Resurfacing  Part  of  Buffalo-Albany  Turnpike  with  Concrete,  A.  R. 
Hinman,  Cement  &  Eng.  News,  vol.  30,  no.  11,  Nov.,  1918,  pp.  35-36, 
3  figs.     Method  of  carrying  on  work  without  closing  traffic. 

Wood  Roads.  Gasoline  Consumption  Tests  Demonstrate  Value  of  Hard,  Smooth- 
Surfaced  Roads,  A.  N.  Johnson.  Eng.  News-Rec,  vol.  81,  no.  19,  Nov.  7, 
1918,  pp.  843-850,  8  figs.  Gasoline  saving  which  would  pay  for  construction 
of  hard  surface  in  few  years  is  indicated  between  earth  and  smooth  concrete, 
where  daily  motor  traffic  of  500  can  be  expected.  Results  of  some  tests 
and  description  of  methods  employed. 

Paved  Roadways  Aid  Plant  Efficiency,  H.  Colin  Campbell.  Indus. 
Management,  vol.  56,  no.  6,  Dec,  1918,  pp.  471-472,  4  figs.  Plea  for  better 
roadways  around  factory  buildings. 

The  Measure  of  a  Good  Road,  Robert  C.  Barnctt.  Eng.  &  Contracting, 
vol.  50,  no.  19,  Nov.  6,  1918,  pp.  438-440,  3  figs.  Mathematical  treatment 
of  thesis.  Assumptions  of  good  road;  1.  A  straight  line  is  shortest  distance 
between  two  points;  2.  A  plane  of  uniform  slope  is  best  grade  between  two 
points;  3.  A  hard,  smooth  surface  offers  less  tractive  resistance  than  rough 
or  yielding  one. 

The  Vital  Importance  of  the  Highway,  S.  M.  Williams.  Am.  City, 
vol.  19,  no.  5,  Nov.  1918,  pp.  354-355,  1  fig.  Plea  for  establishment  of  Federal 
Highway  Commission. 


WATER  SUPPLY 

Consumption.  Water  Consumption  in  New  York  State  Cities  and  Its  Effect  on  Coal 
Consumption.  Am.  City,  vol.  19,  no.  5,  Nov.  1918,  pp.  376-378.  From  a 
report  compiled  by  the  State  Bureau  of  Municipal  Information  of  the  New 
York  State  Conference  of  Mayors. 

Mains  in  Winter.  Waterworks  Operation.  Mun.  Jl.,  vol.  45,  no.  21,  Nov.  23, 
1918,  pp.  408-410.     Methods  of  thawing  water  mains  and  services. 

Pollution.  Sanitary  Aspects  of  Water  Supplies  at  Army  Cantonments,  James  T.  B. 
Bowles.  Eng.  &  Contracting,  vol.  50,  no.  20,  Nov.  13,  1918,  p.  460.  From 
Sept.  Jl.  of  Am.   Waterworks  Assn. 

Railway  Water  Supply.  New  Water  Treating  Plants  for  the  Burlington.  Ry.  Rev., 
vol.  63,  no.  19,  Nov.  9,  1918,  pp.  661-666,  10  figs.  Use  of  reinforced-concreto 
tanks  on  Casper  division;  various  conditions  of  water  supply:  different  types 
of  construction. 

Railwaj  Water  Supply  from  Wells.  Ry.  Rev.,  vol.  63,  no.  19,  Nov.  9, 
1918,  pp.  669-671.  From  report  of  committee  on  sources  of  railway  water 
supply,  to  Am.  Ry.  Bridge  and  Building  Assn.,  Chicago,  Oct.  15,  1918,  by 

C.  R.  Knowles,  chairman. 

Sand  Filters.  Coagulants  Versus  Sand  Filters  as  Aid  to  Water  Purification  in  the 
Field,  H.  S.  Briggs  and  E.  R.  Marie.  Contract  Rec,  vol.  32,  no.  46,  Nov.  13, 
1918,  pp.  906-908.  Description  of  installation  embodying  alum  process. 
From  Roy.  Engrs.  Jl. 

Drifting  Sand  Filter,  Toronto  Island,  Geo.  G.  Nasmith  and  N.  J. 
Howard.  Can.  Engr.,  vol.  35,  no.  17,  Oct.  24,  1918,  pp.  359-364,  6  figs. 
Report  of  bacteriological  and  physical  tests  performed  on  section  comprising 
five  filter  units. 

Toronto's  Drifting  Sand  Filter.  Mun.  Jl.,  vol.  45,  no.  20,  Nov.  16, 
1918,  pp.  390-392.  Construction  and  operation:  bacteriological  and  physical 
tests;  conclusions  as  to  efficiency  of  plant. 

WATERWAYS 

Dams.     High-Pressure  Gates  in  Dams  for   Water-Works  and  Irrigation  Reviewed. 

D.  W.  Cole.  Eng.  News-Rec,  vol.  81,  no.  20,  Nov.  14,  1918,  pp.  880-884, 
5  figs.  From  sluice  gates  in  Sudbury  Dam  of  Boston  Water-  Works  through 
various  stages  of  gate  development  in  high  dams  of  U.  S.  Reclamation  Service. 
From  paper  presented  at  Idaho  conference  of  engineers  in  1918. 

Modifications  in  the  Character  of  a  Water  Stream  Produced  by  Con- 
struction of  a  Dam  (Modifications  apportees  au  regime  d'un  cours  apres 
l'^tablissement  d'un  barrage),  K.  Zorayan.  Revue  G6nerale  de  l'Electricitfi , 
vol.  4,  no.7,  Aug.  17,  1918,  pp.  226-229,  5  figs.  Chart  for  tracing  output 
curve  knowing  the  declivity  of  a  water  course  and  the  height  of  water  in 
dam. 

Gates.  Some  Experiences  with  Large-Capacitv  Reservoir  Outlets,  James  M.  Gaylord. 
Eng.  News-Rec,  vol.  81,  no.  21,  Nov.  21,  1918,  pp.  945-950,  2  figs.  Specially 
designed  gates  control  discharge  of  immense  volumes  of  water  under  pressures 
above  200  ft. ;  difficulties  and  how  they  have  been  overcome.  Paper  before 
Colorado  Assn.  of  members  of  Am.  Soc.  of  Civil  Engrs. 

Run-Off.  Progress  Report  of  Committee  on  Run-Off.  Jl.  Boston  Soc.  Civil  Engrs., 
vol.  5,  no.  9,  Nov.,  1918,  pp.  387-422,  3  figs.  Use  of  the  current  meter  in  stream 
gaging;  0.2  and  0.8  method  in  power  canals;  precipitation,  evaporation  and  run- 
off; effects  of  ice  on  river  discharge;  methods  to  be  used  in  compilation  of 
data. 

Stream  Regulation.  Stream  Regulations  in  Quebec  Province,  Olivier  Lefebvre. 
Can.  Engr.,  vol.  35,  no.  19,  Nov.  7,  1918,  pp.  399-402  and  411,  5  figs.  Account 
of  increase  in  water  power  by  using  Lakes  St.  Francis  and  Aylmer  as  storage 
basins  and  indications  of  possible  developments.  From  Annual  Report  of 
Quebec  Streams  Commission. 

ELECTRICAL   ENGINEERING 

ELECTROCHEMISTRY 

Reduction  of  Metals.  Electric-Furnace  Reduction  of  Certain  Metals  Suscep- 
tible of  Industrial  Utilization  (Sur  la  preparation  au  four  electrique  de  quelques 
m£taux  susceptibles  d'utilisation  industrielle),  Jean  Escard.  Revue  G6ne>ale 
dp  l'Electricite,  vol.  4,  no.  11,  Sept.  14,  1918,  pp.  375-386,  3  figs.  Notes  on 
reduction  of  barium,  calcium,  glucinum,  cobalt,  nickel,  titanium,  manganese, 
chromium,  molybdenum,  tungsten,  vanadium. 

EI.ECTROPHYSICS 

Distribution,  Electrostatic.  The  Electron  Theory  of  Metallic  Conductors 
Applied  to  Electrostatic  Distribution  Problems,  L.  Silberstein.  Lond., 
Edinburgh  &  Dublin  Phil.  Mag.,  vol.  36,  no.  215,  Nov.,  1918,  pp.  413-420. 
General  expression  for  equilibrium  distribution  in  terms  of  total  charge  and 
potential  of  external  field,  and  application  of  general  formula  to  cases  of  full 
spherical  conductors  and  hollow  sphere. 

Periodic  Currents.  Oscillating  Energy  (Encrgie  oscillante),  G.  Szarvady.  Revue 
G6nerale  de  l'Ectricite,  vol.  4,  no.  12,  Sept.  21,  1918,  pp.  411-422,  2  figa. 
Application  of  Ohm's  law  and  Kirchoff's  laws  to  watt  currents  and  wattless 
components  of  electromotive  forces  and  intensities  of  periodic  currents. 

Saturation.  On  the  Calculation  of  Magnetic  and  Electric  Saturation  Values,  J.  R. 
Ashworth.  Lond.,  Edinburgh  &  Dublin  Phil.  Mag.,  vol.  36,  no.  214,  Oct., 
1918,  pp.  351-360.  Deduces  Ia=\/(R  /R1  )  where  /g  is  limiting  intensity  of 
magnetization,  R  the  gas  constant  and  R>  the  reciprocal  of  the  product  of  sus- 
ceptibility into  absolute  temperature;  also  (!»  =  t/(R/S),  where  ie  is 
maximum  current  density  a  conductor  can  carry,  S  ratio  of  resistivity  to 
absolute  temperature  and  V  the  velocity  of  electron  as  it  passes  along  con- 
ductor. 

Vacuum  Phenomena.  Rectification  by  Vacuum  Discharge,  T.  Kujirai.  Donki 
Gakkwai  Znsshi,  no.  361,  Aug.  31,  1918. 


44 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Theory  of  Coolidge  Tube  (Sur  la  theorie  du  fonctionnement  du  tube 
Coolidge  h  radiatcur),  A.  Dauvillien.  Revue  G£n6rale  de  l'Electricite, 
vol.  4,  no.  13,  Sept.  28,  1918,  pp.  443-445.  Explains  increase  in  resistance 
by  presence  of  large  quantity  of  oxygen  liberated  at  focus  and  by  partial  oxida- 
dation  of  filament,  together  with  formation  of  double  layer  which  diminishes 
electronic  emission. 

Vibration,  Mechanical  Generating  Electrical  Energy.  Experiments  on  the 
Effect  of  the  Vibration  of  a  Stretched  Wire  Forming  Part  of  a  Closed  Electric 
Circuit,  Henry  Jackson.  I'roc.  Hoy.  Soc.,  vol.  95,  no.  A66.r),  Sept,.  2,  1918, 
pp.  51-57.  Experiments  with  sensitive  telephone  detector  which  in  author's 
judgment  confirm  Marran's  suggestion  that  a  mechanical  vibration  or  note 
produces  electricity, 

GENERATING  STATIONS 

ALTERNATORS  in  Parallel.  Synchronizing  Alternators  Coupled  in  Parallel  (La 
misc  en  phase  dans  le  couplagc  en  parallels  dcs  alternateurs).  Elivind  Styff. 
Revue  Generate  de  l'Electricite,  vol.  4,  no.  13,  Sept.  28,  1918,  pp.  460-465, 

11  figs.      Schemes  of  connections  and  diagrams  of  electromotive  forces.      From 
Elektrotcchnischc  Zeitschrift,  vol.  38,  Sept.  20,  1917,  p.  401. 

Turho-Alternators  Accidents  to  Steam  Turbo-Alternators  (Au  sujet  dcs  accidents 
aux  turbo-alternaleurs  a  vapeur),  P.  Boucherot.  Revue  G6ne>ale  de  l'Elec- 
tricite, vol.  4,  no.  13,  Sept.  28,  1918,  pp.  457-4(10.  Report,  of  Sub-Committee 
of  1'nion  of  Electrical  Syndicates  proposing  as  a  result  of  studies:  (])  modifi- 
cations in  present  designs  of  turbo-alternators,  (2)  modifications  in  usual  speci- 
fications, and  (3)  dispositions  to  reduce  loss  when  accident  occurs 

The  Production  of  Electricity  by  Steam  Power,  Alex.  Dow.  Elccn.,  vol. 
81,  no.  2111,      Nov.   1,   1918,  pp.  555-557.      Abstract  of  address  before  Am. 

Electrochemical  Soc. 

GENERATORS  AND    MOTORS 

Direct  Current  Motors.  Weight  of  Direct  Current  Motors,  A.  Brunt  Elec. 
Eng.,  vol.  52,  no.  2,  Aug.,  1918,  pp.  28-29,  2  figs.  Requirements  of  direct- 
current  motors  and  graphs  showing  relation  between  weight  and  torque  for 
commutating-pole  and  non-commutating-polc  motors,  and  also  between  weight 
and  torque  for  various-makes  of  apparatus. 

Induction  Motors.  Changing  Speed  of  Induction  Motors.  Power  Plant  Eng  , 
vol.  22,  no.  22,  Nov.  15,  1918,  pp.  926-928,  2  figs.  Possible  speed  changes  of 
induction  motors  to  suit  conditions  in  power  plants, 

lioi.LiNG-MiLL  Motors.  Standardizing  Large  Rolling  Mill  Motors,  K.  Pauly.  Blast 
Furnace,  vol.  6,  no.  10,  Oct.  1918,  pp.  411-414,  1  fig.  Suggests  motors  be 
rated  on  continuous  capacity  at  some  particular  temperature  in  order  to  avoid 
present  difficulties  of  users  of  large  rolling-mill  motors.  Paper  before  Assn. 
Iron  &  Steel  Elec.  Engrs. 

Single-Phase  Generators.  Armature  Reaction  and  Wave  Form  of  a  Single-Phase 
Generator  (in  Japanese),  G.  Shimizu.  Denki  Gakkwai  Zasshi,  no.  362, 
Sept.  10,  1918. 

Starting  Resistances.  Method  for  Determining  Resistance  Used  for  Starting 
Various  Types  of  Motors,  B.  W.  Jones.  Power,  vol.  48,  no.  21,  Nov.  19, 
1918,  pp.  740-744,  6  figs.  A  simple  method  for  determining  the  ohmic  value  of 
resistance  used  for  starting  series,  shunt  and  compound-wound  direct- 
current  motors  and  wound-rotor  induction  motors  under  various  load 
conditions. 

Synchronous  Motors.  For  and  Against  Synchronous  Motors,  Will  Brown.  Elec. 
World,  vol.  72,  no.  21,  Nov.  23,  1918,  pp.  982-984.4  figs.  Four  objections  that 
that  have  been  frequently  made  to  using  synchronous  motors;  discussion 
showing  how  conditions  have  changed;  synchronous  motors  and  unity  power 
factors. 

Temperature  Rise.  Guarantees  for  Temperature  Rise  in  Electrical  Machinery,  with 
Special  Reference  to  Large  Turbo-Generators,  A.  E.  Du  Pasquier.  Tran. 
South  African  Inst.  Elec.  Engrs.,  vol.  9,  part  7,  July  1918,  pp.  127-137  and 
(discussion)  pp.  137-140.  Urges  that  there  is  no  good  reason  for  restricting 
temperature  rises,  providing  suitable  materials  are  obtainable  for  with- 
standing the  heat  conditions  that  may  arise. 

LIGHTING  AND  LAMP   MANUFACTURE 

Arc-Lamp  Globes.  Renovation  of  Discolored  Arc-Lamp  Globes,  Alfred  Herz. 
Elec.  World,  vol.  72,  no.  20,  Nov.  16,  1918,  pp.  935-936,  2  figs.  Description  of 
a  system  of  removing  stain  by  heat  treatment. 

Need  for  Improved  Lighting  in  the  Leather  Industry,  F.  H.  Bernhard. 
Elec.  Rev.,  vol.  73,  no.  20,  Nov.  16,  1918,  pp.  759-765,  7  figs.  Tenth  of 
series  of  articles  on  lighting  in  industries. 

Lighting  (General).  Daylight  vs.  Sunlight  in  Sawtooth-Roof  Construction,  W.  S. 
Brown,  Jl.  Am.  Soc.  Mech.  Engrs.,  vol.  40,  no.  12,  Dec.  1918,  pp.  1025-1029, 
5  figs.  Empirical  research  of  amount  of  direct  sunlight  and  intensity  of  day- 
light to  be  admitted  on  working  plane  in  sawtooth  construction;  equation  to 
determine  time  of  admission  of  direct  sunlight  and  number  of  hours  of  its 
duration  with  given  orientation  of  sawtooth  buildings  and  slope  of  lighting 
area;  influence  of  size  and  slope  of  sawtooth  lighting  area  on  relative  intensity 
of  daylight  from  northern  sky;  examples  illustrating  manner  of  computing 
amount  of  diffused  light  entering  building  under  several  conditions.  Pre- 
sented at  annual  meeting  of  the  Soc. 

Elements  of  Illuminating  Engineering  (III),  Ward  Harrison.  Elec. 
Eng.,  vol.  52,  no.  2,  Aug.  1918,  pp.  30-34,  4  figs.  Essentials  in  illumination 
design — coefficients  of  utilization,  location  of  light  sources,  and  recommended 
minimum  spacings  and  minimum  heights  above  plan  of  illumination  for  various 
units. 

Lighting  in  Its  Relation  to  the  Eye,  C.  E.  Fcrree  and  G.  Rand.  Proc. 
Am.  Phil.  Soc,  vol.  57,  no.  5,  1918,  pp.  440-478,  9  figs.  Report  of  work  of 
sub-committee  on  Hygiene  of  the  Eye  of  Am.  Medical  Assn.,  involving  an 
extensive  experimentation  on  effect  of  different  lighting  conditions  on  eye,  and 
investigation  of  factors  in  lighting  situation  causing  eye  to  lose  in  efficiency 
and  experience  discomfort. 


Some  Modern  Methods  of  Lighting,  Geo.  H.  Stickney.  Nat.  Engr., 
vol.  22,  no.  10,  Oct.  1918,  pp.  469-477,  7  figs.,  and  (discussion),  pp.  477-479. 
Analysis  of  elements  of  lighting  systems  required  by  factories,  offices  and 
stores.     Paper  before  Nat.  Assn.  of  Stationary  Engrs! 

War  Time  Lighting  Economics,  Elec.  World,  vol.  72,  no.  19,  Nov.  9, 
pp.  885-887.  Salient  features  of  report  prepared  by  War  Service  Committee 
of  Illuminating  Engineering  Society  for  U.  S.  Fuel  Administration;  falaciea 
to  be  avoided;  making  maximum  use  of  daylight. 

Reflecting  and  Diffusing  Light.  Reflecting  and  Diffusing  Light,  Ward  Harrison. 
Textile  World  Jl.,  vol.  54,  nos.  18,  20,  21  and  22,  Nov.  2,  16,  23  and  30,  1918, 
pp.  61  and  71,  4  figs.,  25-27,  1  fig.,  59-63,  5  figs.,  and  33,  5  figs.  Properties  of 
accessories  necessary  for  good  industrial  illumination. 

Steel  Mills.  Better  Lighting  of  Iron  and  Steel  Mills  and  Fabricating  Plants,  F.  H. 
Bernhard.  Elec.  Rev.,  vol.  73,  no.  22,  Nov.  30,  1918,  pp.  841-845,  7  figs. 
Eleventh  of  series  of  articles  on  improvement  of  lighting  in  industries. 

MEASUREMENTS  AND  TESTS 

Galvanometers.  The  Einthoven  Galvanometer,  Samuel  D.  Cohen.  Wireless 
World,  vo..  6,  no.  68,  Nov.  1918,  pp.  437-438.  Special  simple  construction  of 
Einthoven  type  used  by  writer  for  measuring  radio  receiving  currents.  From 
Elec.  Experimenter, 

INSULATION  Measurement.  Electrolytic  Method  of  Measuring  Electrostatic  Field 
of  Insulators  (La  mesure  du  champ  electrostatic  dans  les  isolateurs 
d'aprds  la  methode  eJectrolytique),  W.  Estorff.  Revue  GeneValc  de 
I  Klectricite,  vol.  4,  no.  12,  Sept.  21,  1918,  pp.  433-434,  1  fig.  A  small 
line  is  placed  between  electrodes  in  electrolyte  and  ratio  of  resistances 
of  distances  between  line  and  each  electrode  is  determined  by  Wheatstone 
bridge  operating  circuit  with  alternating  current;  correction  coefficient  for  air 
values  is  determined  in  similar  manner.  From  Elektrotcchnischc  Zeitschrift, 
vol.  39,  Feb.  7,  14  and  2!,  pp.  53,  62  and  7(1,  28  figs. 

Some  Notes  on  Leakage  Indicators,  G.  W.  Stubbings.  Electricity,  vol. 
32,  no.  1451,  Aug.  30,  1918,  pp.  453-454,  1  fig.  Principle  of  instruments 
measuring  slate  of  insulation  of  a  complete  electrical  system. 

Meters.  The  Demand- Meter  Situation,  C.  F.  Mathes.  Elec.  World,  vol.  72,  no.  22, 
Nov.  30,  1918,  pp.  1024-1020.  Critical  discussion  of  demand  meters,  pointing 
the  advantages  that  are  gained  through  use  of  well-known  types  of  these 
instruments  and  remedies  for  some  of  the  troubles  encountered  in  their  practical 
application. 

Official  Testing  Laboratories.  British  Electrical  Proving  House.  Times  Eng. 
Supp.,  no.  527,  Sept.  1918,  p.  197.  Essentials  of  schemed  testing  institution, 
with  authoritative  credentials,  to  deal  with  types  of  apparatus  rather  than  with 
individual  specimens. 

Test  Rinc  Method.  Test  Ring  Method  for  Determining  Transformer  Ratio  and 
Phase  Error,  H.  S.  Baker.  Elec.  Rev.,  vol.  73,  no.  20,  Nov.  10,  1918, 
pp.  766-769,  6  figs.  Use  of  special  watt  meter  and  current  transformer  for 
current  transformer  testing.     From  paper  before  Am.  Inst,  of  Elec.  Engrs. 

POWER  APPLICATION 

Cement  Industry.  Electric  Motors  in  the  Cement  Industry.  R.  B.  Williamson. 
Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  37,  no.  11,  Nov.  1918,  pp.  1237-1273,  9  figs 
Outline  of  various  kinds  of  machinery  used,  and  data  as  to  power  requirements; 
description  of  types  of  motor  best  suited  to  each  application  together  with 
starting  characteristics,  o\  erload  capacity,  torque  and  other  features.  Also 
in  Elec.  Rev.,  vol.  73,  nos.  20  and  21,  Nov.  23  and  26,  1918,  pp.  770-771  and 
813-814. 

Coal  Mining.  Explosionproof  Equipments  of  Colliery  Motors  and  Accessories  (in 
Japanese).     Denki  Gakkwai  Zasshi,  no.  363,  Oct.  10,  1918. 

The  Use  of  Electric  Power  in  the  Mining  of  Anthracite  Coal,  J.  B. 
Crane.  Proc.  Am.  Inst.  Elec.  Engrs  ,  vol.  37,  no.  10,  Oct.  1918,  pp.  1197-1202, 
7  figs.  Power  cost  and  current  consumption  of  anthracite  mines,  also  of 
bituminous  mines;  estimates  of  additional  coal  obtainable  by  electrification  of 
anthracite  mines,  illustrations  showing  representative  installations  of  electric 
drive. 

Furnaces.  Notes  on  Electric-Furnace  Problems,  J.  L.  McK.  Yardley.  Bui.  Am. 
Inst.  Min.  Engrs.,  no.  142,  Oct.  1918,  pp.  1593-1598,  4  figs.  Analysis  made  to 
determine  maximum  capacity  and  approximate  performance  of  a  new  furnace 
designed  to  operate  at  160  volts  on  a  60-cycle  current. 

Power  Factor  of  the  Electric-Arc  Furnace  -Fattore  di  potenza  dei  forni 
elettrici  ad  arco',  O.  Scarpa.  Revista  Tecnica  d'Eletrricita,  no.  1891,  Oct. 
25, 1918,  pp.  105-106.  Presents  formula  for  power  factor  of  arc  including  power 
factor  of  furnace  and  ohmic  resistance  of  electrodes. 

Technical  Analysis  of  Industrial  Electric  Furnaces;  Classification,  Choice 
of  Apparatus,  Installation  and  Operation  (Considerations  techniques  sur  les 
fours  electriques  industriels;  classification  choix  des  appareils,  installation 
mode  d'emploi  et  conduite)  Jean  Escard.  Revue  Generale  de  l'Electricite, 
vol.  4,  no.  16,  Oct.  19,  1918,  pp.  575-591,  31  figs.  Electric  arc  furnaces; 
electric  resistance  furnaces;  induction  furnaces;  electrothermoticand  aluminum 
furnaces. 

The  Electric  Furnace  After  the  War,  Francis  A.  J.  Fitzgerald.  Elec. 
Rev.,  vol.  73,  no.  19,  Nov.  9,  1918,  pp.  726-727,  2  figs.  Effect  of  the  war 
upon  electric  furnaces;  new  uses  to  replace  war's  needs;  tendencies  in  furnace 
design. 

Heating.  Electric  Heat  for  Drying  and  Baking,  George  J.  Kirkgasser.  Indus- 
Management,  vol.  56,  no.  6,  Dec.  1918,  pp.  489-495,  11  figs.  Types  of  indus- 
trial apparatus  that  have  had  rapid  development  during  past  five  years. 

Electric  Thermal  Storage  Heaters  for  Rooms,  English  Mechanic  &  World 
of  Sci.,  vol.  108,  no.  2796,  Oct.  25,  1918,  pp.  15.5-156.  Summary  of  report  used 
by  Committee  of  Swiss  Electrotechmcal  Union.  From  Schweizerischer 
Elektrotechnischer  Verein,  Bui.,  June  1918. 

Electrically  Heated  Industrial  Appliances  and  Devices,  George  J.  Kirk- 
gasser. Indus.  Management,  vol.  56,  no.  5,  Nov.  1918,  pp.  417-423,  32  figs 
Outlines  most  important  applications  classified  for  18  different  industries 
and  shows  many  of  simpler  devices. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


45 


Ikon  Ore  Miking.  Central  Station  Service  Used  in  Operation  of  New  Jersey  Iron 
Ore  Mines,  L.  R.  W.  Allison.  Elec.  Rec.,  vol.  24,  no.  4,  Oct.  1918,  pp.  24-26, 
5  figs.  Installation  where  energy  generated  at  steam  station  is  transmitted 
to  mines  at  33,000  volts  for  operation  of  pumps,  air  compressors,  hoists,  etc., 
involving  consumption  of  600,000  kw-hr.  per  month. 

Lime  Plant.  A  Modern  Motor-Driven  Lime  Plant.  Cement  &  Eng.  News,  vol.  30 
no.  11,  Nov.  1918,  pp.  19-20,  4  figs.  Processes  in  electrically  driven  plant 
utilizing  waste  marble. 

Pimping.  Electricity  Supersedes  Steam  in  Los  Angeles,  Eng.  &  Cement  World, 
vol.  13,  no.  10,  Nov.  15,  1918,  pp.  18-19,  3  figs.  Electrical  operation  of 
pumping  plants,  it  is  said,  will  effect  an  annual  saving  of  18,000  bbl.  of  fuel 
oil.     Also  in  Elec.  Rev.,  vol.  73,  no.  19,  Nov.  9,  1918,  pp.  723-725,  3  figs. 

High  Efficiencies  Shown  bv  Motor-Driven  Water  Works  Pumps,  Geo 
H.  Gibson.  Can.  Engr.,  vol.  35,  no.  19,  Nov.  7,  1918,  pp.  412-413,  2  figs. 
Data  on  two  12-in.  centrifugal  pumps. 

Rolling  Mills.  Electrically  Driven  Mills  at  Bethlehem,  J.  T.  Sturtevant.  Rlast 
Furnace,  vol.  6,  no.  10,  Oct.  1918,  pp.  417-419,  10  figs.  Layout,  equipment, 
power  consumption  and  tonnage  on  eleven  installations  at  Lehigh  plant, 
where  G.  E.  induction  motors  are  used. 

Ship  Propulsion.  Electricity's  Part  in  Building  and  Navigating  of  Ships,  II  A. 
Hornor.  Elec.  Eng.,  vol.  52,  no.  2,  Aug.  1918,  pp.  15-22,  20  figs.  Considera- 
tions entering  into  selection  of  propulsion;  commercial  angle,  first  cost, 
efficiency,  safetj  ,  upkeep,  cost  of  operation,  etc.;  propelling  machinery  of 
various  ships.     (Concluded.) 

Silk  Industry.  Electric  Drive  Applied  to  Silk  Iudustrv,  Charles  T.  Guilford,  Elec- 
Rev.,  vol.  73,  no.  22,  Nov.  30, 1918,  pp.  855-857,  4  figs.  Advantages  of  central- 
service  for  this  work;  selection  of  motors  and  drives;  interesting  data  on  pre- 
sent installations. 

Sugar  Mills.  Complete  Electrification  of  Sugar  Mills,  Clarence  G.  Hadlev. 
Elec.  World,  vol.  72,  no.  22,  Nov.  30,  1918,  pp.  1022-1024,  2  figs.  Extensive 
application  of  motors  in  this  industry  of  recent  origin;  satisfactory  results 
obtained  in  new  Cuban  mills,  showing  possibilities  that  may  arise  in  this 
field  as  it  is  developed. 

TELEGRAPHY  AND  TELEPHONY 

Radio  Telegraphy  and  Telephony.  A  Combination  Circuit  for  Tube  and  Crystal. 
Wireless  Age,  vol.  6,  no.  2,  Nov.  1918,  p.  21,  1  fig.  Combined  or  individual 
use  of  vacuum  tube  and  crystql  rectifier. 

A  New  Protective  Condenser.  Wireless  Age,  vol.  (i,  no.  2,  Nov.  1918, 
p.  34,  1  fig.  Designed  to  protect  electrical  transmission  lines  from  effect 
of  high-frequency  disturbances. 

A  Novel  Radio  Telegraph  Aerial.  Wireless  Age,  vol.  (i,  no.  2,  Nov.  1918, 
p.  20,  1  fig.  Type  having  series  of  coils  inserted  in  antenna  from  earth  to 
free  end. 

A  Thermionic  Valve  Slopemeter,  E.  V.  Appleton.  Wireless  World, 
vol.  6,  no.  68,  Nov.  1918,  pp.  458-460,  3  figs.  Derives  formula  to  compute 
slopes  of  grid  voltage-anode  current  and  plate  voltage-anode  current  curves 
at  any  particular  operating  plant. 

Marconi's  Improved  Radio  Transmitter.  Wireless  Age.  vol.  6,  no.  2, 
Nov.  1918,  pp.  19-20,  3  figs.  Method  of  producing  continuous  oscillations 
by  overlapping  wave  trains. 

Method  for  Exhausting  Vacuum  Tubes.  Win  less  Age,  vol.  li,  no  2, 
Nov.  1918,  pp.  20-21,  1  fig.  Apparatus  which  provides  for  heating  anode  by 
vigorous  bombardment  of  electrons  without  endangering  filament,  this  being 
method  to  drive  gases  from  plate. 

Propagation  of  Electric  Currents  in  an  Antenna  (Propagation  des  couranta 
Glectriques  dans  une  antenne),  H.  Chireix.  Revue  Generale  de  l'Electricite, 
vol.  4,  no.  11,  Sept.  14,  1918,  pp.  363-374,  9  tigs.  Formulae  Ml  in 
general  case  of  non-homogenous  antennae,  (2)  when  antenna  consists  of  one 
branch,  (3)  when  it  consists  of  two,  and  (4)  when  it  consists  of  three  branches 
having  different  self-inductances  and  different  capacities 

Solid-Contact  Detectors  (Contribution  a  l'etude  des  detecteurs  a  contacts 
solides).  Ren6  Audubert.  Journal  de  Physique,  vol.  7,  May-June  1918, 
pp.  127-128.  Study  of  physical  phenomena  which  probably  take  in  the  action 
of  crystal  deteotors  used  in  wireless  telegraphy.      (To  be  continued.) 

Some  Aspects  of  Radio  Telephony  in  Japan,  Eitaro  Yokoyama.  Wireless 
World,  vol.  6,  no.  68.  Nov.  1918,  pp.  430-435,  8  figs.  Account  of  recent 
discoveries:  Evolution  of  a  rarefied  gas  discharger.     (To  be  continued.) 

The  Radioelectric  Installation  at  Stavanger,  Norwav  (Stavanger  Radiol, 
Olaf  Moe.  Tekntsk  Ukeblad,  year  65,  no.  43,  Oct  25,  1918,  pp.  595-514,  23 
figs.     (To  be  continued.) 

Telephony  (Wire).  How  to  Locate  Telephone  Troubles.  J.  Bernard  Hecht, 
Telephony,  vol.  75,  nos.  21,  22  and  23,  Nov.  23,  30  and  Dec.  7,  1918,  pp.  32-34, 
3  figs.:  13-16,  10  figs,  and  16-18,  2  figs.  Rural  line  telephones  and  their 
circuits.  Suggestions  to  managers,  wire  chiefs  and  troublemen  of  local 
battery  exchanges.     (Continuation  of  serial.) 

Wave-Length  and  Weakening  of  Telephone  Circuits  (Longueur  d'onde 
et  affaiblissement  des  circuits  teJeponiques) ,  Pomey.  Revue  Gcn6rale  de 
l'Electricite,  vol.  4,  no.  8,  Aug.  24,  1918,  pp.  251-253.  Simplification  of  author's 
formula  for  constant  B  given  in  Aug.  3  issue. 

TRANSFORMERS,  CONVERTERS,  FREQUENCY  CHANGERS 

Transformers,  A.  C.  Study  of  the  Calculations  Involved  in  the  Design  of  Large 
Capacity  Transformers  for  Use  with  Electric  Furnaces  (Etude  sur  le  calcul  de 
transformateurs  a  forte  intensity  pour  fours  electriques),  R.  Jacquot.  Revue 
Generate  de  l'Electricite,  vol.  4,  no.  15,  Oct.  12,  1918,  pp.  523-536,  9  figs. 
Explains  sudden  variations  in  efficiency  and  voltage  drop  by  conditions  of 
varying  load  and  suggests  practical  and  economical  modifications.  (To  be 
continued.) 

Rectifiers.  Three-Phased  Current  Rectifier  (Convcrtitore  di  correnti  trifasi  in 
correnti  continue).  O.  M.  Corbino.  L'Elettrotecnica,  vol.  5,  no.  28,  Oct. 
5,  1918,  pp.  392-394,  3  figs.     Apparatus  operating  by  rotary  mercury  jet. 


Substations.  Electric  Railway  Substations  for  Automatic  Transformation  (Sottos- 
tazioni  di  trasformazione  automatiche  per  l'alimentazione  de  fcrrovie 
elettriche),  A-  Gusmano.  L'Elettrotecnica,  vol.  5,  no.  31,  Nov.  5,  1918, 
pp.  444-446,  6  figs.     Principles  of  system  followed  in  America. 

Transformers,  D.  C.  Size  and  Working  Cost  of  Machines  for  Continuous-Current 
Transformation,  Thomas  Carter.  Elecn.,  vol.  81,  no.  2108,  Oct.  11,  1918. 
4  figs.  Methods  of  continuous-current  transformation;  differences  between 
three  schemes;  conclusions  in  regard  to  cost  and  method  of  operation;  curves 
of  overall  efficiency  of  transformer:  schemes  for  variable-speed  motors. 

Frequency  Changer.  Radio  Frequency  Changers,  E.  E.  Bucher.  Wireless  Age, 
vol.  6,  no.  2,  Nov.  1918,  pp.  10-13,  8  figs.  Reported  progress  in  their 
application  to  wireless  telegraphic  and  telephonic  communication.  (To  be 
continued.) 

TRANSMISSION,  DISTRIBUTION,  CONTROL 

Distribution,  Three-Phase.  Economic  increase  Made  in  Distribution  Capacity, 
S.  Bingham  Hood.  Elec.  World,  vol.  72,  no.  22,  Nov.  30,  1918,  pp.  1030- 
1032,  7  figs.  Saving  of  copper  and  transformers  by  replacing  old  overloaded 
2300-volt  system  with  2300-2400-volt  star-connected,  three-phase,  common- 
neutral   primary   and   interconnected   secondary. 

How  to  Remedy  Inconveniences  of  Excessive  Overload  in  Three-Phase 
Network  (Comment  peut-on  remedier  aux  inconvenients  d'une  tres  forte 
surcharge  dans  un  r£seau  triphase),  E.  Piernet.  Revue  Generate  de  l'Elec- 
tricite, vol  4,  no.  15,  Oct.  12,  1918,  pp.  540-544,  2  figs.  Proposes  adjustment 
of  step-up  and  step-down  transformers  so  as  to  be  able  to  dispose  of  voltage 
U  so  long  as  delivered  power  does  not  exceed  a  certain  limit  and  of  voltage 
6V3  when  delivered  power  exceeds  this  limit. 

Interconnection.  More  Light  on  New  England  Interconnection.  Elec.  World, 
vol.  72,  no.  22,  Nov.  30,  1918,  pp.  1027-1029,  1  fig.  Estimated  savings  to  be 
exceeded;  convenient  energy-exchange  arrangements;  railroad  electrification 
possible  without  buying  new  generators;  price  at  which  tie-line  energy  can  be 
sold.  From  paper  by  L.  L.  Elden  before  Boston  Section  of  Am.  Inst,  of  Elec. 
Engrs. 

Relays.  Factors  to  Consider  in  Applying  Relays,  E.  A.  Hester,  Elec.  World,  vol.  72, 
no.  20,  Nov.  16,  1918,  pp.  931-934,  9  figs.  Determination  of  short-circuit 
current  connections  and  settings  suitable  for  radial  and  parallel  feeder  systems: 
protection  against  high-resistance  grounds  on  balance  systems. 

Relay  Protective  Devices,  C.  J.  Monk.  Tran.  South  African  Inst.  Elec. 
Engrs.,  vol.  9,  part  7,  July  1918,  pp.  140-143,  1  fig.  Proposes  short  method  of 
obtaining  approximate  circuit  currents  by  observing  voltage  drop  between 
two  stations  at  normal  load,  according  to  equation;  short-circuit  current  = 
Normal  voltage  times  load  current  divided  by  voltage  drop.  Discussion  of 
paper  published  in  Jl.  of  Inst.,  Oct.  1917. 

Substations.  Permanence  in  Outdoor  Substations,  S.  B.  Hood.  Elec.  World, 
vol.  72,  no.  20,  Nov.  19,  1918,  pp.  928-930,  6  figs.  Discussion  of  standard 
design  used  in  all  sizes  from  300  leva,  to  2250  kva.  in  order  to  eliminate  fire 
losses  prevalent  in  modern  structures;  increase  in  cost  to  secure  permanence 
held   to  be  negligible. 

Remote  Controlled  Substations  Described,  W.  T.  Snyder.  Blast  Furnace, 
vol.  6,  no.  10,  Oct.  1918,  pp.  408-410,  2  figs.  Control  for  central  station 
and  motor-generator  substation  located  about  2200  ft.  from  main  power 
station,  feeding  250-volt  direct-current  transmission  line.  Paper  before 
Assn.  Iron  &  Steel  Elec.  Engrs. 

Switches.  An  Automatic  Throe-Phase  Switch,  W.  Ernst.  Elccn.,  vol.  81,  no.  2108, 
Oct.  11,  1918,  pp.  491,  4  figs.  Abstract  of  article  in  Elektroteeunische  Zeit- 
schrift.  No.  4,  1918. 

Safety  Features  in  Switching  Installation,  M.  M.  Samuels  and  F.  BcehofT. 
Dice.  World,  vol.  72,  no.  19,  nov.  9,  1918,  pp.  878-880,  9  figs.  Review  of 
existing  alarm  systems  used  to  indicate  switch  positions  and  overheating  of 
apparatus;  weak  points  in  installations  and  suggestions  designed  to  bring 
about  their  improvement. 

Transmission  Lines.  Locating  Troubles  in  Electric  Lines  (Note  sur  les  essais  et 
mesures  relatifs  aux  lignes  eleetriques),  Louis  Puget.  Revue  G6ue>ale  de 
l'Electricite,  vol.  4,  no.  16,  Oct.  19,  1918,  pp.  563-565,  2  figs.  Method  for 
measuring  resistance  of  line  and  locating  a  ground,  which  author  claims  to 
have  found  serviceable  in  his  experience  with  underground  lines.  The 
methods  given  are  applicable  to  overhead  lines  as  well. 

110,000- Volt  Transmission  Line  over  the  St.  Lawrence  River,  S.  Sven- 
ningson.  Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  37,  no.  11,  Nov.  1918,  pp.  1275- 
1284,  3  figs.  Account  of  investigation  leading  to  construction  of  350-ft. 
towers  to  support  transmission  wires  on  a  span  of  4800  ft.;  design  of  towers 
and  insulators;  provisions  for  protection  from  ice  and  method  of  sag  calcula- 
tions. 

WIRING 

House  Wiring.  Three-  and  Four- Way  Switch  Circuits,  Terrell  Croft.  Elec.  Eng., 
vol.  52,  no.  2,  Aug.  1918,  pp.  23-25,  5  figs.  Cottage  wiring;  unusual  wiring: 
two-location  control.     (Concluded.) 

GENERAL   SCIENCE 

CHEMISTRY 

Electrolytic  Conductivity.  Electrolytic  Conductivity  in  Non-Aqueous  Solutions. 
The  Electrical  Conductance  of  Trimethyl-Para-Tolyl-Ammonium  Iodide  in 
Water  and  Several  Organic  Solvents,  Henry  Jermain,  Maude  Creighton 
and  D.  Herbert  Way.  Franklin  Inst.  Jl.,  vol.  186,  no.  6,  Dec.  1918,  pp.  675- 
798,  7  figs.     Investigations. 

Elements.  Automic  Number  and  Frequency  Differences  in  Spectral  Series,  Herbert 
Bell.  Lond.,  Edinburg  &  Dublin  Phil.  Mag.,  vol.  36,  no.  214,  Oct.  1918, 
pp.  337-347,  2  figs.  Numerical  tests  of  Rydberg's  law  that  square  root  of 
doublet  and  triplet  differences  is  proportional  to  automic  weights,  substituting 
atomic  number  for  atomic  weight. 


46 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Elements  in  the  Order  of  Their  Atomic  Weights,  Raymond  Szymanowitz. 
Chem.  News,  vol.  117,  no.  3059,  Oct.  25,  1918,  pp.  339-340.  Presents  table 
which  shows  numbers  follow  scheme  of  sequence  expressed  by:  X,  X  +3, 
X  +  3  +  1,  A'  +  3  +  1  +3,  etc.,  adding  1  and  3  alternately. 

Solutions.  The  Eleotrical  Conductivity  of  Acids  and  Rases  in  A<|ueous  Solutions, 
JnaneDdra  Chandra  Ghosh.  II.  of  the  Chem.  Soc,  vols.  113-114,  no.  072, 
(let.  lllls,  pp.  790-799.  Explains  abnormally  high  mobility  of  hydrogen  and 
hydroxylions  in  aqueous  solutions  on  assumption  that  electricity  is  partly 
carried  by  ordinary  process  of  convection  and  partly  propagated  through 
water  molecules  undergoing  alternate  dissociation  and  recombination; 
apparently  high  activity  of  strong  acids  and  bases  is  also  traced  to  this  cause; 
modifies  Ostwald  equation  for  electrolytes  where  degree  of  rissocation  is  less 
than  one. 

Structure  of  Matter.  Atomic  Structure  from  the  Physico-Chemical  Standpoint, 
Alfred  W.  Stewart.  Lond.,  Edinburgh  &  Dublin  Phil.  Mag.,  vol.  30,  no.  214, 
Oct.  19 IS,  pp.  320-330,  1  fig.  Model  atom  proposed  as  having  a  structure 
accounting  for  all  the  facts  known  concerning  elements,  including  radioactive 
transformations. 

Intcrfacial  Tension  and  Complex  Molecules,  G.  N.  Autonoff.  Lond., 
Edinburgh  &  Dublin,  Phil.  Mag.,  vol.  36,  no.  215,  Nov.  1918,  pp.  377-390, 
5  figs.  Theory  of  molecular  attraction  based  on  modern  representation  of 
nature  of  atoms  and  molecules;  explanation  of  phenomena  of  molecular 
attraction  by  action  of  forces  which  cause  chemical  affinity;  deduction  of  rela- 
tion between  surface  tension  and  molecular  pressure. 

Valency.  Definition  of  Valency,  P.  11.  Loring.  Chem.  News,  vol.  117,  no.  3058, 
Oct.  11,  1918,  pp.  319-322.  Simile  to  explain  significance  of  term  and  nature 
of  atoms  which  exorcise  variable  valencies. 


Fluorescence.  On  the  Phenomena  of  Fluorescence,  Desmond  Gcoghcgan.  Chem. 
News,  vol  117,  no.  3058,  Oct.  11,  1918  p.  322  Suggestsexperimentwhich.it 
is  said,  will  prove  that  rays  of  light  passed  through  a  sufficient  thickness  of  a 
fluorescent  substance  lose  thereby  power  of  exciting  fluorescence  when  they 
are  passed  through  a  second  layer  of  same  substance. 

Magneto-Thermo  Phenomena.  Magneto-thermal  Phenomena  (Le  phenomene 
magnetoealoriquc),  Pierre  Weiss  and  Auguste  Picard.  Journal  de  Physique, 
vol.7,  May-June  1917,  pp.  103-109,  1  fig.  Account  of  pronounced  changes  in 
temperature  which  were  observed  in  course  of  experimental  measurements 
preliminary  to  plotting  set  of  isothermals  for  nickel.  Near  Curie's  point 
temperature  increased  0.7  deg.  on  establishing  field  of  15,000  gausses. 

Optics.  The  Correction  of  Telescopic  Objectives,  T.  Smith.  Lond.,  Edinburgh  & 
Dublin  Phil.  Mag.,  vol.  30,  no.  215,  Nov.  1918,  pp.  405-412.  Criticism  of 
expressions  for  constructional  data  for  small  objectives  as  given  by  A.  O. 
Allen  in  Phil.  Mag.,  June  1918. 

The  Scattering  of  Light  by  Air  Molecules,  R.  J.  Srutt.  Lond.,  Edinburgh 
&  Dublin  Phil.  Mag.,  vol.  30,  no.  214,  Oc  t.  1918,  pp.  320-321.  Supplements 
former  account  of  experiments  (Proc.  Roy.  Soc.  A.,  vol.  44,  p.  453,  1918)  by 
answering  inquiry  from  R.  W.  Wood  (Phil.  Mag.,  vol.  30,  p.  272,  Sept.  1918) 
in  regard  to  precautions  taken  for  drying  air  in  experiments. 

Quanta  Law  Researches  on  the  Limit  of  the  Continuous  Spectrum  of  X-Rays 
(Rccherches  sur  la  limite  du  spectra  continu  des  rayons  X),  Alex.  Muller. 
Archives  des  Sciences  Physiques  et  Naturelles,  year  123,  vol.  40,  Aug.  1918, 
pp.  03-73,  1  fig.  Theoretical  and  experimental  verification  of  Planck's 
law  of  quanta  as  generalized  by  Einstein  by  confirming  the  relation  c  V  = 
h  v  in  the  ease  of  the  continuous  spectrum  of  X-rays,  and  for  an  interval  from 
14  to  28  kilovolts. 


MAT  1 1  KM ATM   - 

Analytical  Functions.  Factoring  and  Prolongation  of  Analytical  Functions 
(Quelques  rcmarques  sur  la  decomposition  en  facteurs  primaircs  et  1c  pro- 
longement  des  fonctions  analytiques),  Kmile  Picard.  Comptes  rendus  des 
seances  de  l'Academie  des  Sciences,  vol.  107,  no.  12,  Sept.  10,  1918,  pp.  105- 
40S.  Further  comment  on  \\  oierstrass'  method  of  decomposition.  In 
Comptes  rendus,  vol.  92,  1881,  p.  090,  author  showed  application  of  this 
method  to  uniform  functions  whose  roots  approach  indefinitely  a  given  line. 

Divergent  Series.  A  Conspectus  of  the  Modern  Theory  of  Divergent  Scries,  Walter 
IS.  Ford.  Bui.  Am.  Math  Soc,  vol.  25,  no.  1,  Oct.  1918.  pp.  1-15.  Review 
of  modern  theory  of  divergent  series  in  regard  to  (1)  the  question  as  to  how  a 
sum  may  be  assigned  to  a  divergent  series  in  general,  and  (2)  the  functional 
properties  of  a  symptotic  series;  proposed  limitations  to  form  a  consistent  gen- 
eral theory  of  summation. 

KQUAT10NS.  Simultaneous  Linear  Differential  Equations  Involving  Partial  Derivatives 
and  Reduction  of  Hyper-Geometric  Functions  of  Two  Variables  (Sur  des 
equations  lineares  simultanees  aux  derivees  partielles  et  sur  descasdc  reduction 
des  fonctions  hypcr-geometriquos  de  deux  variables),  Paul  Appeli.  Comptes 
rendus  des  seances  de  l'Academie  des  Sciences,  vol.  107,  no.  12,  Sept.  10, 
1918,    pp.    IOS-413. 

Solution  of  Partial-Derivative  Equations  by  Means  of  Hermite's  Poly- 
nomials (Sur  les  equations  aux  derivees  partielles  verinees  par  les  polynomics 
d'Hermite,  deduits  d'une  exponcnticllc),  Pierre  Humbert.  Comptes  rendus 
des  seances  de  l'Academie  des  Sciences,  vol.  107,  no.  15,  Oct.  7,  1918,  pp. 
522-525.  Application  of  Appell's  method  (Comptes  rendus,  vol.  107,  191S, 
p.  309)  to  variables  obtained  from  differentiation  of  exponential  function  whose 
exponent  is  of  quadratic  form  in  ,V  and  )'. 

Solutions  of  Differential  Equations  as  Functions  of  the  Constants  of 
Integration,  Gilbert  Ames  Bliss.  Rul.  Am.  Math.  Soc,  vol.  25,  no.  l,_Oct. 
1918,  pp.  15-20.     Proposes-method. 

Treatment  of  Partial-Derivative  equations  by  Hypcrspherical  Poly- 
nomials (Sur  les  systemes  d'equations  aux  derivees  partielles  v6rifies  par  les 
polynomes  -hyperspheriques).  J.  Kampe  de  Ferict.  Comptes-rendus  des 
seances  de  l'Academie  des  Sciences,  vol.  107,  no.  15,  Oct.  7,  1918,  pp.  519-522. 
Study  of  case  of  n  linear  equations  involving  partial  derivatives  of  second  order. 

[sogeneous  Complex  Functions.  Note  in  Isogenous  Complex  Functions  of  Curves, 
W.  C.  Graustein.  Bui.  Am.  Math.  Soc,  vol.  24,  no.  10,  July  1918,  pp. 
473-477. 

Orthogonal  SUBSTITUTION.  Note  on  the  Construction  of  an  Orthogonant,  Thomas 
Muir.  Proc.  Roy.  Soc.  of  Edinburgh,  vol.  38,  part  2,  session  1917-1918, 
pp.  146-153.  Comments  of  and  addition  of  theorems  to  Cayley's  mode  of 
forming  an  orthogonal  substitution. 

Probarility.  An  Elementary  Derivation  of  the  Probability  Function,  Albert  A. 
Bennett.  Bui.  Am.  Math.  Soc,  vol.  24,  no.  10,  July  1918,  pp.  477-481. 
Derives  by  means  of  elementary  considerations  equation  of  probability  from 
sequence  of  binomial  coefficients 


PHYSICS 

Flame  PROPAGATION.  The  Propagation  of  Flame  through  Tubes  of  Small  Diameter. 
William  Pay  man  and  Richard  Vernon  Wheeler.  Jl.  Chem.  Soc,  vols.  113 
.  &  114,  no.  070,  Aug.  1918,  pp.  050-000,  3  figs.  Report  of  experiments,  performed 
in  connection  with  work  on  construction  of  miners'  safety  lamp,  on  speed  of 
uniform  movement  during  propagation  of  flame  in  mixtures  of  methane  and 
air  through  tubes  of  small  diameter  on  the  passage  of  flame  through  similar 
tubes  filled  with  mixtures  of  methane  and  air  and  open  at  both  ends  and 
on  the  passage  or  projection  of  flame  through  short  tubes  of  small  diameter. 


Radium.  On  Some  Properties  of  the  Active  Deposit  of  Radium,  S.  Ratner.  Lond., 
Edinburgh  &  Dublin  Phil.  Mag.,  vol.  30,  no.  215,  Nov.  1918,  pp.  397-405,  2 
figs.  Experimental  research  which  leads  author  to  question  whether 
phenomenon  of  recoil  of  RaC  from  RaB  has  ever  been  observed,  also  that 
proportion  of  recoil  atoms  of  RaB  carrying  negative  charge  in  less  than  1  to 
100,000. 

Relativity.  On  the  Essence  of  Physical  Relativity,  Joseph  Larmor.  Proc.  Nat. 
Academy  of  Sci.,  vol.  4,  no.  11,  Nov.  1918,  pp.  334-337.  Offers  objection  to 
Leigh  Page's  expression  (no  4,  p.  40)  for  translatory  force  required  to  sustain 
assigned  varying  velocity  in  electrostatic  system  of  type  usually  investigated 
as  model  of  electron. 

Semi-Fluids.  Mechanics  of  Semi-Fluids  (Mecanique  des  semi-fluides).  Comptes 
Rendus  des  Seances  de  l'Academie  des  Sciences,  vol.  107,  no.  7,  Aug.  12,  1918, 
pp.  253-250.  Discusses  possibility  of  disregarding  tangential  action  of  central 
cylinder  on  annular  part  of  the  limiting  surfaces. 

Vibrations  and  Wave  Motions.  Diffraction  of  Plane  Waves  by  a  Screen  Bounded 
by  a  Straight  Edge,  F.  J.  W.  Whipple.  Lond.,  Edinburgh  &  Dublin  Phil. 
Mag.,  vol.  36,  no.  215,  Nov.  1918,  pp.  420-424.  Adaptation  of  R.  Hargreaves' 
method  for  simple  harmonic  wave  (Phil.  Mag.,  vol.  36,  p.  191),  to  diffraction 
of  waves  of  arbitrary  type. 

Periodic  Irrotational  Waves  of  Finite  Height  T.  II.  Havelock.  Proc. 
Roy.  Soc,  vol.  95,  no.  A005,  Sept.  2,  1918,  pp.  38-51.  Extension  of  Mitchell's 
form  for  highest  wave  and  its  generalization  by  means  of  surface  conditions; 
method  of  approximation  for  coefficient,  calculation  for  highest  wave. 

The  Intcrferometry  of  Vibrating  Systems,  C.  Barus.  Proc  Nat. 
Academy  of  Sci.,  vol.  4,  no.  11,  Nov.  1918,  pp.  328-333,  4  figs.  Report  of 
experimental   work. 

The  Sount  Waves  and  Other  Air  Waves  of  the  East  London  Explosion 
of  January  19,  1917,  Charles  Davison.  Proc.  Roy.  Soc.  of  Edinburgh,  vol. 
38,  part  2,  session  1917-1918,  pp.  115-129,  1  fig.  Construction  of  paths  fol- 
lowed by  air  waves  and  sound  waves;  offered  explanation  for  fact  that  inaudible 
air  waves  were  observed  beyond  limits  of  sound  areas  by  reason  of  their  more 
nearly  horizontal  path. 


ORGANIZATION  AND  MANAGEMENT 

ACCOUNTING 

Army.  Accounting  Systems  in  Army  Camps,  E.  J.  Holmes.  Jl.  Actcy.,  vol.  26,  no.  6, 
Dec.  1918,  pp.  429-435.  Explains  the  system  used  by  the  U.  S.  Army  in 
connection  with  the  disbursement  of  funds  appropriated  by  Congress. 

Carrying  on  with  the  Accountants  in  the  American  Expeditionary  Forces, 
C.  B.  Holloway.  Jl.  Actcy.,  vol.  26,  no.  6,  Dec  1918,  pp.  412-416.  Specific 
operations  carried  on  by  the  accounting  personnel. 

Cost  Accounting.  Cost  Accounting  to  Aid  Production  (III),  G.  Charter  Harrison. 
Indus.  Management,  vol.  56,  nos.  5  and  6,  Nov.  and  Dec  1918,  pp.  456-463, 
2  figs,  and  391-398,  1  fig.  Emphasizes  necessity  of  cost-accounting  system 
and  illustrates  its  planning  with  diagram  showing  basic  features  of  simple 
system  for  a  business  manufacturing  various  kinds  of  standard  machines. 
(Continuation  of  serial.) 

Duties  of  a  Factory  Cost  Accountant,  Joseph  Gill.  Jl.  Actcy.,  vol.  26, 
no.  6,  Dec.  1918,  pp.  441-449.  A  thesis  presented  at  the  May  examinations 
of  the  Am.  Inst,  of  Accountants.     Routine  work  of  cost  accountants. 

Setting  Production  Standards  for  Industrial  Accounting  and  Engineering, 
F.  J.  Knieppel.  Jl.  of  Accountancy,  vol.  26,  no.  5,  Nov.  1918,  pp.  361-375. 
Explains  methods  of  determining  four  basic  standards. 

Inventories.  Verification  of  Inventories,  A.  L.  Philbrick.  Jl.  Actcy.,  vol.  26, 
no.  6,  Dec.  1918,  pp.  417-428.  Briefly  outlines  the  work  of  the  auditor  and 
his  responsibilities.     Difficulties  involved  in  the  verification  of  the  inventory. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


47 


Mail  Order.  Mail  Order  Accounting,  Harry  L.  Cavanagh.  Jl.  Actcy.,  vol.  26,  no. 
6,  Dec.  1918,  pp.  436-440.  A  thesis  presented  at  the  May  examinations  of 
the  Am.  Inst,  of  Accountants. 

Tower  House.  Economics  of  the  Power  House,  L.  W.  Alwyn-Schmidt.  Power 
Plant  Eng.,  vol.  22,  no.  23,  Dec.  1,  1918,  pp.  949-952.  Problem  of  Power- 
house accounting  approached  from  point  of  view  oficonomist. 

EDUCATION 

Training  of  Employees.  Packard  Training  Schools  for  Employees,  D.  G. 
Stanbrough.  Indus.  Management,  vol.  56,  no.  5,  Nov.  1918,  pp.  378-382, 
13  figs.  Four  schools  operated ;  for  men,  women,  instructors  for  women  and  for 
job  setters  and  foremen. 

Vestibule  School  of  Lincoln  Motor  Co.,  J.  M.  Eaton.  Indus.  Manage- 
ment, vol..  56,  no.  6,  Dec.  1918,  pp.  452-455,  10  figs.  Equipment  of  training 
rooms;  system  of  instruction  in  machine-shop  practice. 

Soldiers.  Vocational  Training  for  Returned  Soldiers.  Jl.  Eng.  Inst.  Can.,  vol.  1, 
no.  7,  Nov.  1918,  pp.  333-334.  Work  being  done  at  Toronto  and  McGill 
Universities. 

University.  The  Khaki  University.  Can.  Min.  Inst.,  bul.  no.  80,  Dec.  1918,  pp. 
985-989.  Letter  from  F.  D.  Adams  giving  an  account  of  the  work  and 
plans  for  future  development. 

FACTORY  MANAGEMENT 

Boiler  Shop.  Business  Equipment  in  the  Boiler  Shop,  Edwin  L.  Seabrook.  Boiler 
Maker,  vol.  18,  no.  11,  Nov.  1918,  pp.  305-307.  Suggests  items  of  business 
conduct  in  boiler  making  plant. 

Employment  Manager.  The  Employment  Manager,  Edward  D.  Jones,  Wood- 
Worker,  vol.  37,  no.  9,  Nov.  1918,  pp.  38-39.  Organization  and  direction  of 
course  offered  gratis  to  representatives  of  manufacturers  by  Management 
Division  of  War  Industries  Board. 

The  Employment  Manager  in  Our  Shipyards,  Edward  B.  Jones.  Int. 
Mar.  Eng.,  vol.  23,  no.  11,  Nov.  1918,  pp.  612-614.  Duties  of  general  exe- 
cutive; importance  of  schools;  wage  system  and  ideal  service;  psychology 
of  mass  action. 

Foremen.  Instructions  to  Assistant  Foremen,  George  II.  Shepard.  Indus.  Man., 
vol.  56,  no.  5,  Nov.  1918,  pp.  403-407.  Prepared  by  plant  working  extensively 
on  governmental  orders  to  inspire  and  guide  minor  executives. 

Industrial  Organization.  After- War  Economics  of  Engineering.  Times  Eng. 
Supp.,  no.  529,  Nov.  1918,  pp.  225-226.  Suggests  that  plants  review  their 
methods  of  manufacture  and  adopt  convenient  modifications  when  necessary. 
Illustrations  of  practical  procedure  by  reference  to  foundry  work. 

Industrial  Organization  as  it  Affects  Executives  and  Workers,  Charles 
E.  Knoeppel.  Jl.  Am.  Soc.  Engrs.,  vol.  40,  no.  12,  Dec.  1918,  pp.  1031-1033. 
Proposes  rules  of  efficient  organization  for  practical  guidance  of  executives  in 
developing  system  of  industrial  relationship.  Presented  at  annual  meeting 
of  the  Sos. 

Management  —  The  Solution  of  the  Shipbuilding  Problem,  W.  L. 
Churchill.  Indus.  Management,  vol.  56,  no.  5,  Nov.  19 IS,  pp.  361-366,  2 
figs.  Based  on  study  of  conditions  in  20  shipyards  and  pointing  to  manage- 
ment as  developed  recently  in  other  industries  as  proper  solution  to  problems. 

Practical  System  in  Factory  Operations,  M.  H.  Potter.  Can.  Machy., 
vol.  20,  no.  20,  Nov.  14,  1918,  pp.  559-560,  6  figs.  Forms  of  charts  developed 
from  investigation  of  actual  case. 

Scientific  Management  Simplified.  Malcolm  Kcir.  Soi.  Monthly, 
vol.  7,  no.  6,  Dec.  1918,  pp.  525-529.  Adaptability  of  scientific  management 
to  industry;  fundamental  elements  of  scientific  management. 

Industries.  New  Industries,  H.  W.  Gepp.  Aust.  Min.  Std.,  vol.  60,  no. 
1564,  Oct.  31,  1918,  pp.  686-688.  Address  with  discussion  before  Soc.  of 
Chem.  Ind.,  Melbourne.  Essential  factors  in  the  successful  development 
of  new  industries  in  a  young  country. 

Mechanical  Department.  Coordination  in  the  Mechanical  Department,  W.  U. 
Appleton.  Ry.  Rev.,  vol.  63,  no.  22,  Nov.  30,  1918,  pp.  73-774.  Recom- 
mendations for  system  and  harmony  within  department  and  with  other 
departments.     Paper  before  Canadian  Ry.  Club,  Oct.  1918. 

Rate  Setting.  Mastering  Power  Production,  Walter  N.  Polakov.  Ind.  Man.,  vol. 
56,  no.  5,  Nov.  1918,  pp.  399-403,  6  figs.  Conservation  of  labor,  power  and 
fuel  in  relation  to  rates.     Tenth  article. 

Time  Studies  for  Rate  Settings  on  Gisholt  Boring  Mills,  Dwight  V. 
Merrick.  Indus.  Management,  vol.  56,  no.  5,  Nov.  1918,  pp.  409-411,  1  fig. 
Fifth  article. 

Routing.  About  the  Handling  of  Mill  Work  (II),  Chas.  Cloukey.  Wood- Worker, 
vol.  37,  no.  9,  Nov.  1918,  pp.  23-24, 1  fig.  Part  which  routing  of  work  through 
mill  has  in  economical  production. 

Task  Setting.  The  Human  Factor  in  Task  Setting,  W.  E.  Camo.  Indus.  Manage- 
ment, vol.  56,  no.  5,  Nov.  1918,  pp.  372-374,  1  fig.  Chief  conditions  that 
affect  factor;  how  they  are  evaluated;  how  to  predetermine  proper  allowance. 

Tool  Department.  Continuous  Tooling.  Times  Eng.  Supp.,  no.  527,  Sept.  1918, 
p.  183.  Suggests  a  means  of  obtaining  increased  output  from  machine-shop 
tools. 

Tool  Department  of  Winchester  Works.  Iron  Age,  vol.  102,  no.  19, 
Nov.  7,  1918,  pp.  1129-1133,  4  figs.  Virtually  on  factory  production  basis, 
workers  being  trained  for  single  type  operation ;  preparation  section's  important 
functions. 

FINANCE  AND  COST 

Capital.  Capital:  Its  Waste  and  Its  Conservation,  Archibald  P.  Main.  Gas  Jl., 
vol.  144,  no.  2894,  Oct.  29,  1918,  pp.  249-251,  and  (discussion)  pp.  251-252. 
Means  by  which  author  judges  British  industry  can  make  best  use  of  available 


credit   and   financial   accommodation.     Paper  before   Soc.   of   British   Gas 
Industries. 

INSPECTION 

Graphic  Control.  Graphic  Production  Control,  C.  E.  Knoeppel.  Indus.  Manage- 
ment, vol.  56,  nos.  5  and  6,  Nov.  and  Dec.  1918,  pp.  383-390,  17  figs.,  496-502, 
14  figs.     Controlling  materials  and  operations.     Fourth  Article. 

Production  Records.  Keeping  Close  Track  of  Shop  Operation,  Robert  I.  Clcgg 
Iron  Age,  vol.  102,  no.  21,  Nov.  21,  1918,  pp.  1251-1253,  6  figs.  Records  of 
production  and  labor  bulletined  to  management;  reports  with  alarm-clock 
attachment. 

Supervision.  Mechanical  Department  Supervision,  Frank  Mc Manamy.  Ry.  Mach. 
Eng.,  vol.  92,  no.  11,  Nov.  1918,  pp.  597-598.  Better  supervision  and  more  of 
it  needed  to  keep  up  shop  output.     From  paper  before  New  York  Ry.  Club. 

LABOR 

Bargaining  (including  collective  systems).  Agreement  vs.  Bargaining,  Harry 
Tipper.  Automotive  Ind.,  vol.  39,  no.  19,  Nov.  7,  1918,  pp.  784-785.  Claims 
confidence  between  employer  and  employee  is  impossible  so  long  as  both  base 
their  relations  upon  their  ability  to  take  advantage  of  a  bargain. 

Handling  Employment  Relations  Without  Help  from  the  Outside 
Automotive  Ind.,  vol.  39,  no.  17,  Oct.  24,  1918,  pp.  722-723,  1  fig.  Collective- 
bargaining  plan  for  handling  all  matters  relating  to  wages,  hours  of  labor, 
discipline,  discharges  and  grievances. 

Important  Phases  of  the  Labor  Problem,  Magnus  W.  Alexander.  Iron 
Age,  vol.  102,  nos.  21  and  22,  Nov.  21  and  28,  1918,  pp.  1258-1325.  Problems 
of  pensions  and  insurance;  profit  sharing  in  industry;  adjustment  of  labor 
disputes;  working  conditions;  hours  of  work.  Nov.  21:  Recruiting  of  men; 
collective  bargaining  discussed. 


Bonuses 


.  Paying  Bonuses  to  Power  Plant  Employees,  Frederick  L.  Ray.  Nat. 
Engr.,  vol.  22,  no.  10,  Oct.  1918,  pp.  493-495,  and  (discussion)  pp.  495-497. 
Account  of  system  followed  by  Milwaukee  Elec.  Ry.  &  Light  Co.  Paper 
before  Nat.  Assn.  of  Stationary  Engrs. 

British  Labor  Administration.  Labor  Administration,  Edward  T.  Elbourne, 
Engineer,  vol.  126,  qos.  3276,  3278,  3279,  3280.  Oct.  11  and  25,  Nov.  1  and  8, 
1918,  pp.  299-300,  348-350,  2  figs.,  365-367,  4  figs.,  388-390,  1  fig.  Oct.  25: 
Women;  Nov.  1:  Time  office  (men);  Nov.  8:   Methods  of  Remuneration. 

Dilution.     Labor   Dilution   as   a    National    Necessity,    Frederick   A.    Waldron.     Jl 

Am.  Soc.    Mcch.  Engrs.,  vol.  40,  no.   12,  Dec.   1918,  pp.   1033-1035.     After 

referring   to   work  done  by  British  Bureau  of  Labor,     the  writer     outlines 

the  scope  of  labor  dilution  as  necessary  application  to  national  resources  of 

•   U.  S.      Presented  at  annual  meeting  of  society. 

Employment  Department.  Employment  Department  Routine  of  the  Curtiss  Aeroplane 
&  Motor  Corp.,  Charles  E.  Fouhy.  Ind.  Man.,  vol.  56,  no.  5,  Nov.  1918, 
pp.  412-416,  17  figs.     Routine  and  forms  of  employment  department. 

Industrial  Relations.  Employment  of  Labor,  Dudley  R.  Kennedy.  Jl.  Am.  Soc. 
Mech.  Engrs.,  vol.  40,  no.  12,  Dec.  1918,  pp.  1030-1031.  Activities  of 
Industrial  Relations  Department  of  Hog  Island  plant  in  connection  with 
securing  and  maintaining  a  force  of  35,000  employees  and  providing  for 
their  needs  and  comfort.     Presented  at  the  annual  meeting  of  society. 

Fundamental  Factors  in  Sound  Industrial  Relations,  H.  T.  VValler. 
Ind.  Management,  vol.  56,  no.  5,  Nov.  1918,  pp.  367-371,  8  figs.  Seven 
lactors  discussed  by  author  and  illustrated  by  cartoons  interpreting  vital  truth. 
Use  of  Non-Financial  Incentives  in  Industry,  Robert  B.  Wolf.  Jl. 
Am.  Soc.  Mech.  Engrs.,  vol.  40,  no.  12,  Dec.  1918,  pp.  1035-1038,  2  figs. 
Account  of  instances  where  personal  interest  has  been  developed  in  workmen 
by  supplying  foremen  with  information  upon  costs,  methods  of  operation, 
possibilities  in  direction  of  economy  and  efficiency,  etc.  Presented  at  annual 
meeting  of  the  A.  S.  M.  E. 

Lunch  Rooms.  Feeding  Employees  at  a  Steel  Plant.  Iron  Age,  vol.  102,  no.  19,  Nov. 
7,  1918,  pp.  1136-1138,  2  figs.  Reasons  for  abolishing  dinner  pail;  manage- 
ment of  lunchroom;  auxiliary  room  for  foreigners;  commissary. 

National  War  Labor  Board.  The  War  Labor  Board  and  the  Living  Wage,  Frank 
P.  Walsh.  Survey,  vol.  41,  no.  10,  Dec.  7,  1918,  pp.  301-303.  Account  of 
origin  of  National  War  Labor  Board,  its  purpose  and  achievements. 

Protit  Shaking.  A  Tested  Profit  Sharing  Plan,  Dale  Wolf.  Indus.  Management, 
vol.  56,  no.  6,  Dec.  1918,  pp.  486-488,  3  figs.  Average  of  46  per  cent  of  com- 
pany's profits  are  distributed  to  employees. 

Soldiers.  Returned  Soldiers  Make  Very  Good  Welders,  W.  F.  Sutherland.  Can. 
Machy.,  vol.  20,  no.  22,  Nov.  28,  1918,  pp.  618-619,  2  figs.  Outline  of  work 
done  by  training  school. 

The  Employment  of  the  Returned  Soldier.  Can.  Machy.,  vol.  20, 
no.  20,  Nov.  14,  1918,  pp.  501-562.  Resume^  of  problem  as  viewed  by 
English  correspondent.     From  Times  Eng.  Supp. 

The  Industrial  Restoration  of  Disabled  Soldiers,  Bert.  J.  Morris.  Indus. 
Management,  vo..  56,  no.  6,  Dec.  1918,  pp.  477-481,  4  figs.  Review  of 
accomplishments  of  other  nations  and  notes  on  organizations  preparing  to 
re-educate  American  soldiers. 

Turnover.  Interpretating  Labor  Turnover,  Luther  D.  Burlingame.  Am.  Mach., 
vol.  49,  no.  19,  Nov.  7.  1918,  pp.  855-858,  1  fig.  Discusses  real  meaning  and 
how  it  should  be  computed. 

Women.  Women  in  the  Machine  Shop,  S.  A.  Hand.  Am.  Mach.,  vol.  49,  no.  23, 
Dec.  5,  1918,  pp.  1035-1037,  9  figs.  Successful  experience  of  large  firm  of 
machine  tool  builders  in  employment  of  women  workers. 

Women  Workers.  Women  in  the  Service  of  the  Railways,  Pauline  Goldmark.  Ry. 
Age,  vol.  65,  no.  23,  Dec.  6,  1918,  pp.  1010-1018.  Used  in  a  great  variety  of 
work.  Address  before  Labor  Reconstruction  Conference,  Academy  c) 
Political  Science,  N.  Y. 


48 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


LEGAL 

Boilep.  Contracts.  Construing  Boiler  Contracts,  A.  L.  H.  Street.  Power,  vol.  48, 
no.  22,  Nov.  20,  1918,  pp.  7(i.".-7(JG.  Case  reported  in  the  Maryland  Court 
of  Appeals,  bearing  on  obligations  of  manufacturer  under  contract,  for  instal- 
lation of  boilers  according  to  particular  specifications. 

Casual  Employment.  What  Constitutes  Casual  Employment  ?  Chcsla  C.  Sherlock. 
Am.  Much.,  vol.  49,  no.  19,  Nov.  7.  1918,  pp.  850-852.  Discussion  of  certain 
legal  interpretations. 

Contributor  IN  Negligence.  Disobedience  of  Orders  by  Employees  and  Its 
Relation  to  Compensation.  Chesla  C.  Sherlock.  Am.  Mach.,  vol.  49,  no. 
22,  Nov.  28,  1918,  pp.  980-982.     Review  of  some  court  decisions. 

Floors,  Slippery  (accidents  from).  Injuries  Caused  by  Slippery  Floors,  Chesla 
C.  Sherlock.  Power,  vol.  IN,  no.  22,  Nov.  20,  1918,  pp.  790.  Some  court 
decisions. 

Simple  Tools  (accidents  from).  Liability  in  the  Use  of  Simple  Tools,  Chesla  C. 
Sherlock.  Am.  Mach.,  vol.  49,  no.  21,  Nov.  21,  1918,  pp.  939-940.  Some 
legal  aspects  of  employers'  liability  in  use  of  simple  tools. 

JM  BLIC  REGULATION 

Government  Trading.  The  Functions  of  the  Government  in  Relation  to  Industry, 
W.  L.  Hichens.  Iron  &  Steel  Trades  .11.,  nos.  3099  and  3100.  Nov.  2  and  9. 
1918,  pp.  488-489  and  514.  Examination  of  advisability  of  carrying  out 
suggestions  that  the  Government  engage  in  trading  undertakings. 

RECONSTRUCTION 

Electrical  Industry.  Problems  of  the  Reconstruction  Era.  Elec.  World,  vol.  72, 
no.  19,  Nov.  9,  1918,  pp.  877-878.  Taking  effective  part  in  great  world 
war,  this  country  will  necessarily  be  powerful  factor  in  succeeding  period; 
closer  co-operation  in  electrical  industry  advocated. 

Export  Trade.  Reconstructing  Our  Business  Fabric  Shipping,  vol.  5,  no.  8, 
Nov.  23,  1918,  pp.  15-16,  1  fig.  Steps  being  taken  and  progress  made  to  take 
advantage  of  present  opportunity  United  States  has  of  developing  inter- 
nationally. 

SAFETY  ENGINEERING 

BoiLER  ROOMS.  Boiler  Room  Holes.  Eng,  &  Cement  World,  vol.  13,  no.  10,  Nov.  15, 
1918,  p.  (Wi.  Suggestions  to  boiler-room  attendants  on  the  care  of  oilers  and 
prevention  of  accidents.      From  Safety  Bui. 

Boiler  Shops.  Accident  Prevention  in  Boiler  Shops,  Boiler  Maker,  vol.  IS,  no.  11, 
Nov.  1918,  pp.  315-317,  5  figs.  Account  of  what  Bethlehem  Steel  Co.  has 
accomplished  and  consideration  of  causes  of  accidents. 

Disease  PREVENTION.      Engineers  and  Disease  Prevention.     Times  Eng,  Supp.,  no. 

529,   Nov.  1918,  p..  231.      Points  out  pari  engineers  can  play. 

First  Am.  Standardization  of  First  Aid  Methods,  C.  H.  Connor.  Safety  Eng., 
vol.  36,  no.  4,  Oct.  1918,  pp.  237-238.  From  Proc.  Seventh  Annual  Safety 
Congress. 

Foundries.  Injuries  from  Molten  Metal.  Chesla  C.  Sherlock.  Iron  Age,  vol.  102, 
no.  21,  Nov.  21,  1918,  pp.  1262-1262.  Ordinary  perils;  defective  tools  and 
appliances;  basis  of  foundryman's  responsibility. 

Water-Si  pp i, y  Protection.  Protection  of  Water  Mains,  Fire  Hydrants  and  Valves 
in  Winnpeg.  Thomas  II.  Hooper.  Mun.  Jl.,  vol.  45,  no.  21,  Nov.  23,  1918, 
p.  410.      From  Quarterly  of  Nat.  Fire  Protection  Assn. 

Woodworking  Industry.  Infections  and  Blood  Poisoning  in  the  Woodworking 
Industry,  Leroy  Philip  Kuhn.  Safety  Eng.,  vol.  30,  no.  4,  Oct.  1918,  pp. 
228-230.      From  I'roc.  Seventh  Annual  Safety  Congress. 

SALVAGE 

Salvaging  and  Utilizing  Wastes  and  Scrap  in  Industry,  W.  Kockwood 
Conover.  Indus.  Management,  vol.  50,  no.  0,  Dec.  1918,  pp.  119-451. 
Significance  of  salvaging;  reclaiming  practice  for  number  of  classes  of  materials 
and   wastes. 

TRANSPORTATION 

Comparative  Methods.  Light-Traffic  Railway  vs.  Highway  and  Motor  Truck. 
Clement  C.  Williams.  Eng.  News-Rcc.,  vol.  81,  no.  22,  Nov.  28,  1918, 
pp.  981-985.  Analyses  of  operating  expenses,  fixed  charges  and  amount  and 
kind  of  traffic  should  be  made  for  each  case. 

Motor  Trucks.  Highway- Motor  Truck  Problem  as  Viewed  by  User,  Manufacturer 
and  Engineer.  Eng.  News-Rec,  vol.  81,  no.  22,  Nov.  28,  1918,  pp.  908-977, 
2  figs.  Three  Views.  Limitations  to  be  Placed  on  Trucks,  from  User's 
Viewpoint,  by  George  H.  Pride;  Factors  that  Will  Govern  Future  Road 
Design,  by  Edward  L.  Viets;  Highways  and  Truck  Loads  they  Can  Econ- 
omically Sustain,  by  H.  Eltinge  Breed. 

Motor  Truck  Transportation  Growing  Rapidly.  Ry.  Rev.,  vol.  03, 
no.  22,  Nov.  30,  1918,  pp.  703-709,  11  figs.  Formerly  regarded  as  competitive, 
inter-city  motor-truck  traffic  is  now  encouraged  by  railroads. 


INDUSTRIAL  PROCESSES 

Supp.,    no.    529, 


Nov.    1918,   p.    228. 


Alcohol.     Industrial   Alcohol.     Times   Eng 
Possible  sources  of  supply. 

Asphalt.     Chemical  Constitution  of  Artificial  Asphalts  (La  constitution  chimique 
des  asphaltes  artificiels).     Genie  Civil,  vol.  73,  no.  13,  Sept.  28,  1918,  p.  256. 


Results  of  experiments  with  petroleum  residues,   lignite,  tars  and  schist. 
From  Zeitschrift  fur  angewandte  Chemie,  June  11,  18. 

Coal  Distillation.  Distillation  at  Low  Temperature.  Gas  Age,  vol.  42,  no.  11, 
Dec.  2,  1918,  pp.  466-407.  Discusses  advantages  of  "  coalite  "  process. 
From  Journal  des  Usines  a  Gaz. 

Low  Thermal  Distillation  of  Coals,  G.  W.  Traer.  Coal  Industry,  vol.  1 , 
no.  10,  Oct.  1918,  pp.  393-395.  Details  of  experimental  plant;  character- 
istics of  semi-coke  or  charcoal;  how  to  make  a  coke  of  suitable  structure. 
Am.  Inst.  Min.  Engrs.  paper. 

D<  st  Precipitation.  Electrastatic  Dust  Precipitation.  William  H.  Easton.  Indus. 
Management,  vol.  56,  no.  6,  Dec.  1918,  pp.  473-475,  5  figs.  Dust-laden 
gases  become  ionized  when  passing  through  field  around  grounded  tubes  inside 
which  fine  wires  are  charged  with  current  of  50,000  to  100,000  volts 

Gas  Manufacture.  Coal  Conservation  in  Relation  to  Gas  Manufacture,  Tim 
Duxbury.  GasJI.,  vol.  144,  no.  2895,  Nov.  5,  1918,  pp.  302-305  and  (dis- 
cussion) pp.  305-308.  Results  of  experience  with  vertical  retorts.  Paper 
before  Manchester  Instu.  of  Gas  Engrs.  Also  in  Gas  World,  vol.  69,  no.  1789. 
Nov.  2,  1918,  pp.  202-203,  1  fig. 

Economizing  Coal  in  Gas  Manufacture,  Frederick  Shewring.  Gas  World, 
vol.  09,  no.  1789,  Nov.  2,  1918,  p.  261.     Comments  on  steaming  retorts. 

Inclined  Retort  Plant  at  Rome,  N.  Y.,  A.  Success,  S.  Bent.  Russell. 
Gas  Age,  vol.  42,  no.  11,  Dec.  2,  1918,  pp.  463-466,  4  figs.  Views  and 
mechanism  details  of  plant  having  daily  capacity  of  500,000  cu.  ft.  of  gas. 

Institution  of  Gas  Engineers.  Gas  Investigation  Committee.  Gas  Jl., 
vol.  144,  nos.  2894  and  2895,  Oct.  29  and  Nov.  5,  1918,  pp.  235-249,  3  figs. 
and  (discussion)  pp.  291-299.  Report,  of  sub-committee  appointed  to  .in- 
vestigate relative  efficiency  in  use  of  different  grades  and  compositions  of 
gas. 

Glass.  Substitutes  for  Glass.  Sci.  Am.  Supp.,  vol.  80,  no.  2235,  Nov.  2,  1918,  p. 
283.  Composition  of  siloxide  and  artificial  mica;  possibilities  of  derivatives 
of  cellulose,  oiled  cotton  cloth  and  vitro-cellulose.     From  La  Nature. 

Leather.  Recent  Developments  in  Leather  Chemistry.  Henry  R.  Proctor.  Jl. 
Roy.  Soc.  of  Arts,  vol.  06,  no.  3442.  Nov.  8,  1918,  pp.  770-781.  Discussion 
of  chemical  and  physical  changes  taking  place  in  tanning  process. 

Naphthalene  and  Benzol.  Estimation  of  Naphthalene  in  Coal  Gas,  Harold  G. 
Colman.  Gas  Jl.,  vol.  144,  no.  2894,  Oct.  29.  1918,  pp.  231-232.  Modifi- 
cations in  Colman-Smith's  method  (vol.  75,  p.  798). 

Notes  on  Benzol  and  Naphthalene  Recovery,  Harold  E.  Copp.  Gas 
Jl.,  vol.  144,  no.  2895,  Nov.  5,  1918,  pp.  311-313,  2  figs.  Results  obtained 
with  plant  installed  at  gas  works.  Paper  before  Midland  Assn.  of  Gas  Engrs. 
and  Mgrs.     Also  in  Gas  World,  vol.  09,  no.  1789,  Nov.  2,  1918,  pp.  205-266. 

NlTRIC  Acid.  Nitric  Aeid  as  a  By-Product  of  Internal  Combustion  Engines,  A.  W.  H. 
Oiepe.  Am.  Gas  Eng.  Jl.,  vol.  109,  no.  21,  Nov.  23,  1918,  pp.  487-489, 
7  figs,  and  p.  492.  Process  to  precipitate  nitric  oxide  as  by-product  of 
internal-combustion  engines,  flue  gases,  illuminating  gas,  furnace  gas,  blast- 
furnace gas,  natural  gas,  etc. 

Oxygen  and  Hydrogen.  Electrolytic  Oxygen  and  Hydrogen.  Travellers'  Standard. 
vol.  6,  uo.  7,  July  1918,  pp.  137-145.  Method  of  producing  oxygen  and  hydro- 
gen and  their  respective  industrial  applications. 

Potash.  Recovery  of  Potash  from  Blast  Furnaces,  Linn  Bradley.  Iron  Age,  vol. 
102,  no.  19,  Nov.  7,  1918,  pp.  1151-1153.  From  paper  before  Fourth  Nat. 
Expos,  of  Chem.  Ind.,  New  York,  September  1918. 

Stoneware.  Chemical  Stoneware,  Fred  A.  Whitaker.  Brick  &  Clav  Rec,  vol.  53, 
no.  11,  Nov.  19,  1918,  pp.  875-877,  10  figs.  Account  of  development  of 
industry  in   United  States. 

Water  Gas.  Applications  of  Peat  for  the  Production  of  Water  Gas  (Trvs  Anvendels 
til  Frcmstilling  af  Vandagas).  Ingeniren,  year  27,  no.  86,  Oct.  26,  1918, 
pp.  501-562. 

MARINE  ENGINEERING 

AUXILIARY   MACHINERY 

Boats.  Boat  Lowering  Appliances.  J.  R.  Hodge.  Tran.  Inst.  Marine  Engrs.,  vol. 
30,  Aug.  1918,  pp.  123-127,  4  figs,  and  (discussion)  127-136,  1  fig.  Type  of 
disengaging  gear  designed  to  deal  simultaneously  and  automatically  at  both 
ends  of  boat,  to  free  it  from  davit  falls  or  tackles  as  soon  as  boat  is  water- 
borne. 

General  Rules  and  Regulations  Prescribed  by  the  Board  of  Supervising 
Inspectors  as  Amended  at  Board  Meeting  of  January,  1918.  Department  of 
Commerce,  Steamboat-Inspection  Service,  Aug.  1,  1918,  147  pp.,  5  figs. 
Rules  for  boiler  plate,  boilers  and  attachements,  boats  and  their  appliances, 
steamers,  barges  and  duties  of  inspectors;  list  of  instruments,  machines  and 
equipments  approved  for  use  on  vessels. 

Diving  Bell.  Diving  Bell  in  Use  at  Halifax  Ocean  Terminals,  J.  J.  MacDonald. 
Jl.  Eng.  Inst.  Can.,  vol.  1,  no.  6,  Oct.  1918,  pp.  252-262,  14  figs.  Outline  of 
function  design,  construction  and  operation;  formulation  of  principles  of 
design  proposed  as  applicable  to  future  work;  survey  of  fields  of  activity  where 
plant  of  this  type  promises  applicability. 

SALVAGE 

Salvage  Methods.  Salvage  of  Wrecked  Ships  (Le  sauvetage  des  navires  coules), 
A.  Poidloue.  Genie  Civil,  vol.  73,  no.  13,  Sept.  2S,  1918,  pp.  241-244,  6  figs. 
Review  of  processes  used  and  considerations  on  probability  of  future  develop- 
ments. 

Turning  Vessel.  Salvaging  the  Steamship  St.  Paul,  Charles  M.  Horton  Int. 
Mar.  Eng.,  vol.  23,  no.  11,  Nov.  1918,  pp.  644-648,  6  figs.  Methods  used 
in  turning  vessel;  Character  of  problems  solved;  placing  patch  under 
difficulties. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


49 


SHIPS 

Canada.  A  Canadian  Shipbuilding  Industry,  Thomas  Cantley.  Can.  Min.  Inst., 
bul.  no.  80,  Dec.  1918,  pp.  995-1000.  Excerpts  from  paper  at  20th  annual 
meeting  of  the  Institute.  The  question  of  developing  steel  shipbuilding  in 
Canada. 

Concrete  Ships.  Concrete  Ship  Design,  R.  J.  Wig.  Eng.  &  Cement  World,  vol.  13, 
no.  10,  Nov.  15,  1918,  pp.  15-17,  9  figs.  Summary  of  conclusions  on  advisa- 
bility of  constructing  concrete  ships  reached  by  Concrete  Ship  Department, 
Emergency  Fleet  Corporation.  From  Special  Report  to  Chairman  of  Shipping 
Board.  Also  in  Eng.  News-Rec,  vol.  81,  no.  20,  Nov.  14,  1918,  pp.  903-904, 
3  figs. 

Concrete  Ships.  Times  Eng.  Supp.,  no.  527,  Sept.  1918,  pp.  184-185. 
Account  of  shipyards  where  18  concrete  vessels  are  under  construction  and 
others  will  shortly  be  started. 

Different  Types  of  Framing  in  Two  New  Government  Reinforced- 
Concrete  Ships.  Eng.  News-Rec,  vol.  81,  no.  22,  Nov.  28,  1918,  pp.  986-989, 
6  figs.  7500-ton  oil  tanker  has  close-spaced  frames  with  vertical  and  hori- 
zontal reinforcing  in  shell,  while  2500-ton  schooner  barge  has  long-span  framing 
system  with  diagonal  shell  reinforcement. 

Reinforced-Concrete  Barges  (Barca  de  hormigon  armado),  Julio  MurOa. 
Revista  de  Obras  Publica3,  year  66,  no.  2245,  Oct.  3,  191S,  pp.  493-497,  10 
i  figs.     Calculations  of  design  for  60-ft.  barge. 

Reinforced  Concrete  Vessels,  Walter  Pollock.  Can.  Engr.,  vol.  35,  no. 
17,  Oct.  24,  1918,  pp.  367-373,  5  figs.  Considerations  of  design  and  ideals 
aimed  by  builders;  strength,  advantages  and  disadvantages;  classification 
rules;  structural  details  of  hull,  steelwork  and  fittings.  Paper  before  British 
Instn.  of  Naval  Architects. 

Duct  Keels.  Improvements  in  the  Construction  of  Ships,  E.  F.  Spanner.  Ship- 
building and  Shipping  Rec,  vol.  12,  no.  9.  Nov.  7,  1918,  pp.  451-452.  Discusses 
question  of  duct  keels.     Before  Instn.  Engrs.  &  Shipbuilders. 

Isherwood  Framing.  Large  Freighters  of  Isherwood  Framing  Adapted  to  Bridge- 
Shop  Fabrication.  Eng.  News-Rec,  vol.  81,  no.  19,  Nov.  7,  1918,  pp.  853- 
857,  4  figs.  Problems  worked  out  by  co-operation  of  naval  architect  and 
engineer  on  barge  shop;  200  tons  weight  saved;  time  gained  in  detailing; 
all  molded  work  done  in  large  shop  at  shipyard. 

Reduction  Gearing.  Italian  Reduction-Geared  Turbine  Cargo-Steamship  "Ansaldo 
I."  Shipbuilding  &  Shipping  Rec,  vol.  12,  nos.  19  and  20,  Nov.  7,  and 
14, 1918,  pp.  447-450,  13  figs.,  470-471,  4  fig9.  Principal  dimensions,  plans  and 
photographs. 

Resistance.  Effect  of  Appendages  on  Resistance  and  Propulsion.  Shipbuilding 
&  Shipping  Rec,  vol.  12,  no.  19,  Nov.  7,  1918,  pp.  452-453,  2  figs.  Account 
of  Luke's  experiments  with  various  angles  of  bossing,  with  outward-  and 
inward-turning  screws;  values  of  wake  fractions  and  hull  efficiencies;  resistance 
compared  with  resistance  of  naked  model.     (Concluded.) 

Rolling.  The  Rolling  of  Ships.  Sci.  Am.  Supp.,  vol.  86,  no.  2236,  Nov.  9,  1918, 
p.  299  Factors  upon  which  natural  period  of  roll  of  a  ship  depends;  results 
obtained  by  Froude  with  his  apparatus  to  record  angles  of  roll.  From 
Shipping   World. 


Standardized  Ships.  Structural  Steel  Standardized  Cargo  Vessels,  Henry  R. 
Sutphen.  Inst.  Mar.  Eng.,  vol.  23,  no.  12,  Dec.  1918,  pp.  695-968,  1  fig. 
How  quantity  production  was  met. 

Stresses.  Investigation  of  Shearing  Force  and  Bending  Moment  on  Ship  Structures, 
A.  M.  Robb.  Int.  Mar.  Eng.,  vol.  23,  no.  11,  Nov.  1918,  pp.  637:642.  8  figs. 
Moderate  amplitudes  of  heave;  sagging  bending  moment;  pitching  treated 
graphically;  effect  of  rotational  acceleration.     (Second  article  ) 

Tow  Boats.  Plans  and  Specifications  of  New  Wood  Tow  Boats.  Inst.  Mar.  Eng., 
vol.  23,  no.  12,  Dec.  1918,  pp.  673-674,  plate,  1  fig.     Built  for  hard  service. 

Wooden  Ships.  Building  Wooden  Ships  for  the  Emergency  Fleet  Corporation,  E.  A. 
Suverkrop.  Am.  Mach.,  vol.  49,  no.  20,  Nov.  14,  1918,  pp.  383-387,  11  figs. 
Planking  and  interior  work.     Third  article. 

YARDS 

Canada.  Canadian  Vickers  Shipbuilding  Works  at  Montreal.  Engineering,  vol.  106, 
no.  2754,  Oct.  11,  1918,  pp.  395-396,  12  figs.  Illustrated  description  of  ship- 
building in  Canada. 

Departmental  Organization.     Effective  Arrangement  of  Departments  in  Ship- 

Iyard  Organization,  G.  F.  S.  Mann.  Int.  Mar.  Eng.,  vol.  23,  no.  11,  Nov. 
1918,  pp.  615-617.  Shipyard  divisions;  relations  between  organization 
departments  and  production  departments;  duties  of  chief  engineer. 
New  Lake  Shipyard  has  Side-Launching  Ways  Under  Cover.  Eng. 
News-Rec,  vol.  81,  no.  19,  Nov.  7,  1918,  pp.  839-841,  3  figs.  Ships  built  at 
Ferguson  yard  fabricated  in  company's  shops  two  miles  away;  berths  covered 
with  cantilever  roof  served  by  semi-gantry  crane. 
Gr 


Great  Lakes.  Great  Lakes  Yards  Lead  Coast  Districts  in  Building  Ocean-Going 
Ships.  Eng.  News-Rec,  vol.  81,  no.  22,  Nov.  28,  1918,  pp.  978-980,  4  figs. 
Canal-size  steamers  produced  in  large  numbers;  spirit  of  co-operation;  yard 
capacity  doubled;  no  outside  fabrication;  equipment  of  varied  character; 
labor  shortage. 

ooter's  Island.  Methods  Used  at  Shooter's  Island  for  Constructing  Standard 
Ships,  Charles  M.  Horton.  Int.  Mar.  Eng.,  vol.  23,  no.  11,  Nov  1918, 
pp.  618-624,  13  figs.  Serving  individual  ways;  method  for  increasing  output; 
well-lighted  boiler  shop;  handy  plate-lifting  clamp. 

MECHANICAL  ENGINEERING 


AIR   MACHINERY 
Air  Conditioning.     Air  Conditioning,  Charles  L.  Hubbard.     Domestic  Eng.,  vol. 
85,  nos.  3  and  4,  Oct.  19  and  26,  1918,  pp.  82-84,  2  figs,  and  118-120,  5  figs. 
Possibilities  of  this  branch  of  heating  and  ventilating  engineering  and  how 
it  may  save  coal  and  raise  efficiency  of  employees  in  industrial  plant. 


Pneumatic  Tools  in  Winter.  Effects  of  the  Use  of  Pneumatic  Tools  on  the 
Nervous  System,  Francis  M.  Barnes.  Safety  Eng.,  vol.  36,  no.  4,  Oct.  1918, 
pp. 239-240.  Recommends  warming  chisel  in  cold  weather,  enlarging  or 
covering  shank  to  prevent  cramp  in  hand  muscles,  and  condemns  practice  of 
blocking)  xhaust  outlet,  thereby  forcing  current  of  cold  air  over  fingers. 
From  Proc  Seventh  Annual  Safety  Congress. 

CEMENT  AND  CONCRETE 

Aggregate.  Clean  Aggregates  Obtained  under  Difficult  Conditions,  C.  P.  Mowry. 
Cement  &  Eng.  News,  vol.  30,  no.  11,  Nov.  1918,  pp.  31-32,  3  figs.  Arrange- 
ment and  working  of  a  western  plant. 

Proportioning  the  Materials  of  Mortars  and  Concretes  by  Surface  Areas 
of  Aggregates,  L.  N.  Edwards.  Surveyor,  vol.  54,  no.  1398,  No.  1,  1918, 
pp.  209-210.  Results  of  tests  made  by  Toronto  Department  of  Works  with 
object  of  developing  surface-area  method  of  proportioning  and  securing  infor- 
mation relative  to  (1)  surface  area  of  aggregates  of  varying  granulometric 
composition,  (2)  quantity  of  water  necessary  to  produce  a  "normal" 
uniform  consistency  of  mortar  for  varying  sands  and  cement  constant,  and 
(3)  strength  of  mortar  attained  by  varying  proportion  of  cement  in  mix. 
Paper  before  Am.  Soc  for  Testing  Materials. 

Cement  Gun.  Cement  Gun  Used  for  Repairing  Pit  Stacks.  Blast  Furnace,  vol.  6, 
no.  10,  Oct.  1918,  pp.  399-401,  5  figs.  Steel  reinforcement  placed  on  old 
shell  and  gunite  applied. 

Cold- Weather  Concreting.  Cold  Weather  Concreting.  Eng.  &  Cement  World, 
vol.  13,  no.  10,  Nov.  15,  1918,  pp.  20-24,  8  figs.  Effect  of  low  temperatures 
on  concrete  work;  suggestions  of  Portland  Cement  Assn.  in  regard  to  heating 
materials  and  protecting  work. 

Disintegration.  Conclusions  on  Causes  of  Concrete  Disintegration,  A.  Blackie. 
Eng.  &  Contracting,  vol.  50,  no.  21,  Nov.  20,  1918,  pp.  503-505.  From  paper 
before  Eng.  Ins.  of  Canada. 

Form  Units.  One  Set  of  Tool  Forms  Used  Three  Times  Completes  Concrete  Foundry, 
J._  M.  Villadsen.  Eng.  News-Rec,  vol.  81,  no.  21,  Nov.  21,  1918.  pp.  950- 
951,  3  figs.  Form  units  assembled  on  ground  with  reinforcement  in  place 
erected  by  derrick;  concrete  placed  by  telescoping  chute. 

Francois  and  Portier  Cementation  Processes.  Cementation  Processes  of 
Francois  and  P..iiicr,  A.  H.  Krynauw.  Contract  Rec,  vol.  52,  no.  44, 
Oct.  30,  19 18,  pp.  864-865.  Conditions  most  suitable  for  hard  setting  in  shortest 
time  when  cement  is  pumped  under  pressure  into  fissures;  cases  in  which 
cementation  has  been  successfully  applied;  comparison  between  two  processes. 
Paper  before  Chem.  Metallurgical  &  Min.  Soc. 

Moisture.  Effect  of  Water  on  Strength  of  Concrete.  -Contract  Rec,  vo..  52,  no.  44, 
Oct.  30,  1918,  p.  865,  1  fig.  Diagram  presenting  amount  of  water  used  in 
per  cent  of  quantity  giving  maximum  strength  against  per  cent  of  maximum 
strength.     Drawn  from  results  of  experimental  tests. 

Saturation  of  Concrete  Reduces  Strength  and  Elasticity,  M.  B.  Lagaard. 
Eng.  News-Rec,  vo..  81,  no.  20,  Nov.  14,  1918,  pp.  908-910,  6  figs.  Tests, 
made  at  University  of  Minnesota,  show  that  moisture  content  of  specimens 
serves  to  counteract  benefits  of  moist  curing. 

CORROSION 

A  Case  of  Corrosion  Caused  by  Electrolytic  Action  in  aWestinghouse- 
Leblanc  Air  Pump  (Un  cas  de  corrosion  a  allure  electrolytique  dans  une 
pompe  a  air  Westinghouse-Leblanc) ,  L.  Conge.  Revue  Generate  de  1'Elee- 
tricite},  vol.  4,  no.  15,  Oct.  12, 1918,  pp.  539-540,  2  figs.  States  that  no  pipe  or 
machine  element  intended  to  operate  exposed  to  direct  action  of  any  kind 
of  water  should  be  composed  of  metals  capable  of  forming  a  voltaic  couple. 

FOUNDRIES 

Bras3  Foundry.  A  Brass  Foundry  With  Automatic  Ventilation,  Charles  Vickers. 
Foundry,  vol.  46,  no.  316,  Dec.  1918,  pp.  568-574,  11  figs.  Description  of 
foundry  with  its  ventilation  arrangements. 

Coreroom.  Modern  Coreroom  for  Malleable  Foundry,  Donald  S.  Barrows.  Iron 
Age,  vol.  102,  no.  21,  Nov.  21,  1918,  pp.  1254-1255,  5  figs.  Designed  and 
constructed  for  50,000-ton  foundry,  provides  for  economical  handling  of  raw 
materials  and  finished  cores.  Abstract  of  paper  before  Am.  Foundrymen's 
Assn.,  Oct.  1918.  Also  in  Foundry,  vol.  46,  no.  316,  Dec.  1918,  pp.  577-578, 
5  figs. 

Die  Casting.  Die-Casting  of  Aluminum,  H.  Rix  and  H.  Whitaker.  Sci.  Am. 
Supp.,  vol.  86,  no.  2237,  Nov.  16,  1918,  pp.  314-315.  Advantages;  heat 
treatment;  material  for  dies;  cost  of  process.     Paper  before  Inst,  of  Metals. 

Furnaces.  Continuous  Tunnel  Furnace  in  Malleable  Industry.  Philip  d'H. 
Dressier.  Foundry,  vol.  46,  no.  316,  Dec.  1918,  pp.  566-567,  5  figs.  Discus- 
sion of  paper  by  H.  E.  Diller  on  Experiments  in  Annealing  Malleable  Iron, 
at  annual  meeting  of  Am.  Foundrymen's  Assn.,  Milwaukee,  Oct.  1918. 

Electric  Furnace  in  the  Steel  Foundry,  W.  E.  Moore.  Iron  Age,  vol. 
102,  no.  20,  Nov.  14,  1918,  pp.  1206-1207.  Comparison  of  electric  and  converter 
costs;  relation  to  power  station;  future  of  electric  steel  foundries.  From  paper 
before  Am.  Foundrymen's  Assn.,  Milwaukee,  Oct.  1918. 

Oil-Burning  Cupola  Operations  Analyzed,  John  Howe  Hall.  Foundry, 
vol.  46,  no.  316,  Dec.  1918,  p.  558.  Results  attained  in  melting  iron  for 
3-ton  converter  plant  point  to  saving  in  fuel  and  labor  with  more  steady 
output.     From  paper  before  Am.  Foundrymen's  Assn.,  Milwaukee,  Oct.  1918. 

Ladles.  Suggest  Standard  Sleeves  and  Nozzles.  Brick  &  Clay  Rec,  vol.  53,  no. 
11,  Nov.  19,  1918,  pp.  882-883,  21  figs.  Standard  dimensions  for  round-face 
and  straight-face  nozzle  brick  for  foundry  ladles  proposed  by  Am.  Face 
Brick  Assn.,  also  dimensions  of  sleeves  for  foundry  ladles  proposed  by  a  com- 
mittee of  steel  men  and  founders  in  joint  assembly  with  a  committee  of 
manufacturers  of  sleeve  and  nozle  brick. 


50 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Malleable  Iron.  Malleable  Iron  Castings,  P.  A.  Paulson.  Iron  Age,  vol.  102, 
no.  21,  Nov.  21,  1918,  p.  1266.  Advantages  over  steel  castings  for  agri- 
cultural purposes.  From  paper  presented  at  Am.  Foundrymen'a  Assn., 
Milwaukee,  Oct.   1918. 

The  Integrity  of  the  Malleable  Casting,  Enrique  Touceda.  Iron  Age 
vol.  102,  no.  20,  Nov.  14,  1918,  pp.  1204-1205.  Possibility  of  obtaining 
thoroughly  sound  castings;  use  of  chills  detrimental;  effect  of  war  on 
industry.  From  paper  before  Am.  Foundrymen's  Assn.,  Milwaukee,  Oct. 
1918. 

Molding.  How  Marine  Cylinders  are  Molded  and  Cast,  F.  H.  Bell.  Can.  Machv. 
vol.  20,  no.  22,  Nov.  28,  1918,  pp.  611-614,  7  figs.  Description  of  method 
used  in  a  Toronto  plant. 

Pit  Molding  an  Intricate  Condenser  Casting.  Foundry,  vol.  46,  no.  316, 
Dec.  1918,  pp.  552-557,  10  figs.  Structural  difficulties,  experienced  more 
generally  in  light  work,  attended  production  of  this  34,900-11).  casting. 

Patterns.  The  Engineer  in  Relation  to  the  Foundry,  E.  S.  Carman.  Iron  Age, 
vol.  102,  no.  20,  Nov.  14,  1918,  pp.  1200-1202,  13  figs.  Machine  designs  not 
adapted  to  advanced  foundry  practice;  comparison  of  correct  and  incorrect 
patterns  for  floor  molding.  From  paper  before  Am.  Foundrymen's  Assn., 
Milwaukee,  Oct.  1918. 

Pouring.  A  Modern  Pouring  System.  Iron  Age,  vol.  102,  no.  20,  Nov.  11,  1918, 
p.  1203,  3  figs.     New  type  of  pouring  device  and  hand  crane. 

Sand.  Improving  Foundry  Sand  Mixtures,  Henry  B.  Haneley.  Iron  Age,  vol.  102, 
no.  19,  Nov.  7,  1918,  pp.  1146-1148,  3  figs.  Use  of  sand-mixing  machine; 
time  required  for  mixing;  effect  of  sea  coal  and  fireclay.  From  paper  before 
Am.  Fdrys.  Assoc,  Milwaukee,  October  1918.  Also  in  Foundry,  vol.  40, 
no.  316,  Dec.  1918,  pp.  559-562,  5  figs. 

Semi-Steel.  Methods  of  Manufacturing  Semi-Steel  for  Projectiles  (Sui  vari  metodi 
di  fabbricazione  della  ghisa  per  proiettili),  Giulio  Sirovich.  Ingegneria 
Italiana,  vol.  2,  no.  4,  Sept.  26,  1918,  pp.  178-180. 

Urgent  Shell  Need  Found  Foundries  Heady.  Foundry,  vol.  46,  no. 
316,  Dec.  1918,  pp.  581-587,  15  figs.  Manufacturing  operations  and  practices 
developed  in  American  foundries  would  have  furnished  tonnage  of  semi- 
steel  shell  beyond  all  prospective  requirements. 

Supervision.  A  Foundry  Supervision  System,  Paul  R.  Ramp.  Iron  Age,  vol.  102, 
no.  23,  Dec.  5,  1918,  pp.  1383-1385,  2  figs.  Routine  set  of  reports  designed  to 
provide  quick  and  accurate  gage  of  current  costs  and  operations.  From  paper 
before  Am.  Foundrymen's  Assn.,  Milwaukee,  Oct.  1918. 


Asn. 


FUELS  AND  FIRING 

Clinker  and  Ash  in  Fuel.  Times  Eng.  Supp.  no.  527,  Sept.  1918,  p.  186 
Methods  employed  for  curtailing  labor  entaded  in  removing  large  and  hard 
masses  of  clinker. 

The  Fusibility  of  Coal  Ash  and  the  Determination  of  the  Softening 
Temperature,  Arno  C.  Fieldncr,  Albert  E.  Hall  and  Alexander  L.  Field. 
Department  of  Interior,  Bureau  of  Mines,  Bui.  129,  1918,  146  pp.,  38  figs. 
Review  of  literature  on  subject;  effect  of  various  oxidizing,  reducing,  and 
neutral  atmospheres  such  as  are  found  in  various  parts  of  fuel  bed  on  softening 
temperature  of  ash  when  molded  in  form  of  Seger  cones;  development  of 
method  for  determining  fusibility  whereby  ash  is  caused  to  soften  and  form 
slags  in  which  iron  exists  in  approximately  same  state  of  oxidation  as  when  in 
fuel-bed  clinkers. 

Boiler  Firing.  Combustion  in  Its  Relation  to  Boilers,  E.  A.  Uehling.  Power, 
vol.  48,  no.  23,  Dec.  3,  1918,  pp.  804-806  Describes  requirements  for  com- 
plete combustion  and  discusses  combustion  efficiency  and  absorption 
efficiency. 

Generation  of  Heat  and  Its  Absorption  by  Boiler,  Henry  Misostow. 
Nat.  Engr.,  vol.  22,  no.  10,  Oct.  1918,  pp.  518-522,  4  figs.,  and  (discussion) 
pp.  522-525.  Conditions  which  will  realize  an  efficient  commercial  combustion 
and  suggestions  to  utilize-heat  indications  in  securing  good  performance  in 
boiler  room.     Paper  before  Nat.  Assn.  of  Stationary  Engrs. 

The  Firing  of  Steam  Boilers.  English  Mechanic  &  World  of  Sci.,  vol. 
108,  no.  2796,  Oct.  25,  1918,  p.  155.  Report  of  German  patent  comprising 
an  air  chamber  divided  by  two  transverse  partitions  and  placed  immediately 
below  top  portion  of  endless  chain  grate.  From  Zeitschrift  fur  Dampfkessel 
und  Maschinenenbetrieb,  July  5,  1918. 

Coal,  Combustion  Characteristics.  Combustion  Characteristics  of  Coals,  Joseph 
G.  Worker,  Elec.  Rev.,  vol.  73,  no.  22,  Nov.  30,  1918,  pp.  849-851.  Com- 
bustion characteristics  of  coals  and  their  influence  upon  choice  of  stoker  equipe- 
ment;  load  conditions  also  important  factor. 

Conservation.  Coal  Conservation.  Times  Eng.  Supp.,  no.  527,  Sept.  1918,  p.  187. 
Abstract  of  report  of  Coal  Conservation  Committee  of  Ministry  of  Re- 
construction. 

England's  Fuel  Rationing  Order.  Heat.  &  Vent.  Mag.,  vol.  15,  no.  11, 
Nov.  1918,  pp.  17-21.  Provisions  of  new  regulation  limiting  supply  of  coal, 
gas  and  electricity  to  domestic  consumers. 

Fuel  Regulation  during  the  War,  P.  R.  Noyes  and  D.  M.  Myers.  Nat. 
Engr.,  vol.  22,  no.  10,  Oct.  1918,  pp.  481-492.  Discussion  by  Federal  Govern- 
ment officials  before  Nat.  Assn.  of  Stationary  Engrs. 

Industrial  Coal  Economy,  David  Wilson.  Machy.  Market,  no.  939, 
Nov.  1,  1918,  pp.  19-20.  Suggestions  based  on  the  experience  of  the  author 
who  is  technical  advisor  to  Coal  Controller.  Paper  before  Assn.  of  Engrs.- 
in-charge.  (To  be  continued.)  Also  in  Elecn.,  vol.  81,  no.  2110,  Oct.  25, 
1918,p.540. 

Proposed  Coal-Rationing  Rules  for  the  United  States.  Heat.  &  Vent. 
Mag.,  vol.  15,  no.  11,  Nov.  1918,  pp.  21-23.  Allowances  designed  for  heating, 
cooking  and  hot-water  service  in  residences,  flats  and  apartment  houses. 
Final  draft  of  report  of  Committee  on  Fuel  Conservation,  Am.  Soc.  of  Heating 
and  Vent.  Engrs. 

Rational  Utilization  of  Commercial  Fuels  (Sur  ^utilisation  rationnelle 
des  combustibles  dont  dispose  actuellement  l'industrie).  Revue  Generate 
de  l'Electricite,  vol.  4,  no.  14,  Oct.  5,  1918,  pp.  505-511.  Report  of  the 
Ministry  of  Armament  and  War  Manufacturies.  From  Bulletin  des  Usines 
de  Guerre,  Aug.  26  and  Sept.  2,  1918,  pp.  137-149  and  145-147. 


Gasoline.  Substitute  for  Gasoline  Tested.  Motor  Age,  vol.  34,  no.  23,  Dec.  5,  1918, 
p.  15.  Excerpts  of  tests  made  by  Bureau  of  Standards  on  secret  product  said 
to  be  composed  of  inexpensive  and  easily  obtainable  materials. 

Hand-Fired  Plants.  Fuel  Economy  in  Hand-Fired  Power  Plants.  Power  Plant 
Eng.,  vol.  22,  no.  23,  Dec.  1,  1918,  pp.  953-956,  4  figs.  Settings,  stacks  and 
breechings.     Fourth  article. 

Load  Factor.  Coal  Consumption  Rates  in  Various  Central  Stations  and  Industrial 
Plants.  Elec.  Rev.,  vol.  73,  no.  22,  Nov.  30,  1918,  pp.  846-848,  2  figs.  Result 
of  study  by  Hydro-Electric  Commission  of  Ontario  proves  superiority  of 
large  power  plant  and  emphasizes  economy  of  high  load-factor. 

Oil  Fuel.  California  Petroleum  as  a  Fuel  Oil,  Thomas  J.  Royer.  Nat.  Engr.,  vol. 
22,  no.  10,  Oct.  1918,  pp.  525-533,  13  figs.,  and  (discussion)  pp.  533-534. 
Account  of  development;  study  of  use  in  steam-boiler  practice  ana  suggestions 
for  satisfactory  operation;  test  in  a  water-works  pumping  station.  Paper 
before  Nat.  Assn.  of  Stationary  Engrs. 

Pulverized  Coal.  First  Pulverized  Coal  Installation  in  Western  Canada,  n.  R. 
Collins.  Min.  &  Ens.  Rcc,  vol.  23,  nos.  17  and  18,  Sept.  30,  1918,  pp.  177- 
179.     Features  of  pulverizing  plant. 

Pulverized  Fuel,  E.  R.  Knowles.  Steam,  vol.  22,  no.  5,  Nov.  1918, 
pp.  128-133,  10  figs.  Temperatures  attainable;  disadvantages  of  pulverized 
coal  as  fuel:  requirements  for  successful  burning.     (Concluded.) 

Pulverized  Fuel  in  the  Oneida  Street  Plant  of  the  Milwaukee  Elec.  Ry.  <fe 
Light  Co.,  F.  Dornbrook.  Nat.  Engr.,  vol.  22,  no.  10,  Oct.  1918,  pp.  535-537, 
and  (discussion)  pp.  537-539.  Results  obtained  with  trial  installation. 
Paper  before  Nat.  Assn.  of  Stationary  Engrs. 

Pulverizing  Coal,  J.  Cunliffe.  Eng.  &  Cement  World,  vol.  13,  no.  10, 
Nov.  15,  1918,  pp.  56-58.  Waste  resulting  from  burning  coal  in  lumps; 
preparation,  application  and  burning  of  pulverized  coal. 

Waste  Heat.  Waste  Heat  from  Steel  Furnaces,  Thomas  B.  Mackenzie.  Times 
Eng.  Supp.,  no.  527,  Sept.  1918,  p.  195.  Method  of  utilizing  waste  heat  from 
open-hearth  furnaces  in  generation  of  steam.  Paper  before  Iron  &  Steel 
Inst. 

HANDLING  OF  MATERIALS 

Coal.  Coal  Handling  Plant  of  Virginian  Railway,  E.  F.  Case.  Ry.  Rev.,  vol.  63, 
no.  21,  Nov.  23,  1918,  pp.  731-735,  9  figs.  Account  of  extensive  additions 
to  this  railroad's  plant  at  Sewall's  Point,  Va. 

Excavation  Material.  Comparison  of  Excavation  Haulage  by  Motor  Trucks. 
Industrial  Railways  and  Teams.  Eng.  News-Rec,  vol.  81,  no.  22,  Nov. 
28,  1918,  pp.  993-996.  1  fig.  Detailed  cost  accounts  on  construction  of 
Brooklyn  Army  Supply  Base  show  that  trucks  are  more  economical  than  teams 
and  less  economical  but  more  flexible  than  railways. 

Grain.  Car  Equipment  for  Loading  or  Unloading  Grain  (Installations  pour  le 
transport  des  grains  montees  sur  wagons).  G6nie  Civil,  vol.  73,  no.  14,  Oct. 
5,  1918,  pp.  261-263,  11  figs.     Two  systems;  by  air  pressure,  and  by  suction. 

Ore.  Large  Ore  Storage  in  a  Limited  Space,  F.  L.  Prentiss.  Iron  Age,  vol.  102,  no.  22, 
Nov.  28,  1918,  pp.  131 1-1313,  4  figs.  Double  bin  system  of  Iroquois  Iron  Co 
solves  material-handling  problems  and  results  in  short  haul  to  skip  cars. 

Sand.  Pneumatic  Car  Provides  Efficient  Method  of  Handling  Sand,  W.  L.  Whitlock. 
Elec.  Ry.  Jl.,  vol.  52,  no.  22,  Nov.  30,  1918,  pp.  967-968.  5  figs.  By  use  of 
new  sand  car,  crew  of  regular  car  takes  care  of  sand  transportation  which 
formerly  required  services  of  three  additional  men. 

HEAT  TREATING 

Malleable  Cast  Iron.  Experiments  in  Annealing  Malleable  Cast-iron,  H.  E. 
Diller.  Foundry,  vol.  46,  no.  316,  Dec.  1918,  pp.  564-566,  4  figs.  Results  of 
several  laboratory  experiments  show  that  malleable  iron  can  be  annealed  in 
tunnel  furnace  in  48  hours  or  les.  From  paper  before  Am.  Foundrymen's 
Assn.,  Milwaukee,  Oct.  1918. 

Quenching  Steel.  Warping  of  Steel  bv  Repeated  Quenching,  J.  H.  Whiteley.  Iron 
Age,  vol.  102,  no.  21,  No^ .  21,  1918.  pp.  1256-1257,  6  figs.  How  the  metal 
contracts;  direction  of  its  flow;  interesting  features  revealed  by  microscope. 
From  paper  before  Iron  and  Steel  Inst.,  London,  Sept.  1918. 

HEATING  AND  VENTILATION 

Equipment.  Care  of  Heating  and  Ventilating  Equipment,  Harold  L.  Alt.  Power, 
vol.  48,  no.  21,  Nov.  19,  1918,  pp.  736-738,  3  figs.  Down-draft  furnace. 
Also  in  Power,  vol.  48,  no.  23,  Dec.  3,  1918,  pp.  801-803,  5  figs. 

Factory  Heating.  Factory  Heating,  Charles  L.  Hubbard.  Steam,  vol.  22,  no.  5, 
Nov.  1918,  pp.  123-i27,  9  figs.  System  of  heating  with  hot  water  under  forced 
circulation.      (To  be  continued.) 

Some  Factory  Heating  Problems,  B.  C.  Moore.  Wood- Worker,  vol. 
37,  no.  9,  Nov.  1918,  pp.  26-27.  Considerations  of  the  economical  value  of 
keeping  a  factory  heated  night  and  day. 

Hot  Air  Furnace.  How  to  Improve  the  Hot-Air  Furnace,  Charles  Whiting  Baker. 
Department  of  Interior,  Bureau  of  Mines,  Tech.  Paper  208.  20  figs.  Recom- 
mends practice  of  adding  auxiliary  cold-air  duct  by  which  air  supply  to  furnace 
may  be  taken  from  inside  the  house,  instead  of  from  outdoors,  during  very 
cold  or  windy  weather. 

House  Heating.  Economical  Heating  of  Cottages  and  Small  Houses,  Frederick 
Grant.  Domestic  Eng.,  vol.  85,  no.  5,  Nov.  2,  1918,  pp.  160-162,  4  figs. 
Suggests  features  of  design  for  both  hot-water  and  steam-heating  systems. 

Office  Building  Heating.  Fuel  Economy  in  the  Singer  Building,  Norman  King 
Power,  vol.  48,  no.  20,  Nov.  12,  1918,  pp.  710-711.  Some  figures  on  ccsti  and 
economies. 

Vapor  Heating.  Modern  Practice  in  Vapor  Heating.  Heat.  &  Vent.  Mag.,  vcl. 
15,  no.  11,  Nov.  1918,  pp.  44-46,  5  fizs.     The  Moline  System.     Sixth  article. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


51 


Ventilation.  A  Discussion  cf  Ventilating  Practices,  Charles  A.  Mitke.  Coal 
Industry,  vol.1,  no.  10, Oct.  I918.pp.379-3S1.  Analysis  of  working  conditions 
as  affected  by  ventilation;  installation  of  mechanical  ventilation.  Paper 
before  Nat.  Safety  Congress. 

No  Quarrel  Necessary  Between  Natural  and  Mechanical  Ventilation 
Advocates.  Heat.  &  Vent.  Mag.,  vol.  15,  no.  11,  Nov.  1918,  pp.  37-40. 
Clear  and  well-defined  field  for  each  method  depending  upon  required  air 
conditions  with  given  type  of  occupancy  and  occupation.     From  reply  by 

E.  Vernon  Hill  to  newspaper  article. 

HOISTING  AND  CONVEYING 

Cranes.  Handling  Shipbuilding  Material  at  Atlanta  Shipyard.  Ens:.  News-Rec, 
vol.  81,  no.  23,  Dec.  5,  1918,  pp.  1020-1022,  8  figs.  Planned  for  direct  routing; 
three  craneways  in  fabricating  yard;  shape  shop  in  open;  turret  cranes  at 
shipbuilding  berths;  assembly  yard. 

Hoisting  and  Conveying  Machinery  (Des  appareils  dc  manutentiou  dans 
l'industrie  en  general),  F.  Seba.  Revue  Generale  de  l'Electricite,  vol.  4,  nos. 
12  and  14,  Sept.  21,  and  Oct.  5,  1918,  pp.  423-433  and  493-504,  39  figs. 
Sept.  21:  construction  and  arrangement  of  bridge  cranes,  traversing  jib 
hoists,  ceiling  hoists  and  foundry  hoists.  Oct.  5,  trai  eling  cranes  with 
auxiliary  crab,  rollers,  rails,  gear  shafts,  drums,  cables  and  grab  hoists. 

Some  Heavy  Fitting-Out  Cranes — I.  Fixed  Cranes  at  Kearny  and  Hog 
Island  Yards.  Eng.  News-Rec,  vol.  81,  nos.  20  and  21,  Nov.  14  and  21, 
1918,  pp.  885-890,  6  figs.;  937-941,  6  figs.  100-ton  trolley  bridge  spanning 
slipway  supplemented  by  portal  cranes;  platform  derrick  of  unusual  capacity 
and  reach  uses  single-motor  hoisting  engine  at  Hell  Gate  arch-erection  plant. 
Nov.  21:  II.  Cantilever  and  Jib  Travelers  at  Newark  Bay  and  Bristol; 
double  cantilever  bridge  traveling  along  pier  commands  line  of  ships  on  cither 
side;  provision  for  extension;  friction  draft  gear  buffers;  tower  jib  crane  fitted 
with  special  safety  devices. 

Drums.     Drum  Shapes  as  Affecting  the  Mine  Hoist  Duty  Cycle  and  Motor  Ratine, 

F.  L.  Stone.  Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  37,  no.  10,  Oct.  1918,  pp.  1203- 
1221,  22  figs.  Points  out  that  the  problem  of  drum  shape  consists  in  varying 
diameter  of  different  parts  of  winding  drum  so  that  load  may  be  accelerated 
and  retarded  at  beginning  and  end  of  its  travel  with  minimum  consumption 
of  power,  and  gives  numerical  examples  of  performance  of  various  drum 
shapes  under  assumed  conditions. 

Electbic  Hoisting  Machines.  Electric  Hoisting  Machines  (I.es  machines 
d'extraction  a  commande  eJectrique),  G.  Rouet,  Revue  Generale  de  l'Elec- 
tricite\  vol.  4,  no.  13,  Sept.  28,  1918,  pp.  451-457,  9  figs.  Comparison  between 
Leonard  and  three-phase  types. 

Ropes.  Ropes  for  Hoisting  Coal  from  Mines,  M.  W.  Reed.  Coal  Industry,  vol.  1, 
no.  10,  Oct.  1918,  pp.  388-391.  Discussion  concerning  strength,  elasticity, 
bending  stress,  starting,  stopping,  corrosion,  clips  and  sockets  for  hoisting 
ropes;  care  and  life  of  hoisting  ropes.     Paper    before  Nat.    Safety   Congress. 

HYDRAULIC  MACHINERY 

Flow  or  Water.  A  Proposed  Hvdraulic  Experiment,  Lord  Ravleigh.  Lond., 
Edinburgh  &  Dublin  Phil.  Mag.,  vol.  38,  no.  211,  Oct.  1918,  pp.  315-310, 
1  fig.  Observation  of  flow  of  liquid  between  two  cylinders  revolving  about 
their  axes  in  opposite  directions  for  the  purpose  of  testing  Fronde's  explanation 
regarding  phenomena  which  take  place  when  fluid  passing  along  uniform  pipe 
arrives  at  place  where  pipe  expands. 

Flow  of  Water  in  Wash  Water  Troughs  for  Rapid  Sand  Filters.  Eng. 
&  Contracting,  vol.  50,  no.  20,  Nov.  13,  1918,  pp.  161-462,  2  figs.  From 
description  in  Cornell  Civil  Engineer  of  experiments  made  by  Ernest  C. 
Fortier  and  Frank  V.  Fields  to  determine  surface  curves  for  flow  of  water  in 
wash  water  troughs  and  to  develop  formula  for  assistance  of  designers  of 
troughs. 

Flow  of  Water  Through  One-  and  One-Half-Inch  Pipe  and  Valves, 
Frederick  W.  Greve,  Jr.,  Purdue  Univ.,  Bui.  1,  Eng.  Experiment  Station, 
vol.  2,  no.  2,  July  1918,  21  pp.  16  figs.  Tables  and  formulae  for  determining 
head  losses  incurred  with  use  of  pipes  and  valves. 

Hydraulic  Experiments  with  Valves,  Orifices,  Hose,  Nozzles,  and  Orifice 
Buckets,  Arthur  N.  Talbot,  Fred  B.  Seely,  Virgil  R.  Fleming  and  Mehin 
L.  Enger.  Univ.  of  Illinois  Bui.,  vol.  15,  no.  37,  May  13,  1918,  Bui  105, 
80  pp.,  28  figs.  Loss  of  hydraulic  head  in  small  valves;  flow  of  water  through 
submerged  orifices;  fire  streams  from  small  hose  and  nozzles;  orifice  bucket 
for  measuring  water. 

Tides.  Power  from  the  Tides,  J.  O.  Boving.  Times  Eng.  Supp.,  no.  529,  Nov. 
1918,  pp.  232-233,  0  figs.  Design  of  turbines  which  author  thinks  will  render 
utilization  of  tidal  power  economically  feasible. 

Water  Hammer.  Causes  of  Shock  in  Hydraulic  Mains,  Alfred  Towler.  Machy. 
Market,  no.  942,  Nov.  22,  1918,  pp.  17-18.  Broad  consideration  of  cause 
and  effect  in  principle  of  violent  collision  as  determined  by  momentum. 
Paper  before  Leeds  Assn.  Engrs. 

Maxima  Excess  Pressures  Produced  by  Water  Hammer  (Etude  sur  les 
maxima  de  surpression  dans  les  ph6nomenes  de  coups  de  belier),  Maurice 
Gariel.  Revue  Ge*nerale  de  l'Electricite,  vol.  4,  nos  11  and  12,  Sept.  21  and 
Oct.  5,  1918,  pp.  403-411.  6  figs.,  and  183.  490,  4  figs  Analysis  of  modern 
theory  of  water  hammer  leads  author  to  establish  that  Michaud's  formula  for 
maximum  excess  pressure  applies  to  great  majority  of  turbine  installations: 
that  Joukowski-Allievi's  formula  applies  to  conduits  of  uniform  dimensions 
when  opening  closes  in  less  than  2  /.,a  (where  /.  is  length  in  meters  and  a 
velocity  of  propagation  of  wave;  and  Sparre's  formula  in  cases  of  non-uniform 
conduits  and  extremely  rapid  shut-off.  Oct.  5:  Investigations  of  phenomena 
of  pressure  waves  developed  in  conduit  by  sudden  release  at  opening  and 
account  of  experimental  verification  of  theoretical  conclusions. 

Watebwheels.  Principles  of  Waterwheel  Design.  David  R.  Shearer.  Power, 
vol.  48,  no.  21,  Nov.  19,  1918,  pp.  732-734,  5  figs.  Some  of  underlying  prin- 
ciples simply  illustrated,  referring  particularly  to  relation  between  velocity 
of  water  and  the  peripheral  velocity  of  wheel. 

INTERNAL  COMBUSTION  ENGINES 

Hbavt  Oil  Engines.  The  Diesel  Engine,  Its  Fuels  and  Uses,  Herbert  Haas. 
Automotive  Eng.,  vol.  3,  no.  9,  Oct.  1918,  pp.  4 1 8-424.     General  characteristics 


of  oil  engines;  three  general  types;  various  cycles  and  comparison  of  advan- 
tages of  each;  comparative  economies;  detail  of  construction.  (To  be  con- 
tinued.) Also  in  Jl.  Soc.  Automotive  Engrs.,  vol.  3,  no.  5,  Nov.  1918,  pp. 
299-308,  5  figs. 

The  Heavy  Oil  Engine,  Charles  E.  Lucke,  Int.  Mar.  Eng.,  vol.  23,  no.  11, 
Nov.  1918,  pp.  625-029  (Conclusion  of  article.) 

The  Semi-Diesel  Engine.  Times  Eng.  Supp.,  no.  529,  Nov.  1918, 
p.  245.     Characterisitics  and  design. 

The  Semi-Diesel  Oil  Engine,  James  Richardson.  Engineering,  vol. 
106,  no.  2756,  Oct.  25,  1918,  pp.  461^404,  12  figs.  Review  of  mny  types  of 
semi-Diesel  engines.     Paper  before  Diesel  Engine  Users'  Asso.  Oct.  24,  1918. 

High  Speed  Engine.  Modern  Types  of  Engines,  Harry  R.  Ricardo.  Machy.  Market, 
no.  941,  Nov.  15,  191S,  pp. 17-18.     Features  of  high-speed  engine  design  and 

f)oints  upon  which  designers  have  concentrated  their  attention.  Paper 
>efore  North-East  Coast  Instn.  of  Engrs.  &  Shipbuilders.  (To  be  continued.) 
Also  in  Int.  Mar.  Engr.,  vol.  23,  no.  11,  Nov.  1918,  pp.  650-651. 

Magnetos.  Operation  of  Internal-Combustion-Engine  Magnetos  (Sul Funzionamento 
dei  magneti  di  accensione  dei  motori  a  scoppio),  Emilio  Biffi.  l'EIectrotec- 
nica,  vol.  5,  nos.  22,  24  and  28,  Aug.  5  and  25,  Oct.  5,  1918,  pp.  302-306, 
326-332  and  386-392,  26  figs.  Aug.  5  and  25;  theory  of  the  magneto-generator. 
Oct.  5 :  theory  of  formation  of  spark  in  secondary  coil.     (To  be  continued.) 

Marine  Engines.-  Two  versus  Four-Cycle  Internal  Combustion  Marine  Engines. 
Giovanni  Chiesa.  Engineering,  vol.  106,  no.  2757,  Nov.  1,  1918,  pp.  482J 
486,  6  figs.  Purpose  of  article  is  to  coordinate  arguments  which  have  been 
alleged  for  and  against  both  types  in  their  best  form  of  construction  and 
to  endeavor  to  draw  conclusion  after  careful  consideration  of  all  points  of 
question. 

Mixture.  Mixing  the  Mixture,  Robert  Miller.  Motor  Boat,  vol.  15,  no.  22,  Nov. 
25,  1918,  pp.  11-14,  6  figs.  Points  out  importance  of  securing  uniform  mixture 
in  cylinder  in  order  to  socure  chemical  combination  and  considers  the  problem 
of  direct  injection. 

Pistons.  Piston  Design,  Harry  R.  Ricardo.  Automobile  Engr.,  vol.  8,  no.  119 
Oct.  1918,  pp.  274-278,  12  figs.  Design  in  which  connection  between  ring- 
carrying  portion  of  piston  and  slipper  surface  is  severed,  so  that  heat  can  only 
be  conductd  to  slipper  surfaces  by  way  of  main  webs,  these  being  so  con- 
structed that  heat  from  crown  is  distributed  evenly  over  surface  of  slippers 
Also  in  Autocar,  vol.  41,  no.  1201,  Oct.  26,  1918,  pp.  409-410,  3  figs. 

LUBRICATION 

Cranes,  Electric.  Electric  Crane  Lubrication,  Geo.  R.  Rowland.  Lubrication, 
vol.  5,  no.  12,  Oct.  1918,  pp.  2-10,  10  figs.  Ring  oiling  system  which  consists 
of  oil  reservoir  and  brass  ring  attached  to  and  revolving  with  shaft. 

(  itting  Tools.  Cutting  lubricants  and  Cooling  Liquids.  Shipbuilding  &  Shipping 
Rec,  vol.  12,  no.  19,  Nov.  7,  1918,  pp.  445-440.  Enumeration  of  factors 
upon  which  selection  of  suitable  cutting  lubricant  or  cooling  liquid  depends 
and  suggestions  in  regard  to  their  manipulation.  From  report  issued  by 
Advisory    Council    of    Department    of    Scientific    &    Indus.     Research. 

Economy.  Lubricant  Economy,  D.  Street.  Can.  Machy.,  vol.  20,  no.  22,  Nov.  28, 
1918,  p.  617.  Necessity  for  practicing  economy  and  suggestions  for  reducing 
waste. 

Steam  Cylinders.  Problems  of  Steam  Cylinder  Lubrication  (III),  W.  F.  Osborne. 
Blast  Furnace,  vol.  6,  no.  10,  Oct.  1918,  pp.  414-410.  Factors  affecting  opera- 
tion and  lubrication  of  compound  engines. 

MACHINE  ELEMENTS  AND  DESIGN 

Bearings.  Saving  Power  by  Efficient  Bearings,  F.  H.  Lenox.  Text'le  World  Jl., 
vol.  54,  no.  23,  Dec.  7,  1918,  pp.  91-95,  4  figs.  Equipment  method  and  results 
of  experiments  to  determine  power  required  to  overcome  friction  of  shaft 
bearings. 

Rolts  and  Screws.     S.  A.  E.  Standard  Screws  and  Bolts.  Jl.  Soc.  Automotive  Engrs., 
vol.  3,  no.  5,  Nov.  1918,  pp.  333-335,  1  fig.     Brief  account  of  development  of 
standards  and  comparison  of  standard  screw-thread  pitches  used  in  nve-inch- 
sj  stems  most  generally  adopted  in  American  and  British  practice, — B    W  S 
B.  S.  F.,  U.  S.  S.,  S.  A.  E.  Reg.,  S.  A.  E.  Fine. 

Crankshafts.  Problems  of  Crankshaft  Design,  Otto  M.  Burkhardt.  Aerial  Age, 
vol.  8,  no.  7,  Oct.  28,  1918,  pp.  370-379,  15  figs.  Mathematical  analysis  of 
three  groups  of  forces  necessary  to  induce  and  maintain  speeds  of  3000  r.p.m. 
or  more;  pressures  due  to  gaseous  mixture,  inertia  forces  and  centrifugal  forces. 
Paper  before  Eng.  Soc.  of  Buffalo. 

Gears,  The  Internal  Gear.  Pamphlet  published  by  Fellows  Gear  Shaper  Co.,  92 
pp.,  55  figs.  Popular  presentation  of  the  comparative  tooth  action  of  internal 
and  external  gear  teeth,  together  with  directions  for  cutting,  and  samples  of 
applications  . 

MACHINE  SHOP 

Tool  Making.  Tooling  Up  Single  Spindle  Automatics  aDd  Lathes.  Can.  Machy, 
vol.  20,  no.  19,  Nov.  7,  1918,  pp.  530-537,  6  figs.  Operations  for  British  101 
fuse  body. 

Grinding.  Grinding;  Its  Utility  in  the  Modern  Shop,  D.  Street.  Can.  Machy., 
vol.  20,  no.  22,  Nov.  28,  1918,  p.  623.  Convenience  of  substituting  grinding 
for  tooling  in  certain  machine  operations. 

Belting.  Belting  Speeds;  Saw  Speeds;  Bearing  Alloys,  G.  F.  Cosgove.  Wood- 
Worker,  vol.  37,  no.  9,  Nov.  1918,  pp.  28-29.  Account  of  experiments  made 
with  gang  ripping  machines  with  saws  located  above  stock  to  be  ripped, 
feed  being  by  means  of  a  grooved  traveling  bed  which  carries  the  stock  beneath 
saws. 


52 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Tool  Department. 


DnilL  Sharpening.  Central  Plant  for  Sharpening  Drill  Steels  Savc3  Money  in 
Quarrying.  Eng.  News-Kec  .,  vol.  81,  no.  21,  Nov.  21,  1918,  pp.  929-930, 
3  figa.  Sharpening  shop  with  two  men  replaces  five  Bmithies;  steel  conveyor, 
oil-fired  furnaces  and  concrete  quenching  vat. 

Gages.  Making  Thread  Gages,  T.  H.  Fenner.  Can.  Machy.,  vo..  20,  no.  19,  Nov.  7, 
1918,  pp.  529-532,  7  figs.  Description  of  plant  and  methods  of  a  Canadian 
firm. 

Milling.  Continuous  Milling,  A.  Thomas.  Automobile  Engr.,  vol.  8,  no.  119, 
Oct.  1918,  pp.  296-298,  12  figs.     Notes  on  operation  of  Becker  machine. 

Operation.  Scientific  Organization  of  the  Machine  Shop  (Organisation  Scientifique 
de  1'usinage),  P.  Denis.  Genie  Civil,  vol.  73,  nos.  12,  13  and  14,  Sept.  21, 
28  and  Oct.  5,  1918,  pp.  227-230,  246-251  and  268-271,  23  figs.  Methodical 
execution  of  turning,  countersinking  and  drilling.  Sept.  21 :  selectin  of  most 
economical  cutting  speed  by  construction  of  individual  tool  curves  showing 
cutting  speed  against  volume  of  material  removed  by  tool  at  that  speed  before 
it  needs  resharpening.  Sept.  28:  further  study  of  tool  curves  and  their 
utilization  in  determining  the  most  effective  thermal  treatment  for  tools  used 
in  cutting  operations.  Oct.  5:  numerical  illustrations  and  resumS  of  conclu- 
sions reached. 

Punch  Press.  Safe  Punch  Press  Operation,  W.  W.  Roach.  Safety  Eng.,  vol.  36, 
no.  4,  Oct.  1918,  pp.  231-233.  Discusses  installation  and  use  of  mechanical 
guards,  introduction  of  safe  practices  and  education  of  press  operators.  From 
Proc.  Seventh  Annual  Safety  Congress. 

Square  Holes.  Generating  a  Square  Hole  with  a  Gear  Shaper  Cutter,  Douglas  T. 
Hamilton.     Am.  Mach.,  vol.  49,  no.  21,  Nov.  21,  1918,  pp.  949-950,  2  figs. 

partment.  Supervising  a  Large  Tool  Department,  C.  W.  Starker.  Indus. 
Management,  vol.  5G,  no.  6,  Dec.  1918,  pp.  481-486.  Step  toward  groat  it 
economy  in  tool  department.  Methods  developed  in  tool  department  to 
coordinate  requirements  and  minimize  tocl  expense. 

MACHINERY,  METAL  WORKING 

Boring  Bar.  Making  Boring  Bars  for  Big  Guns,  M.  E.  Hoag.  Am.  Mach.,  vol.  49, 
no.  22,  Nov.  28,  1918,  pp.  987-988,  4  figs.  Describing  boring  of  hole  42  feet 
long  1  yi  inches  in  diameter. 

Grinder.  Heald  Cylinder  Grinder.  Am.  Mach.,  vol.  49,  no.  23,  Dec.  5,  1918, 
pp.  1053-1054,  2  figs.  Description  of  machine  built  by  Heald  Machine  Co., 
Worcester,  Mass.,  with  principal  dimensions. 

Lathe.  Amalgamated  Shell-Turning  Lathe.  Am.  Mach.,  vol.  49,  no.  19,  Nov.  17 
1918,  p.  869,  1  fig.     Short  description  with  principal  dimensions. 

Slotting  Machine.  A  New  Slotting  Machine  of  the  Milling  Type,  J.  V.  Hunter. 
Am.  Mach.,  vol.  49,  no.  21,  1918,  pp.  953-  56,  9  figs.  Description  with  prin- 
cipal data  of  new  machine  tool  brought  out  by  Racine  Tool  and  Machine  Co., 
Racine,   Wis. 

MACHINERY,  SPEUiAi, 

Clocks.  Studies  in  Clocks  and  Time- Keeping:  No.  1.  Theory  of  the  Maintenance 
of  Motion,  R.  A.  Sampson.  Proc.  Roy.  Soc.  of  Edinburgh,  vol.  38,  part  1 
and  2,  session  1917-1918,  pp.  75-114,  11  figs.,  and  169-128.  Practical  details 
of  three  clocks,  Riefler,  synchronome,  and  Cottingham;  theoretical  dis- 
cussions on  maintenance  of  motion,  air  resistance,  barometric  error,  escape- 
ment error,  temperature  compensation,  and  other  points  connected  with 
exact  timekeeping.     No.  2:  Tables  of  the  Circular  Equation. 

Evaporators.  Lillie  Multiple  Evaporator.  Steam,  vol.  22,  no.  5,  Nov.  1918, 
pp.  142-143,  3  figs.  Evapo  rator  in  which  liquid  is  spread  over  heating  surfaces 
in  thin  films. 

Hoisting  Jacks.  Hydraulic  Car  Lift  Gives  Increased  Output  to  Shops,  Homer 
MacNutt.  Elec.  Ry.  Jl.,  vol.  52,  no.  21,  Nov.  23,  1918,  pp.  927-928,  4  figs 
Description  with  illustrations  of  hydraulic  hoisting  jack. 

Quarrying  Machines.  Labor-Saving  Methods  and  Machines  in  Limestone 
Quarrying.  Eng.  &  Contracting,  vol.  50,  no.  21,  Nov.  20,  1918,  pp.  478-479. 
From  pamphlet  by  0li\  er  Bowles  issued  by  U.  S.  Bureau  of  Mines. 

Quenching  Machine.  A  Quenching  Machine  for  Hardening  Small  Drawing  Dies. 
Am.  Mach.,  vol.  49,  no.  23,  Dec.  5,  1918,  pp.  1045-1016,  4  figs.  Description 
of  machine  de^  eloped  by  S.  A.  Potter  Tool  a  nd  Machine  Works,  70  East  130th 
St.,  New  York. 

Road  Finisher.  Road  Finisher  Produces  Denser  Concrete.  Cement  &  Eng.  News, 
vol.  30,  no.  1,  Nov.  1918,  p.  34,  2  figs.  Machine  which  subjects  mixture  to 
continuous  agitation  by  tamper. 

Scales.  Modern  150-Ton  Track  Scale  Now  in  Use,  Frank  C.  Perkins.  Can.  Machy., 
vol.  20,  no.  19,  Nov.  7,  1918,  pp.  544-547,  9  figs.  Mechanism  of  design 
in  which  plate-steel  fulcrums  are  used. 

Screens,  Gravel.  Comparative  Analysis  of  Gravel  Screens,  Raymond  W.  Dull. 
Cement  &Eng.  News,  vol.30,  no.  11,  Nov.  1918,  pp.  21-23,  10  figs.  Considers 
gravity,  cylinder,  overhung  conical  and  inclined  conical  types. 

Tool-Setter.  Alignment-Tester  and  Microscopic  Tool-Setter.  Engineering,  vol. 
106,  no.  2754,  Oct.  11,  1918,  pp.  398-399,  7  figs.  Description  of  an  instrument 
constructed  by  Cambridge  Scientific  Instrument  Company,  Limited 
Cambridge. 

MATERIALS  OF  CONSTRUCTION  AND  TESTING  OF  MATERIALS 

Asphalt.  Standardization  of  Required  Consistency  for  Asphalt,  J.  R.  Draney. 
Contract  Rec,  vol.  32,  no.  46,  Nov.  13,  1918,  p.  910,  Quotes  present  varia- 
tions and  suggests  possible  specifications. 


Koileh  Platk.  Materials  of  Steam  Boiler  Construction,  A.  J.  Dixon.  Boiler  Maker, 
vol.  18,  no.  11,  Nov.  1918,  pp.  317-319.  Action  of  carbon  in  boiler  plate; 
dangers  of  free  use  of  cast  iron;  laminar  structure  of  wrought  iron.  From 
Power. 

Cracks.  Prevention  of  Season  and  Corrosion  Cracks,  W.  B.  Price.  Am.  Machy., 
vol.  49,  no.  19,  Nov.  7,  1918,  pp.  848-850,  7  figs.  Paper  before  Am.  Soc.  for 
Testing  Materials,  Atlantic  City,  June  1918. 

Monel  Metal.  Note  on  Monel  Metal,  John  Arnott.  Engineering,  vol.  106,  no. 
2756,  Oct.  25,  1918,  p.  451,  3  figs.  Composition,  microstructure,  strength  or 
rolled  materials,  effect  of  annealing,  strength  at  high  temperature,  use. 

Silica  Brick.  Silica  Brick  Tests.  Eng.  &  Cement  World,  vol.  13,  no.  10,  Nov. 
15,  1918,  p.  62.  Brief  report  of  experiments  conducted  in  France  which 
revealed  that  notable  quantities  of  iron  oxide  do  not  sensibly  lower  fusing  point 
of  silica,  even  when  lime  is  present. 

MEASUREMENTS  AND  MEASURING  APPARATUS 

Depth  Gauge.  A  Micrometer  Depth  Gauge,  C.  H.  Copland.  Model  Engr.,  vol.  39, 
no.  914,  Oct.  31,  1918,  pp.  239-240,  6  figs.  General  arrangement  and  details 
of  gage  intended  for  use  on  munition  or  other  fine  work. 

Hardness.  The  Institution  of  Mechanical  Engineers.  Engineering,  vol.  106,  no. 
2756,  Oct.  25,  1918,  pp.  469-472,  5  figs.  Discussion  of  three  papers  on  hardness 
testing,  "A  Law  Governing  the  Resistance  to  Penetration  of  Metals  When 
Tested  with  a  10-mm.  Steel  Ball;  and  a  New  Hardness  Scale  in  Energy  Units, 
by  Prof.  C.  A.  Edwards,  "  Tho  Value  of  the  Indentation  Method  in  the 
Determination  of  Hardness,"  by  H.  G.  C.  Batson,  and  "  The  Ludwick  Hard- 
ness Test,"  by  W.  C.  Unwin,  all  read  at  meeting  of  Inst.,  Oct.  1918. 

The  Ludwik  Hardness  Test,  W.  C.  Unwin.  Engineering,  vol.  106, 
no.  2756,  Oct.  25,  19 18,  p.  478.     Paper  before  Inst,  of  Mech.  Engrs.,  Oct.  19 18. 

The  Resistance  of  Metals  to  Penetration  Under  Impact,  C.  A.  Edwards, 
Engineering,  vol.  126,  no.  3276,  Oct.  11,  1918,  pp.  314.  Abstract  of  paper 
before  Inst,  of  Mech.  Engrs.,  June  1918. 

Value  of  the  Indentation  Method  in  the  Determination  of  Hardness  • 
R.  G.  C.  Batson.  Engineering,  vol.  106,  no.  2756,  Oct.  25,  1918,  pp.  475-477, 
6  figs.     Paper  before  Inst,  of  Mech.  Engrs.,  Oct.  1918. 

Heat- Measurement.  Heat- Measuring  Instruments,  C.  E.  Clewell.  Am.  Mach., 
vol.  49,  no.  23,  Dec.  5,  1918,  pp.  1021-1025,  12  figs.  Principal  types  of  pyro- 
meters; features  connected  with  their  use;  typical  uses;  cases  of  practical 
installations  of  pyrometers  illustrated. 

Indicators.  Indicator  Cord  Connections,  R.  T.  Strohm,  Southern  Engr.,  vol.  30, 
no.  4,  Dec.  1918,  pp.  4041,  7  figs.  Collection  of  methods  used  by  engineers 
to  connect  cord  to  reducing  motion. 

Minimeter.  The  Minimeter  for  Fine  Measuring,  Frank  C.  Perkins.  Can.  Machy., 
vol.  20,  no.  21,  Nov.  21,  1918,  pp.  592-593,  5  figs.  Principle  and  forms  of 
Hirth  apparatus  for  measuring  threads,  balls,  cylindrical  parts  and  grooves, 
also  for  inside  measuring  of  various  diameters. 

Permeability.  Determination  of  Permeability  of  Balloon  Fabrics,  Junius  David 
Edwards.  Aeronautics,  vol.  15,  no.  261,  Oct.  16,  1918,  pp.  358-364,  7  figs. 
Theory  of  process;  volume-loss  methods;  penetration  methods;  experimental 
apparatus;  effect  of  experimental  conditions  on  apparent  permeability;  operat- 
ing directions  and  calculations.    From  Aviation  &  Aeronautical  Eng. 

Variance.  Variance  of  Measuring  Instruments  and  Its  Relation  to  Accuracy  and 
Sensitivity,  Frederick  J.  Schlink.  Jl.  Franklin  Inst.,  vol.  186,  no.  6,  Dec. 
1918,  pp.  743-747.     Abstract  of  notes  from  U.  S.  Bureau  of  Standards. 

Viscosity.  On  the  Measurement  of  the  Viscosity  of  Liquids  (Sur  la  mesure  de  la 
viscosity  des  huiles),  C.  Chfineveau.  Journal  de  Physique,  vol.  7,  May- 
June  1917,  pp.  109-114,  1  fig.  Apparatus  for  measuring  absolute  viscosity 
by  application  of  Poiseuille's  law. 

MECHANICS 

Beams.  Curved  Beams,  James  J.  Guest.  Proc.  Roy.  Soc,  vol.  95,  no.  A665,  Sept. 
2,  1918,  pp.  1-21,  6  figs.  Determination  of  stresses  produced  by  bending 
moment  in  uniform  curved  beams  of  several  'special  sections;  method  of 
estimating  maximum  stress  applicable  to  sections  considered  and  approxi- 
mately to  any  other  section  not  having  extraordinary  features. 

The  Buckling  of  Deep  Beams,  J.  Prescott.  Lond.,  Edinburgh  &  Dublin 
Phil.  Mag.,  vol.  36,  no.  214,  Oct.  1918,  pp.  297-314,  7  figs.  Attempt  to 
develop  mathematical  theory  of  side  buckling  of  beam  having  a  depth  much 
greater  than  its  breadth  by  assuming  buckling  has  actually  occurred  and 
finding  value  of  couples  at  end  which  will  maintain  buckled  state  of  beam  . . 

Elasticity.  Elastic  Solids  Under  Body  Forces,  D.  N.  Mallik.  Lond  ,  Edinburgh 
&  Dublin  Phil.  Mag.,  vol.  36,  no.  214,  Oct.  1918,  pp.  321-326.  Derives  from 
equation  of  equilibrium  of  isotropic  solid  under  body  forces  mathematical 
expression  for  its  displacement. 

Theory  of  Elastic  Phenomena  Taking  Place  in  Punching  and  Drawing 
of  Plastic  Blocks  (Theorie  du  poinconnage  et  de  l'6coulement  des  blocs  plas- 
tiques;  phase  felastique  de  ces  phenomenes),  J.  Boussmesq.  Comptes  rendus 
des  seances  de  l'Academie  des  Sciences,  vol.  167,  no.  15,  Oct.  7,  1918,  pp.  505- 
510.  Studies  general  case  of  cylindrical  block.  Supplement  to  four  previous 
communications  (Comptes  rendus,  vol.  167,  July  29,  Aug.  5,  12,  19,  pp. 
186,  221,  253,  285)  on  the  verification  of  Trosca's  formula?. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


53 


£p«ings.  A  Now  Theory  of  Plate  Springs.  David  Landau  and  Percy  H.  Parr.  Jl. 
Franklin  Inst.,  vol.  186,  no.  6,  Dec.  1918,  pp.  699-721,  8  figs.  Mathematical 
study  of  effect  of  tapering  ends  of  leaves  on  strength  of  spring.  Continued 
from  vol.  185,  April  1918,  p.  481.     (To  be  continued.) 

Tubes.  Contribution  to  Our  Knowledge  on  Calculation  of  Stresses  in  Tubes  (Bidrag 
till  Kiinnedom  om  tubers  berakning).  Folke  L:son  Grange.  Teknisk  Tid- 
skrift,  Vag — och  Vatten-Byggnadskonsl,  year  48,  no.  10,  Oct.  1918,  pp. 
145-147,  4  figs. 

MOTOR  CAR  ENGINEERING 

Design.  Aeronautical  Experience  Will  Profoundly  Affect  Motor  Car  Practice,  A.  A. 
Remington.  Automotive  Ind.,  vol.  39,  no.  18,  Oct.  31,  1918,  p.  776.  Empha- 
sizes necessity  for  greater  standardization  and  more  research  work.  Presi- 
dential address  before  British  Instn.  Automobile  Engrs. 

Post- War  Chassis.  Automobile  Engr.,  vol.  8,  no.  119,  Oct.  1918,  pp. 
279-280.  Possible  effects  of  aircraft  engine  experience  and  other  factors 
bearing  upon  design.     (To  be  continued.) 

Engines  Gasoline.  The  "  American",  Sleeve- Valve  Motor.  Auto,  vol.  23,  no.  44, 
Nov.  1,  1918,  pp.  820-822,  6  figs.  How  sleeves  are  operated;  suggestion  to 
overcome  tendency  not  to  get  rid  of  exhaust,  by  offsetting  forward  sleeve 
exhaust  port  from  its  present  direct  opposition  to  inlet  and  narrowing  and 
deepening  both  it  and  others  corresponding  in  cylinder  wall  and  in  head. 

Engines,  Kerosene.  Beaver  Kerosene  Tractor  Engines.  Automotive  Industries, 
vol.  39,  no.  20,  Nov.  14,  1918,  pp.  839  and  862.  2  figs.  Horsepower  and 
torque  curves  of  $X  *  6-in.  engine  and  record  of  5-hr.  endurance  test  on  full- 
open  throttle  at  900  r.p.m. 

Fuel  Consumption.  Tests  for  Reducing  Fuel  Consumption  on  Motor  Vehicles 
(Forsog  paa  Besparelse  af  Braendselsolie  ved  Automobilkorsel) ,  Paul  Bergsoe. 
Ingenioren,  year  27,  no.  85,  Oct.  23,  1918,  pp.  557-558. 

Gas  Fuel.     Coal  Gas  for  Motor  Vehicles.     Times  Eng.  Supp.,  no.  527,  Sept.,  1918, 

£.  187.     Modifications  for  running  under  compressed  charges  introduced  by 
ondon  General  Omnibus  Co. 

Kerosene  Burning  (see  Engines,  Kerosene).  Kerosene  Vaporization,  L.  E. 
French.  Automotive  Industries,  vol.  39,  no.  20,  Nov.  14,  1918,  p.  845, 
2  figs.  Apparatus  embodying  tube  and  hot-spot  systems  of  vaporizing 
heavy  fuel  for  internal-combustion  engines,  the  two  effects  being  automatically 
balanced. 

The  Bellem-Bregeras  Kerosene  Atomizer,  Auto,  vol.  23,  no.  45,  Nov.  8 
1918,  p.  845,  2  figs.     Theoretical  value  and  practical  performance  results. 

Lubrication.  Lubrication  and  Fuel  Tests,  P.  J.  Dasey.  Automotive  Ind.,  vol.  39, 
no.  21,  Nov.  21,  1918,  pp.  875-877,  4  figs.  Deals  with  tests  made  on  a 
Buda  tractor-type  engine.  Devorik's  new  synthetic  gasoline.  Paper 
before  section  of  Soc.  Automotive  Engrs. 

Single-Feed  System  Oils  Car  from  Seat.  Automotive  Ind.,  vol.  39,  no.  17, 
Oct.  24,  1918,  p.  719  Multiple-plunger  hand  pump  and  reservoir  constructed 
to  supply  oil  under  pressure  to  all  points  on  chassis. 

Steam  Vehicles.  Solid  Fuels  for  Steam  Vehicles.  Motor  Traction,  vol.  27,  no.  709, 
Oct.  2,  1918,  pp.  243-244.  Review  of  tests  conducted  by  coal  controller  to 
prove  that  other  fuels  than  Welsh  coal  could  be  used. 

Tractors.  Heider  Friction  Drive  Tractor.  Automotive  Industries,  vol.  39,  no.  20, 
Nov.  14,  1918,  pp.  831-832,  4  figs.  FrictioD  drive  which  enables  a  con- 
siderable number  of  tractor  speeds  and  belt  speeds  to  be  obtained  without  use 
of  shifting  gears. 

Wheels.  Front  Wheel  Wobble,  Walter  Boyle.  Motor  Traction,  vol.  27,  no.  712, 
Oct.  23,  1918,  pp.  305-306,  2  figs.  Sketch  of  method  to  give  trailing  effort 
to  front  wheels  by  tilting  steering  heads. 

PIPE 

Tile.  Tile  Pipe  Versus  Iron  Pipe  for  Drains,  Osborne  Smith.  Contract  Rec,  vol. 
32,  no.  44,  Oct.  30,  1819,  p.  873.  Brief  account  of  author's  experience  and 
suggestions  in  regard  to  jointing. 

POWER  GENERATION 

Canada.  Utilizing  Canada's  Water  Powers,  J.  B.  Challies.  Can.  Mfr.,  vol.  38, 
no.  8,  Aug.  1918,  pp.  25-27.  Future  possibilities  and  requirements  for  their 
realization.     From  paper  before  Can.  Soc.  Civil  Engrs. 

POWER  PLANTS 

Boiler  Inspection.  Ontario  Boiler  Inspection  Office.  Power,  vol.  48,  no.  20, 
Nov.  12,  1918,  pp.  698-699,  13  figs.  Examples  of  dangerous  conditions  found 
in  boilers  described  and  illustrated. 

Boiler  Operation.  Boiler  Room  Efficiency,  A.  H.  Blackburn.  Power  Plant  Eng., 
vol.  22,  no.  22,  Nov.  15,  1918,  pp.  919-920.  Analysis  of  fuel;  losses  in  boiler 
room;  instruments;  coal  handling.  Abstract  of  paper  before  Annual  Con- 
vention of  Smoke  Prevention  Assn. 

Economic  Operation  of  Steam  Turbo-Electric  Stations,  C.  T.  Hirshfeld 
and  C.  L.  Karr.  Department  of  Interior,  Bureau  of  Mines,  Tech.  Paper 
204,  29  pp.,  5  figs.  Analysis  of  methods  used  in  boiler  from  for  producing 
steam  required  and  distributing  load  between  main  units  available.  Dis- 
cussion of  economic  source  for  auxiliary  power  and  conclusion  that  auxiliary 
power  in  excess  of  that  obtainable  with  exhaust  steam  absorption  can  be 
procured  from  main  generators  in  electrical  form  at  lower  thermal  cost 
than  in  any  other  way. 

Economical  Working  of  Boiler  Plant,  P.  D.  Kirkman.  Machy.  Market 
no.  942,  Nov.  22,  1918,  p.  18.  List  of  modern  efficiency  apparatus  and  of 
items  to  be  studied  in  connection  with  waste  and  efficiency.  Address  to 
Manchester  Branch  of  British  Assn.  of  Textile  Mgrs. 


Economy  in  Boiler  Operation,  Thomas  M.  Gray.  Southern  Engr., 
vol.  30,  no.  4,  Dec.  1918,  pp.  42-43,  1  fig.  Ad\antages  and  disadvantagi , 
of  high  furnace  temperatures;  conditions  produced  by  forcing  boilers  consider- 
ably beyond  their  rating;  sampling  and  analyzing  of  flue  gases. 

Boiler  Settings.  Boiler  Setting  Radiation  and  Air  Leakage,  E.  S.  Hight.  EIoc 
World,  vol.  72,  no.  21,  Nov.  23,  1918,  pp.  974-975,  1  fig.  Results  of  experi- 
ments to  determine  best  method  of  covering  boiler  settings  to  bring  about, 
reduction  in  radiation  and  escape  of  air;  type  of  covering  which  saves  $1000 
per  500-hp.  battery  per  year. 

Central  Stations.  A  Kilowatt  Hour  and  the  Coal  Required  to  Produce  It,  B.  H. 
Blaisdell.  Elec.  Eng.,  vol.  52,  no.  2,  Aug.  1918,  pp.  26-28.  Waste  inherent 
in  piesent  system  of  generating  power  and  remarks  on  some  of  the  losses  due 
to  imperfect  manipulation.  Paper  before  Manila  Section  of  Nat.  Elec. 
Light  Assn. 

Increasing  the  Economy  of  Central  Station  Operation,  J.  W.  Andree. 
Elec.  World,  vol.  72,  no.  19,  Nov.  9,  1918,  pp.  881-882.  Overhauling  water 
conduits  and  prime  movers;  burning  natural  gas  to  save  fuel  oil;  other  proved 
methods. 

Coke  Oven  Plants.  Power  Plants  at  By-Product  Coke-Ovens,  F.  E.  Harris. 
Jr.  &  CI.  Trds.  Rev.,  vol.  96,  no.  26117,  April  26,  1918,  pp.  450-452,  2  figs. 
Discusses  requirements  and  how  to  obtain  satisfactory  results. 

Condensers.  Condensers  and  Condenser  Engineering  Practice,  D.  D.  Pendleton. 
Power,  vol.  48,  no.  20  and  21,  Nov.  12  and  19,  1918,  pp.  720-722  and  756-757. 
Abstract  of  paper  presented  at  twelfth  annual  convention  of  Assn.  of  Iron 
and  Steel  Elec.  En  .,  Baltimore,  Sept.  1918. 

Cost.  Improving  Factory  Steam  Plants  (V),  H.  A.  Wilcox.  Power  Plant  Eng. 
vol.  22,  no.  22,  Nov.  15,  1918,  pp.  915-918,  2  figs.  Test  to  determine  proper 
division  of  costs;  schedule  of  operation  for  power  department. 

Economizers.  Exact  Data  on  the  Running  of  Steam  Boiler  Plants,  D.  Brownlie. 
Engineering,  vol.  106,  no.  2757,  Nov.  1,  1918,  pp.'  481-482.  Economizers. 
First  article. 

Efficiency.  Steam  Plant  Efficiency.  Coal  Trade  Jl.,  year  50,  no.  49,  Dec.  4,  1918 
pp.  1433-1434.  Suggestions  addressed  operating  officers,  superintendents, 
chief  engineers,  motive  power  department  officials  and  men  in  charge  of 
stationary  power,  heating  and  pumping  plants  by  U.  S.  Railroad  Adminis- 
tration. 

Exhaust  Steam.  Maintenance  of  a  Proper  Heat  Balance,  R.  N.  Ehrhart.  Power, 
vol.  48,  no.  20,  Nov.  12,  1918,  pp.  692-694,  4  figs.  Describing  hand  and 
automatic  control  of  exhaust  steam  from  auxiliaries  so  that  quantity  of 
exhaust  steam  available  for  feed  heating  may  at  all  times  bo  proportioned  to. 
load  on  main  units,  thus  preventing  waste  of  exhaust  at  light  loads. 

High  Pressure  Steam.  The  Use  of  High-Pressure  and  High-Temperature  Steam 
in  Large  Power  Stations,  J.  H.  Shaw.  Inst.  E.  E.,  Nov.  1918,  pp.  1-10 
5  figs.  From  the  point  of  view  of  the  engineer  interested  in  the  generation 
of  electricity.     Also  in  Machy.  Market,  no.  942,  Nov.  22,  1918,  pp.  19-20. 

Individual  Plants.  New  General  Electric  Steam  Turbine  Shop,  F.  L.  Prentiss. 
Iron  Ag  ,  vol.  102,  no.  20,  Nov.  14,  1918,  pp.  1195-1199,  6  figs.  Construction 
and  other  features  in  large  plant  designed  for  heavy  machine  work;  production 
methods  followed. 

Plant  Arrangement  and  Cost  of  Construction.  Elec.  World,  vol.  72, 
no.  19,  Nov.  9,  1918,  pp.  888-890,  3  figs.  Features  of  latest  station  of  Turners 
Falls  Power  &  Electric  Co.,  may -become  one  of  most  important  steam 
plants  in  New  England.     (Second  article.) 

Power  Industry.  Conditions  in  the  Power  Industry,  Ludwig  W.  Schmidt.  Power 
vol.  48,  no.  23,  Dec.  3,  1918,  pp.  798-800.  Digest  of  reports  of  U.  S.  consuls 
on  power  situation  in  various  parts  of  world  and  influence  of  war  upon  this 
industry. 

The  Power  Plant  Problem  in  South  China,  Harold  B.  Wilson.  Power, 
vol.  48,  no.  21,  Nov.  19,  1918,  pp.  747-748.  Only  pioneer  work  has  been  done 
and  there  is  opportunity  for  America  in  this  field. 

Scale.  Heat  Loss  Due  to  Scale.  Can.  Mfr.,  vol.  38,  no.  8,  Aug.  1918,  p.  31,  1  fig 
Chart  showing  approximate  annual  loss  with  coal  at  different  prices. 

Screens,  Water.  Screening  Condensing  Water  Efficiently  and  Economically,  Henry 
J.  Edsall.  Steam,  vol.  22,  no.  5,  Nov.  1918,  pp.  133-137,  7  figs.  Describds 
traveling  screens  with  automatic  cleaning  features. 

Stack  Losses.  Steam  Plant  Efficiency,  Henry  Kreisinger.  Coal  Trade  Jl.,  year 
50,  no.  47,  Nov.  20,  1918,  pp.  1392-1393.  Causes  of  high  ash  loss;  methods  of 
determining  stack  losses;  causes  of  large  excess  of  air  and  remedy.  (To  be 
concluded.) 

Temperature  Regulation.  Automatic  Temperature  Regulation  as  a  Fuel  Con- 
servation Measure.  Heat.  &  Vent.  Mag.,  vol.  15,  no.  11,  Nov.  1918,  pp. 
40-43,  Advance  report  of  a  Committee  on  Automatic  Heat  Control,  as 
furnished  to  Fuel  Administration.  For  presentation  at  annual  meeting  of 
Am.  Soc.  of  Heating  and  Vent.  Engrs.,  New  York,  Jan.  1918. 

Water  Softening.  Home- Made  Water  Softening  Plant,  H.  D.  Odell.  Power,  vol. 
48,  no.  21,  Nov.  19,  1918,  pp.  728-731,  3  figs  Description  of  home-made 
water-softening  plant  and  experiences  with  it. 

Wire  Making  Plants.  Power  Generation  for  Wire  Making.  Power  Plant  Eng., 
vol.  22,  no.  22,  Nov.  15,  1918,  pp.  907-914,  15  figs.  Description  of  planti 
of  John  A.  Roebling  Sons  Co.,  Trenton,  N.  J. 


54 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


POWER  TRANSMISSION 

Gbars.  Savins  Coal  at  the  Gear  and  Wheel  Tread,  C.  W.  Squier.  Elec.  Rv.  JI., 
vol.  52,  no.  20,  Nov.  16,  1918,  pp.  876-878,  7  figs.  Discussion  of  losses  in 
gearing;  showing  how  correct  gear  ratio  with  low  armature  speed  will  save 
power;  comparing  goarless  and  geared  motors  and  two  and  four  motor 
equipments. 

PRODUCER  GAS 

Machine  Shop  for  Gas  Producer  Work.  Iron  Age,  vol.  102,  no.  23, 
Dec.  5,  1918,  pp.  1373-1378,  14  figs.  Features  of  new  plant  of  Smith  Gas 
Engineering  Co.,   Dayton,   Ohio.     Producer  operation  for  poewr  purposes. 

REFRIGERATION 

Ammonia  Compression.  Improving  a  Refrigerating  Plant,  E.  W.  Miller. 
Refrigerating  World,  vol.  53,  no.  9,  Sept.  1918,  pp.  25-26,  1  fig.  Account  to 
work  done  in  installation  consisting  of  a  50-ton  horizontal  double-acting 
compressor,  a  150-up.  combination  fire-  and  water-tube  boiler,  pumps  and 
a  50-kw.  generating  unit. 

The  Ammonia  Compression  Refrigerating  System  (XXII),  W.  S.  Doan. 
Refrigerating  World,  vol.  53,  no.  9  and  10,  Sept.  and  Oct.  1918,  pp.  31-32. 
3  figs.  Troubles  likely  to  develop  in  piston-rod  stuffing  box  and  manner  ol 
overcoming  them. 

Ammonia  Leakage.  Finding  "  Lost "  Ammonia  in  Refrigerating  Plants,  E.  W. 
Miller.  Power,  vol.  48,  no.  21,  Nov.  19,  1918,  pp.  734-735.  Common  causes 
for  leakage  of  ammonia. 

Ice  Plants.  Ice  Plant  Troubles,  E.  W.  Miller.  Southern  Engr.,  vol.  30,  no.  4,  Dec. 
1918,  pp.  48-50.  Outline  of  conditions  in  actual  case  and  suggestions  on 
economical  operation. 

Operation.  Making  a  Neglected  Refrigerating  Plant  Give  Capacity,  E.  W.  Miller. 
Power,  vol.  48,  no.  23,  Dec.  3,  1918,  pp.  810-811,  1  fig.  What  was  done  to 
make  comparatively  new  plant  give  rated  capacity. 

Small  Machine.  Small  Refrigerating  Machines,  John  E.  Starr.  Refrigerating 
World,  vol.  53,  no.  9,  Sept.  1918,  pp.  11-12.  Difficulties  presented  by  small 
machines  in  addition  to  the  difficulties  existing  in  all  machines. 

RESEARCH 

The  National  Engineering  Societies  and  the  National  Research  Council, 
Geo.  Ellery  Hale,  Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  37,  no.  10,  Oct.  191s, 
pp.  1223-1236.  War  duties;  present  organization  of  research  information 
service;  international  cooperation  in  research. 

STANDARDS  AND  STANDARDIZATION 

Metric  System.  The  Metric  System,  Harry  Allcock.  Surveyor,  vol.  54,  no.  1399, 
Nov.  8,  1918,  p.  227.  Criticism  of  arguments  presented  by  Committee  on 
Commercial  and  Industrial  Policy  After  the  War  in  their  report  against 
early  introduction  of  metric  system. 

Use  of  the  Metric  System  in  the  United  States.  Sci.,  vol.  48,  no.  1248, 
Nov.  29,  1918,  pp.  540-541.  Resolution  adopted  by  United  States  Section 
of  International  High  Commission  regarding  use  of  metric  system  in  U.  S. 
in  order  to  foster  Pan-American  commercial  relations. 

Screw  Threads.  Inaugural  Presidential  Address  to  the  Manchester  Association 
of  Engineers.  Steamship,  vol.  20,  no.  353,  Nov.  1918,  pp.  112-115.  Con- 
sideration of  various  aspects  of  problem  of  standardizing  screw  threads  and 
other  industrial  products. 

STEAM  ENGINEERING 

Boilers.     Safe  Working  Pressure  for  Steam  Boilers,  H.  F.  Gauss.     Power,  vol.  48, 
no.  22,  Nov.  26,  1918,  pp.  772-774.     Simple  treatment  dealing  with  efficiency 
■  of  riveted-joints,  bursting  and  safe  working  pressures  for  boilers,  and  per- 
missible pressure  on  stayed  surfaces. 

Exhaust  Steam.  Commercial  Value  of  Exhaust  Steam,  Frederick  C.  Ruck.  Nat. 
Engr.,  vol.  22,  no.  10,  Oct.  1918,  pp.  498-507.  Data  from  actual  observations 
and  practical  experience  covering  a  period  of  several  years.  Paper  before 
Nat.  Assn.  of  Stationary  Engrs. 

Turbine  Gives  Additional  Line  Shaft  Power.  Blast  Furnace,  vol.  6, 
no.  10,  Oct.  1918,  pp.  430-432,  1  fig.  Possiblities  for  expansion  by  use  of 
exhaust  steam  in  low-pressure  turbines;  efficiency  of  reduction  gears. 

Straight-Flow  Engines.  Details  of  Construction  of  Straight-Flow  Steam  Engines 
(Constructie-details  van  gelykstroom-stoommachines),  D.  A.  De  Fremery 
De  Ingenieur,  year  33,  no.  42,  Oct.  19,  1918,  pp.  807-817,  23  figs. 

Turbines.  Avoiding  Distortion  in  Turbine  Operation,  Webster  Tallmadge.  Power, 
vol.  48,  no.  22,  Nov.  26,  1918,  pp.  762-765,  8  figs.  Explaining  some  of 
careless  treatments  afforded  steam  turbines  through  ignorance  and  thought- 
lessness and  how  to  avoid  them. 

Care  in  the  Operation  of  Small  Turbines,  J.  A.  MacMurchy.  Power, 
vol.  48,  no.  21,  Nov.  19,  1918,  pp.  744-745.  Parts  of  small  steam  turbine 
which  should  receive  particular  attention. 

The  Steam  Turbine  (IX).  Southern  Engr.,  vol.  30,  no.  4,  Dec.  1918, 
pp.  52-53,  3  figs.  Installation,  operation  and  maintenance  of  Terry  steam 
turbine.     (To  be  continued.) 

THERMODYNAMICS 

Heat  Transmission  Tables.  New  Heat  Transmission  Tables  (II),  William  R. 
Jones.  Heat.  &  Vent.  Mag.,  vol.  15,  no.  11,  Nov.  1918,  pp.  24-29.  Compila- 
tion of  factors  as  given  by  leading  authorities  covering  latest  types  of  con- 
struction. 


Specific  Heats.  The  General  Character  of  Specific  Heats  at  High  Temperatures. 
Walter  P.  White.  Proc.  Nat.  Academy  of  Sci.,  vol.  4,  no.  11,  Nov.  1918, 
pp.  343-346.  Experimental  determination  of  specific  heats  of  three  forms  of 
silica  and  two  silicates  for  temperatures  up  to  1300. 

WELDING 

Electric  Welding.  A  New  Type  of  Portable  Arc  Welder.  Eng.  &  Cement  World, 
vol.  13,  no.  10,  Nov.  15,  1918,  p.  64,  2  figs.  Arrangement  consisting  of 
Lincoln  150-ampere  arc-welding  generator  direct-connected  to  Wington 
G.  L.  5  gasoline  engine  and  intended  for  mounting  on  automobile  truck. 

Boiler  and  Other  Repairs  by  Electric  Welding.  Can.  Machy.,  vol.  20, 
no.  21,  Nov.  21,  1918,  pp.  596-599,  4  figs.  Development  of  art  and  con- 
ditions necessary  to  insure  satisfactory  results.  Paper  before  Inst,  of  Marine 
Engrs. 

Electric  Arc  Welding,  Robert  E.  Kinkead,  Power,  vol.  48,  no.  22,  Nov. 
26,  1918,  pp.  791-792.  General  descriptive  article.  Paper  before  Cleveland 
Eng.   Soc. 

Electric  Welding — A  New  Industry,  II.  A.  Horner.  Proc.  Am.  Inst. 
Elec.  Engrs.,  vol.  37,  no.  10,  Oct.  1918,  pp.  1185-1195,  29  figs.  Brief  review 
of  uses  of  electric  spot  and  arc  welding  in  the  United  States  prior  to  formation 
of  Electric  Welding  Committee  of  Emergency  Fleet  Corporation;  develop- 
ments in  apparatus  in  last  six -months,  activities  of  Welding  Committee  in 
applying  electric  welding  process  to  shipbuilding  industry. 

Electric  Welding  for  Shipbuilding  Purposes,  W.  S.  Abell.  Shipbuilding 
<fe  Shipping  Rec,  vol.  12,  no.  20,  Nov.  14,  1918,  pp.  471-474.  Summary  of 
investigations  undertaken  and  of  development  of  industry.  Paper  before 
North-East  Coast  Insti.  Engrs.  &  Shipbuilders. 

Electric  Welding  for  Ships.  Times  Eng.  Supp.,  no.  529,  Nov.  1918, 
p.  239.  Results  of  tests  in  regard  to  strength,  elasticity,  alternating  stress 
and  other  factors  affecting  reliability  of  welded  joints. 

Electric  Welding  Nomenclature  and  Symbols.  Ry.  Rev.,  vol.  63,  no. 
20,  Nov.  16,  1918,  pp.  702-707,  34  figs.  Scheme  developed  for  Emergency 
fleet  Corporation  to  indicate  types  of  welds  in  ship  construction. 

Electric  Welding  on  the  Rock  Island  Lines,  E.  Wanamaker.  Boiler 
Maker,  vol.  18,  no.  11,  Nov.  1918,  pp.  308-310.  Gives  actual  results  which 
show  reduction  in  maintenance  cost.     Before  Western  Ry.  Club. 

Inspection  of  Steel  Arc  Welds,  O.  S.  Escholtz.  Iron  Age,  vol.  102,  no. 
23,  Dec.  5,  1918,  pp.  1390-1391,  2  figs.  Factors  determining  their  character; 
penetration  and  electrical  tests;  analysis  of  welds  and  their  heat  treatment. 

Nomenclature  for  Electric  Welding,  H.  G.  Knox.  Engineering,  vol. 
106,-no.  2758,  Nov.  8,  1918,  pp.  522-526,  27  figs.  From  paper  before  Engrs.' 
Club  of  Philadelphia,  June  26,  1918 

The  Welding  of  Steel,  B.  K.  Smith.  Am.  Mach.,  vol.  49,  no.  23,  Dec.  5, 
1918,  pp.  1025-1026.  From  paper  before  Northwestern  Welder's  Assn., 
Minneapolis,  Oct.  1918. 

Heat  Treatment.  Treatment  of  Metals  After  Welding.  Can.  Mfr.,  vol.  38,  no.  8, 
Aug.  1918,  pp.  29-30.  Practical  guide  as  to  correct  temperature  to  which 
metal  should  be  heated  and  order  of  procedure.  Prepared  by  l'Air  Liquide 
Society,  Toronto. 

Oxyacetylene  Welding.  Defective  Oxy-Acetylene  Welds,  D.  Richardson.  Flight, 
vol.  10,  no.  42,  Oct.  17,  1918,  pp.  1175-1176.  Brief  considerations  on  six 
causes  of  defective  welds;  impure  acetylene,  irregular  delivery  of  gases, 
faulty  manipulation  of  blowpipe,  faulty  filling  materials,  faulty  preparation 
and  adjustment,  and  faulty  after  treatment  of  welds.  Paper  before  British 
Acetylene  Assn. 

Oxy-Acetylene  Pipe  Welding  and  Cutting.  Gas  Age,  vol.  42,  no.  11, 
Dec.  2,  1918,  pp.  471-474,  7  figs.  Resume  of  standard  practice.  (To  be 
continued.) 

The  Oxy-Acetylene  Flame  and  Blowpipe  Efficiency,  Arthur  Stephenson. 
Acetylene  &  Welding  Jl.,  vol.  15,  no.  181,  Oct.  1918,  pp.  174-179,  2  figs. 
Volumes  of  air,  oxygen  and  nitrogen  required  in  flame;  factor  governing 
heating  value  per  unit  volume  consumed;  conditions  which  limit  tempera- 
ture of  flame.     (To  be  continued.) 

The  Steel  Ship  and  Oxy-Acetylene  Welding,  J.  F.  Springer.  Inst. 
Mar.  Eng.,  vol.  23,  no.  12,  Dee.  1918,  pp.  699-701.  Behavior  of  steel  when 
heated.     Restorative   measures. 

VARIA 

\iinement  Charts.  Construction  of  Atinement  Charts,  Ralph  E.  Turner.  Power 
Plant,  Eng.,  vol.  22,  no.  23,  Dec.  1,  1918,  pp.  956-961,  7  figs.  Working 
formulas  of  three  variables  into  simple  alinement  charts. 

China.  China  a  Market  for  the  American  Machine  Tool,  L.  W.Schmidt.  Am.  Mach., 
vol.  49,  no.  20,  Nov.  14,  1918,  pp.  893-896.  Electric  power  and  industrial 
development;  possibilities  for  American  trade;  difficulties  to  overcome. 

Engineers'  Act  on  Status  of.  Draft  of  Proposed  Act  for  Engineers.  Jl.  Eng. 
Inst.  Can.,  vol.  1,  no.  7,  Nov.  1918,  pp.  331-332.  Wording  of  Act  proposed  in 
province  of  Saskatchewan  defining  status  of  engineer. 

MECHANICAL  PROCESSES 

Boiler.  How  to  Design  and  Lay  Out  a  Boiler  (1),  Win.  C.  Strott.  Boiler  Maker, 
vol.  18,  no.  11,  Nov.  1918,  pp.  311-313,  4  figs.  Formula  for  safe  working 
pressure;  maximum  ultimate  tensile  strength  for  steel;  factors  of  safety. 
(To  be  continued.) 

Chains,  Cast  Steel.  Manufacturing  a  Shorthand  Machine,  M.  E.  Hoag.  Am. 
Mach.,  vol.  49,  nos.  19,  20  and  21,  Nov.  7,  14  and  21,  1918,  pp.  853-854, 
8  figs.,  902-904,  8  figs,  and  946-947,  8  figs.  Describing  mechanical  features 
of  machine,  some  tools  and  dies.     (First  article.) 

Rapid  Development  of  Electric  Cast  Steel  Anchor  Chain  Industry, 
W.  L.  Merrill.  Int.  Mar.  Eng.,  vol.  23,  no.  11,  Nov.  1918,  pp  630-634.  8 
figs.  Electric  welding  versus  hand  welding;  tests  and  results.  Abstract  of 
article  in  Gen.  Elec.  Rev. 

Handles.  The  Uses  of  Wood  (VII),  Hu  Haxwell.  Am.  Forestry,  vol.  24,  no.  299 
Nov.  1918,  pp.  679-687,  15  trigs.     Woods  used  in  manufacture  of  handle*. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


55 


Logging.  Filling  the  Allies'  Rush  Order  for  Airplane  Spruce,  Nathan  A.  Bowers. 
Eng.  News-Rec,  vol.  81.  no.  23,  Deo.  5,  1918.  pp.  1023-1031,  11  figs.  Best 
talent  of  country  assembled  to  develop  methods  new  to  logging  and  sawmill 
practice;   13  railroads  built  and  100,000  workers  coordinated. 

Pliers.  Manufacturing  Drop-Forged  Pliers,  Ellsworth  Sheldon.  Am.  Mach.,  vol. 
49,  no.  20,  Nov.  14,  1918,  pp.  889-893,  14  figs.  Describing  operations  in- 
volved in  manufacture  of  drop-forged  pliers. 

Quarrying.  Quarry  Economics,  Oliver  Bowles.  Eng.  &  Cement  World,  vol.  13, 
no.  10,  Nov.  15,  1918,  pp.  49-50.  Labor  requirements  of  various  drills;  waste 
of  labor  through  inefficient  blasting;  effect  of  physical  character  of  rock. 

Rolling  Mills.  Blooming  Mill  Now  Rolliug  Plata3.  Iron  Trade  Rev.,  vol.  G3, 
no.  23,  Dec.  5,  1918,  pp.  1285-1288,  4  figs.  Transformation  at  Baldt  Works, 
New  Castle,  Del.     How  the  plan  was  worked  out. 

Electric  Rolling  Mill  Plant,  Engineer,  vol.  120,  no.  3270,  Oct.  11,  1918. 
pp.  312-314,  17  figs.     Principles  of  speed  control. 

The  Predetermination  of  Power  Demands  of  Rolling  Mills  (Om  bestam- 
ning  och  forutherakning  av  energiatgangen  vid  valsverk),  Frithiof  Holmgren. 
Bihand  till  Jern-Kontorets  Annaler,  year  19,  no.  10,  Oct.  15,  1918,  pp.  489- 
515,  6  figs. 

•Si keening.  Economical  Production  of  Washed  Sand  and  Gravel.  Eng.  &  Cement 
World,  vol.  13,  no.  10,  Nov.  15,  1918,  pp.  .32-5  4,  2  figs.  Description  of  Gilbert 
screen. 

Tractor.  Manufacturing  the  Caterpillar  Tractor,  Frank  A.  Stanley,  Am.  MacB., 
vol.  49,  nos.  20,  22  and  23,  Nov.  14,  28  and  Dec.  5,  1918,  pp.  897-901,  14  figs.; 
977-980,  9  figs,  and  1040-1042,  12  figs.;  Nov.  28:  Making  connecting  rods; 
Dec.  5:  Small  parts.     Milling  work. 

The  Manufacture  of  Diamond  Transmission  Chain,  J.  V.  Hunter.  Am. 
Mach.,  vol.  49,  nos.  19  and  23,  Nov.  7  and  Dec.  5,  1918,  pp.  845-848,  9  figs., 
and  1027-1031,  10  figs.      Making  rollers;  Dec.  5:    Making  block  chain. 

METALLURGY 

ALUMINUM 

Aluminum  and  Its  Alloys,  Dr.  Roscnhain.  Aeronautics,  vol.  15,  no.  259, 
Oct.  2,  1918,  pp.  321-322.  Uses  and  possibilities  in  aircraft.  Lecture  at 
British  Sci.  Products  Exhibition. 

Aluminum  and  Its  Light  Alloys — VI.  Bibliography,  Paul  D.  Merian. 
Chem.  &  Metallurgical  Eng.,  vol.  19,  no.  10,  Nov.  15,  1918,  pp.  729-732. 
Composition;  applications;  electrical;  vessels;  deoxidation;  aluminothermy; 
chemical  properties;  corrosion;  alterability;  physical  properties;  electrical 
conductivity;  thermoelectromotive  force  characteristics;  conductivity;  effort 
of  temperature  on  properties.     (To  be  continued.) 

BLAST  FURNACE 

Fuel  Economy  in  Blast  Furnace  Practice,  T.  C.  Hutchinson.  Blast  Fur- 
nace, vol.  6,  no.  10,  Oct.  1918,  pp.  419-420,  3  figs.  Discussion  concerning 
results  obtained  with  working  furnace  model  built  for  determination  of  efficient 
distribution  of  charge.     Paper  before  British  Iron  &  Steel  Inst.    (Concluded.) 

COPPER 

BnoNZE3.  The  Constitution  of  the  Tin  Bronzes,  Samuel  L.  Hoyt.  A.I.M.E.,  Bui., 
no.  144,  Dec.  1918,  pp.  1721-1727,  14  figs.  Notes  on  progress  made  in  estab- 
lishing what  happens  over  the  upper  heat  effect. 

Lead  in  Copper.  The  Spectroscopic  Determination  of  Lead  in  Copper,  C.  W.  Hill 
and  G.  P.  Luckey.  Bui.  Am.  Inst.  Min.  Engrs.,  no.  142,  Oct.  1918,  pp. 
1581-1592,  4  figs.  Details  of  apparatus  and  its  standardization,  and  com- 
parison of  accuracy  of  quantitative  spectroscopic  method  for  determining 
small  amounts  of  lead  with  that  of  standard  electrolytic  determination. 
Variations  and  other  applications  of  method  are  found  in  Proc.  Am.  Electro- 
chem.  Soc.  (1918),  32,  191,  and  in  Met.  &  Chem.  Engr.  (1917),  17,  659. 

Utah  Copper  Plant.  The  Utah  Copper  Enterprise,  T.  A.  Rickard.  Min.  &  Sci. 
Press,  vol.  117,  no.  22,  Nov.  30,  1918,  pp.  713-724,  16  figs.  Flow  sheet  of 
mill;  plan  and  section  of  Richards-Janney  classifier  as  used  in  mill;  flow  sheet 
of  primary  and  secondary  crushing  plants.     (To  be  continued.) 

FLOTATION 

Mill  Practice  at  Flotation  Plant  of  Utah  Leasing  Co.,  H.  H.  Adams. 
Salt  Lake  Min.  Rev.,  vol.  20,  no.  15,  Nov.  15,  1918,  pp.  21-25,  4  figs.  Work 
of  reclaiming  metal  contents  from  old  tailing  dumps. 

IRON  AND  STEEL 

Cast  Iron.  The  Prevention  of  Growth  in  Gray  Cast  Iron,  J.  E.  Hurst.  Iron  Age, 
vol.  102,  no.  19,  Nov.  7,  1918,  pp.  1144-1145,  3  figs.  Causes  of  phenomenon; 
effect  of  entrance  of  oxidizing  gases  and  formation  of  case;  application  of 
dies  and  permanent  molds.  Paper  before  Iron  and  steel  Institute,  London, 
September,  1918.  Also  in  Engineering,  vol.  106,  no.  2754,  Oct.  11,  1918,  p 
415,  3  figs. 

Electrical  Hardme^.  Electrical  Resistance  of  Hardened  Steel,  E.  D.  Campbell. 
Engineering,  vol.  101,  no.  2757,  Nov.  1,  1918,  pp.  509,  2  figs.  On  rate  of 
change  at  IT)  de?.  r-2-it.,  and  of  oHinary  temperatures  in  electrical  resistance 
of  hardene  1  steel.     I'.ipic  before  Iron  and  Steel  Inst. 


Ingots.  Making  Sand-Cast  Forging  Ingots,  W.  L.  Booth.  Iron  Age,  vol.  102,  no. 
19,  Nov.  7,  1918,  pp.  1139-1140,  2  figs.  Development  of  practice  on  Pacific 
Coast;  replacing  Eastern  ingots;  advantages  claimed  for  sand  mold.  From 
article  in  October  issue  of  Metal  Trades. 

Internal  Stresses.  Internal  Stresses  Developed  in  Metals  and  Alloys  by  Sudden 
Cooling  (Efforts  internes  developpes  dans  les  mStaux  et  alliages  par  l'effet 
d'un  refroidissement  rapide),  M.  Portevin.  Comptes  rendus  des  stances 
de  TAcademie  des  Sciences,  vol.  167,  no.  15,  Oct.  7,  1918,  pp.  531-533. 
Measurements  of  dimensional  variations  in  steel  specimens.  Also  in  Revue 
Generate  de  l'Electricite,  vol.  4,  no.  18,  Nov.  2,  1918,  p.  652. 

Open-Hearth  Furnaces.  The  Principles  of  Open-Hearth  Furnace  Design,  Charles 
H.  F.  Bagley.  Engineering,  vol.  106,  no.  2754,  Oct.  11,  1918,  pp.  400- 
401,  2  figs.     From  paper  before  Iron  and  Steel  Inst.,  Sept.  1918. 

Steel  Hardening.  Further  Experiments  on  Spontaneous  Generation  of  Heat  in 
Recently  Hardened  Steel,  Charles  F.  Brush,  Robert  A.  Hadfield  and  S.  A. 
Main.  Proc.  Roy.  Soc,  vol.  95,  no.  A666,  Oct.  7,  1918,  pp.  120-138,  7  figs. 
Recapitulation  of  previous  investigations;  account  of  recent  experimental 
work  which  was  confined  mainly  to  variations  of  heat  treatment  of  one  partic- 
ular nickel-chromium  steel;  presentation  of  empirical  law  which  seems  to 
regulate  approximately  gradual  diminution  of  evolution  of  heat. 

OCCLUDED  GASES 

Gases  in  Metals.  Times  Eng.  Supp.,  no.  529,  Nov.  1918,  p.  243. 
Influence  on  mechanical  properties;  opinions  of  scientists,  industrial  research 
workers  and  manufacturers.     Conference  of  Faraday  Soc. 

WASTE  RECUPERATION 

Recuperation  and  Utilization  of  Waste  or  Copper,  Zinc,  Lead,  Tin, 
Aluminum  and  Their  Alloys  (La  recuperation  et  ^utilisation  des  dechets 
de  cuivre,  zinc,  plomb,  Stain,  aluminium  et  de  leurs  alliages),  Paul  Raous 
Genie  Civil,  vol.  73,  no.  13,  Sept.  28,  1918,  pp.  251-255,  5  figs.  Electrolytic 
processes  for  recuperation  of  tin ;  recuperation  of  aluminum ;  electrolytic  separa- 
tion of  metals  entering  in  an  alloy.     (Concluded.) 

MINING  ENGINEERING 

ALLOYS,  FERROUS 

Electric  Furnace.  Two-Ton  Electric  Furnace  Makes  Alloys.  Can.  Machy., 
VJ>1.  20  no.  20,  Nov.  14,  1918,  pp.  563-565,  10  figs.  Equipment  of  plant  using 
Heroult  furnaces  for  non-ferrous  alloys. 

BASE   MATERIALS 

Serpentine.  The  Origin  of  Serpentine,  an  Historical  and  Comparative  Study,  W.  N. 
Benson.  Am.  JI.,  of  Sci.,  vol.  46,  Dec.  1918,  pp.  693-731,  4  figs.  Concludes 
from  examination  of  geological  data  that  ultrabasic  masses  in  chrysolite 
or  antigorite-serpentine  are  alteration  product  or  originally  intrusive  peridotite 
often  more  or  less  pyroxenic,  and  that  m  some  cases  the  hydration  was  Drought 
about  by  agency  of  waters  emanating  from  same  magna  that  produced 
periodite,  the  change  having  been  completed  by  end  of  one  orogenic  period  of 
vulcanity. 

COAL  AND  COKE 

Anthracite.  Anthracite  Production  and  Resources  of  the  United  States,  Eli  T, 
Connor.  Can.  Min.  Inst.,  bul.  no.  80,  Dec.  1918,  pp.  1001-1005.  Map. 
Excerpts  from  address  at  20th  annual  meeting  of  the  Institute.  Progress 
of  the  anthracite  industry  since  1895. 

Breakers  and  Washeries.  Hazards  and  Safeguards  in  Anthracite  Breakers  and 
Washenes,  D.  K.  Glover.  Safety  Eng  ,  vol.  36,  no.  4,  Oct.  1918,  pp.  234-236 
Recommends  clearance  of  7  fit.  from  center  of  track  on  each  side.  From  Proc. 
Seventh  Annual  Safety  Congress. 

Coke  Ovens.  Economic  Considerations  in  Coke-Oven  Practice,  W.  Colquhoun. 
Ir.  &  CI.  Trds.  Rev.,  vol.  97,  no.  2646,  Nov.  15,  1918,  pp.  511-543.  Advan- 
tages of  by-product  coke-ovens.  Abstract  of  paper  and  discussion  read  before 
Midland  Inst,  of  Min.,  Civ.  &  Mech.  Engrs. 

Instantaneous  Combustion.  Instantaneous  Combustion  of  Coal  and  Gas  at  Bedford 
Collieries,  Leigh,  F.  N.  Siddall.  Trans.  Manchester  Geol.  &  Min.  Soc,  vol. 
35,  part  10,  Aug.  1918,  pp.  318-325,  3  figs.,  and  (discussion)  pp.  325-327. 
Account  of  conditions  in  shaft  before  and  after  occurrence  of  an  outburst. 


M.  Sherwin.     CI.  Age,  vol.  14,  no.  23,  Dec. 
Known  chiefly  for  its  hardness  and  low  ash 


Kentucky.     The  Hazard  Coal  Field,  P. 
5,  1918,  pp.  1031-1034,  11  figs. 
content.     Describes  region. 

Shoveling  Machines.  Shoveling  Machines  for  Coal  Mines.  Coal  Industry,  vol. 
1,  no.  10,  Oct.  1918,  pp.  382-384,  4  figs.  Development  of  mines;  method  of 
operating  shoveling  machines;  tests  under  different  conditions. 

EXPLOSIVES 

Permissible  Explosives  for  Mine  Use,  J.  H.  Squires.  Coal  Industry,  vol 
1,  no.  10,  Oct.  1918,  pp.  375-379,  9  figs.  Definition  of  permissible  explosives 
and  description  of  tests  and  appliances-necessary  to  determine  classification. 

IRON 

Ai.s\ce-Lokraine.  Iron  Ore  Supplies  of  Alsace-Lorraine,  Sidney  Paige.  Iron  Age, 
vol.  102,  no.  19,  Nov.  7,  1918,  pp.  1149-1150.  From  symposium  on  "Certain 
Ore  Resources  of  the  World  "  prepared  for  meeting  of  Iron  and  Steel  section. 
Am.  Inst,  of  Min.  Engrs.,  Milwaukee,  October  1918. 


56 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Brjquetting.  Present  Knowledge  and  Practice  in  Briquetting  Iron  Ores  (V),  Guy 
Barrett  and  T.  B.  Rogerson.  Automotive  Eng.,  vol.  3,  no.  9,  Oct.  1918, 
p.  425.  The  Grcenwalt,  West  and  other  general  processes;  general  obser- 
vations on  briquetting,  its  applications,  cost  under  various  processes,  disad- 
vantages and  possiblities.     (Concluded.) 

LEAD 

Flotation.  The  Development  of  Galena  Flotation  at  the  Central  Mine,  Broken  Hill, 
R.  J.  Harvey.  Instn.  Min.  &  Met.,  bul.  170,  Nov.  14,  1918,  pp.  1-17,  7  figs. 
Experimental  work  and  results. 

MAJOR  INDUSTRIAL  MATERIALS 

Manganese.  Manganese  Deposits  in  the  Colorado  River  Region.  Salt  Lake  Min. 
Rev.,  vol.  20,  no.  15,  Nov.  15,  1918,  p.  30.  Replacement  deposits;  methods 
and  cost  of  mining.     (Concluded.) 

Sulphur.  Sulphur  Deposits  of  the  Trans  Pecos  Region  in  Texas,  Kirby  Thomas. 
Eng.  &  Min.  JI.,  vol.  106,  no.  23,  Dec.  7,  1918,  pp.  979-981,  3  figs.  Origin, 
character  of  deposits,  methods  of  mining,  etc. 

MINES  AND  MINING 

Bounces.  An  Unsual  Bounce  Condition,  A.  C.  Watts.  CI.  Age.  vol.  14,  no.  23,  Dec. 
5,  1918,  pp.  1028-1030,  4  figs.  Bounces  occurred  with  annoying  frequences. 
A  fault  was  driven  through  and  analysis  made  of  existing  conditions. 

Cementing  of  wells.  Cement  Plugging  for  Exclusion  of  Bottom  Water  in  the 
Augusta  Field,  Kansas.  Bul.  Am.  Inst.  Min.  Engrs.,  no.  142,  Oct.  1918,  pp. 
1613-1620,  6  figs.  Results  obtained  from  preliminary  cementing  of  wells  in 
effort  to  cut  off  bottom  water. 

Field  Tests.  Field  Tests  for  the  Common  Metals  in  Minerals.  Univ.  Ariz.,  bul. 
no.  93,  Min.  Tech.  Series,  no.  21,  pp.  1-20.  Compiled  to  be  used  as  a 
text  for  lectures  on  "  Prospector's  Mineralogy." 

Gas  Detector.  Improved  Mine-Gas  Detector.  Min.  &  Eng.  Rec,  vol.  23,  nos. 
17  &  18,  Sept.  30,  1918,  pp.  180-181,  1  fig  Apparatus,  developed  by 
Bureau  of  Mines,  for  determining  presence  of  inflammable  gases  and  pro- 
portion of  gas  present. 

Mine  Timbers.  Preservative  Treatment  of  Mine  Timbers  as  a  Conservation  Measure 
Kurt  C.  Barth.  CI.  Age,  vol.  14,  no.  23,  Dec.  5,  1918,  pp.  1025-1027.  Three 
methods  of  application  available. 

Minerals  Control  Act.     Will  the  Government  Fulfill  Its  Obligations  to  Those 

Who  Undertook   Mineral  Developments  at  Its  Request?      Mfrs.  Rec,  vol. 

74,  no.  23,  Dec.  5,  1918,  pp.  73-74.     Discusses  the   Minerals  Control  Act 

and  necessary  protection  to  make  the  United  States  more  self-sustained  as  a 

nation. 
Rescue  Apparatus.     New  Form  of  Oxygen  Mine  Rescue  Apparatus,  H.  V.  Manning. 

Min.  &  Eng.  Rec,  vol.  23,  nos.  17  &  18,  Sept.  30,  1918,  pp.  179-180,  2  figs. 

Apparatus,  developed  by  Bureau  of  Mines,  for  use  poisonous  or  irrespirable 

atmospheres  in  mines  after  fires  or  explosions. 

Stone  Dust  Removal.  Spraver  for  Stone-Dusting  in  Mines.  A.  Rushton.  Tran. 
Manchester  Geol.  &  Min.  Soc,  vol.  35,  part  10,  Aug.  1918,  pp.  327-329. 
Features  of  ejector  which  blows  stone  dust  into  atmosphere  of  mine  by-means 
of  compressed  air.  Stone  dust  is  carried  from  atmosphere  of  mine  in  the  same 
way  as  coal  dust. 

Temperature  Measurements.  Measurement  of  Temperature  at  Great  Depths 
(Mesure  de  la  temperature  dans  les  sondages  a  toute  profondeur).  M. 
Verzat.  L'Echo  des  Mines  et  de  la  MStallurgie,  no.  2582,  July  14,  1918,  p. 
343.  Account  of  the  measurement  of  temperature  at  a  depth  of  1616  meters 
made  by  the  Cie.  des  Mines  du  Sud  de  la  Mure. 

Timbering.  Safe  and  Efficient  Mine  Timbering,  Robert  Z.  Virgin.  Coal  Industry, 
vol.  1,  no.  10,  Oct.  1918,  pp.  369-372, 12  figs.  Explains  and  illustrates  different 
methods  and  analyzes  each  with  regard  to  safety  and  efficiency. 

Transfer  Chutes.  Driving  and  Timbering  Transfer  Chutes,  C.  T.  Rice.  Eng.  & 
Min.  Jl.,  vol.  106,  no.  23,  Dec.  7,  1918,  pp.  991-993,  3  figs.  Method  employed 
the  Coeur  d'Alene  district. 

MINOR  INDUSTRIAL  MATERIALS 

Antimony,  Strontium,  etc.  Antimony,  Graphite,  Nickel,  Potash,  Strontium,  Tin, 
E.  S.  Boalich  and  W.  O.  Castello,  Cal.  State  Min.  Bur.,  report  no.  5,  Mar. 
1918,  44  pp.     Properties,  occurrence  and  uses  of  these  substances. 

Tungsten.  Tungsten,  Molybdenum  and  Vanadium,  E.  S.  Boalich  and  W.  O.  Castello. 
Cal.  State  Min.  Bur.,  report  no.  4,  Mar.  1918,  34  pp.  Properties,  ores,  occur- 
rence and  uses  of  these  minerals. 

Wolfram  Ore  and  Tungsten.  Chem.  News,  vol.  117,  no.  3059,  Oct.  25, 
1918,  pp.  337-338.  Report  of  Departmental  Committee  on  the  Eng.  Trades 
after  the  War.     From  Jl.  Roy  Soc.  of  Arts,  vol.  66,  no.  3436. 

OIL 

Water  Troubles.  Water  Troubles  in  the  Mid-Continent  Oil  Fields  and  Their 
Remedies,  Dorsey  Hager  and  G.  W.  McPherson.  Bul.  Am.  Inst.  Min. 
Engrs.,  no.  142,  Oct.  1918,  pp.  1620-1627,  2  figs.  Classification  of  troubles 
and  account  of  results  obtained  by  shutting  off  water. 

PRECIOUS  MINERALS 

Kalgoorlie.  Kalgoorlie  Goldfield.  Aust.  Min.  Std.,  vol.  60,  no.  1564,  Oct.  31,  1918, 
pp.  705  and  707.  Report  of  J.  B.  Jaquet  on  circumstances  connected  with 
certain  earth  tremors,  presence  of  methane  gas,  systems  of  working,  etc. 


RARE  MINERALS 

Wilsonium.  Wilsonium,  Henry  Bonaparte.  Min.  &  Eng.  Rec,  vol.  23,  nos.  17  and 
18,  Sept.  30,  1918,  pp.  176-177.  Chemical  and  physical  nature  and  occur- 
rence of  new  mineral  named  in  honor  of  President  Wilson  by  its  discoverer 
Franklin  Heath. 

TIN 

Metallurgy.  Effect  of  Heating  and  Heating  and  Quenching  Cornish  Tin  Ores 
Before  Crushing  Arthur  Yates.  Inst.  Min.  of  Met.,  bul.  170,  Nov.  14, 
14,  1913,  pp.  1-3.  Summary  of  investigation  made  in  the  laboratories  of  the 
Royal  School  of  Mines. 

Ore  Handling.  Installation  for  Mechanical  Handling  of  Tin  Ore  at  Boeboes  Valley 
on  the  Banka  (Installaties  voor  machinale  ontginning  van  tinerts  in  de 
Boeboes-vallei  op  Banka),  A.  Van.  der  Ham.  De  Ingenieur,  vol.  33,  no.  41, 
Oct.  12,  1918,  pp.  789-802,  19  figs. 

Tin  Conservation.  A  Symposium  on  the  Conservation  of  Tin.  A.I.  M.E.  bul. 
no.  144,  Dec  1918.  pp.  1729-1764.     Eight  short  papers. 

Conserving  Tin  in  Different  Solder  Mixtures,  Milton  L.  Lissberger. 
Foundry,  vol.  46,  no.  316,  Dec.  1918,  pp.  579-580.  Experiments  indicate  that 
the  ideal  alloy  should  contain  . .  per  cent  tin  and  54  per  cent  lead;  preventing 
tin  waste.  From  paper  before  Milwaukee  meeting  of  Inst,  of  Metals 
Division  of  Am.  Inst,  of  Min.  Engrs. 

TRANSPORTATION 

Dump  Cars.  Dumps  and  Dump  Hoppers,  C.  L.  Miller.  Coal  Industry,  vol.  1, 
no.  10,  Oct.  1918,  pp.  373-374,  2  figs.  Suggestions  for  making  layouts 
addressed  to  mining  engineers  having  no  other  data  at  hand  than  details  of 
mine  car. 

MUNICIPAL  ENGINEERING 

Dilution.  Sewage  Disposal  by  Dilution.  Times  Eng.  Supp.,  no.  527,  Sept.  1918, 
p.  188.  Experimental  investigation  of  Royal  Commission  on  Sewage  Disposal 
into  self-purifying  capacity  of  rivers. 

Direct  Oxidation.  Sewage  Treatment  in  Easton.  Mun.  Jl.,  vol.  45,  no.  20,  Nov. 
16,  1918,  pp.  386-388,  4  figs.  Details  and  method  of  operation  of  plant  of 
1,000,000  gal.  capacity  of  "  direct  oxidation  "  type. 

Sewer  Pipe.  Incrustation  in  Vancouver  Sewer  Pipe,  A.  G.  Dalzell.  Can.  Engr., 
vol.  35,  no.  19,  Nov.  7,  1918,  pp.  403-406,  3  fige.  Objectionable  features  which 
have  developed  in  machine-made  concrete  pipe,  8  to  30  in.  in  diameter. 

Sludge  Dewatering.  •  Two  important  Sludge  Problems,  Arthur  J.  Martin.  Contract 
Rec,  vol.  32,  no.  48,  Nov.  27,  1918,  pp.  941-942.  Suggestions  in  regard  to 
use  of  compressed  air  and  removal  of  water  contained  in  sludge. 

Town  Planning.  The  Problem  of  City  Development,  An  Economic  Survey,  A.  G. 
Dalzell.  Jl.  Eng.  Inst.  Can.,  vol.  1,  no.  7,  Nov.  1918,  pp.  319-330,  16  figs. 
Comparison  of  rectangular  and  diagonal  systems  of  city  outline  and  study 
of  conditions  in  Vancouver. 

Town  Planning  in  Halifax  and  Vicinity,  H.  L.  Seymour.  Jl.  Eng.  Inst. 
Can.,  vol.  1,  no.  6,  Oct.  1918,  pp.  262-268,  3  figs.  Schemes  indicating  width 
of  streets,  open  spaces,  building  lines  and  character  of  buildings. 


MUNITIONS  AND  MILITARY  ENGINEERING 

Ballistics.  A  Field  Ballistic  Problem,  Meade  Wildrick.  Jl.  U.  S  Artillery,  vol. 
49,  no.  3,  May-Aug.  1918,  pp.  159-186,  9  figs.  Numerical  illustration  of  (1) 
construction  of  range  table,  (2)  construction  of  rangj  correction  curves, 
(3)  construction  of  deflection  correction  chart,  (4)  correction  for  variation  in 
muzzle  velocity  due  to  a  variation  in  weight  of  projectile,  and  (5)  correction 
for  variation  in  temperature  of  powdered  charge. 

Effect  of  the  Earth's  Rotation  Upon  the  Point  of  Fall,  Fred  M.  Green 
and  C.  W.  Green.  Jl.  U.  S.  Artillery,  vol.  49,  no.  3,  May-Aug.  1918,  pp.  192- 
204,  10  figs.  Derives  from  consideration  of  effect  of  difference  in  velocity  of 
gun  and  target  due  to  earth's  rotation,  approximate  expressions  for  cor- 
rections required  in  trajectory  of  projectile  fired  at  long  range. 

Notes  on  Inclined  Trajectories,  F.  M.  Green  and  C.  W.  Green.  Jl. 
U.  S.  Artillery,  vol.  49,  no.  3,   May-Aug.  1918,  pp.  187-191,  1  fig. 

Simpson's  Resection,  Stanley  H.  Simpson.  Jl.  U.  S.  Artillery,  vol.  49, 
no.  3,  May-Aug.  1918,  pp.  208-214,  3  figs.  Explains  method  in  which,  angles 
being  measured  in  mils,  instead  of  plotting  actual  arcs,  short  chords  of  these 
arcs  are  plotted  on  a  scale  large  enough  to  make  chords  practically  coincident 
with  arcs. 

The  Elliptic  Trajectory  Over  the  Earth,  G.  Greenhill.  Engineering, 
vol.  106,  no.  2754,  Oct.  11,  1918.     A  mathematical  article. 

Bullets.  Explosive,  Expansive  and  Perforating  Bullets,  Claude  Pernelle.  Sci. 
Am.  Supp.,  vol.  86,  no.  2238,  Nov.  23,  1918,  pp.  332-333,  5  figs.  Types  used 
by  German  and  Austrian  armies.     Translated  from  La  Nature. 

Howitzers.  How  the  155-Mm.  Howitzer  is  Made,  J.  V.  Hunter.  Am.  Mach.,  vol. 
49,  nos.  21  and  22,  Nov.  21  and  28,  1918,  pp.  941-945,  17  figs.,  and  983-986, 
14  figs.  Work  on  howitzer  jacket  after  it  has  been  rough -machined  and 
heat-treated,  Nov.  28:   Making  the  tube. 

Mobile  Batteries.  Railroad  Men  Man  Mobile  Battery  for  Navy.  Ry.  Age, 
vol.  65,  no.  22,  Nov.  29,  1918,  pp.  967-969,  4  figs.  Description  of  14-inch 
naval  guns  on  railway  mounts  which  worked  destruction  oehinl  German 
lines. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


57 


Ordnance  Manufacture.  Finding  the  "Choke  Points"  of  Ordnance,  John  H. 
Van  Deventer.  Am.  Mach.,  vol.  49,  no.  22,  Nov.  28,  1918,  pp.  967-971,  6  figs. 
One  of  series  of  articles  on  work  of  Ordnance  Dept. 

Munitions  Production  by  British  Railways.  Ry.  Rev.,  vol.  63,  no.  19, 
Nov.  9,  1918,  pp.  671-672.  Account  of  reorganization  of  railway  shops  in 
Great  Britain  to  become  one  of  England's  chief  sources  of  supply  for  munitions 
of  war.     Adapted  from  Board  of  Trade  Journal,  London. 

The  Manufacture  of  Guns  (La  fabrication  des  canons),  Ch.  Dantin. 
Genie  Civil,  vol.  73,  no.  1875,  July  20,  1918,  pp.  41-17,  21  figs.  Considerations 
governing  choice  of  metal  and  description  of  manufacturing  process. 

What  Ordnance  Is  and  Does,  John  H.  Van  Deventer.  Am.  Mach  , 
vol.  49,  no.  20,  Nov.  14,  1918,  pp.  876-881,  7  figs.  Organization  of  Ordnance 
Department  and  what  it  dues.     First  article. 

Ordnance  Plant.  A  War-Time  American  Ordnance  Plant.  Iron  Age,  vol.  102, 
no.  22,  Nov.  28,  1918,-  pp.  1326-1328,  5  figs.  Description  of  new  plant  of 
Tacony  Ordnance  Corporation. 

Shells.  The  Manufacture  of  Semi-Steel  Sheets.  Iron  Age,  vol.  102,  no.  22,  Nov. 
28,  1918,  pp.  1317-1321,  32  tigs.  Practice  as  recommended  by  Ordnance 
Department;  chemical  metallurgical,  molding  and  machining  details. 

Spotting  Board.  Spotting  Board,  G.  R.  Meyer.  Jl.  U.  S.  Artillery,  vol.  49,  no.  3, 
May- Aug.  1918,  pp.  205-207,  1  fig.  Constructed  to  furnish  battery  com- 
mander with  information  as  to  longtitudinal  deviation  of  his  shots. 


Santa  Fe  Heavy.  A.  T.  &  S.  F.  4-8-2  Type  of  Locomotives.  Ry.  Mech.  Engr. 
vol.  92,  no.  12,  Dec.  1918,  pp.  649-652,  3  figs.  Heaviest  of  type  yet  built. 
Principal  dimensions  and  data. 

Santa  Fe  Passenger.     Mountain  Type  Locomotive  for  the  Santa  Fe      Ry    Rev 
.       vol.  63,  no.  20,  Nov.  16,  1918,  pp.  697-698,  3  figs.     Description  and  principal 
data  of  heavy  fast  passenger  locomotive.     Also  in  Ry.  Age,  vol.  65,  no    *>2 
Nov.  29,  1918,  pp.  957-959,  1  fig. 

Standard.  Data  for  Standard  Locomotives.  Ry.  Mech.  Eng.  vol.  92,  no.  11, 
Nov.  1918,  pp.  607-610,  12  figs.  Tonnage  rating  charts  and  clearance  and 
weight  diagrams  for  government  locomotives  now  built. 

Standard  Switcher.  Standard  Six- Wheel  Switcher.  By.  Mech.  Eng.,  vol.  92 
no.  11,  Nov.  191S,  pp.  593-596,  5  figs.  Principal  data  and  description 
with  drawings. 

Superheating.  Superheater  Locomotive  Performance.  Ry.  Mech.  Engr.,  vol.  92 
no.  12,  Dec.  1918,  pp.  652-655,  1  fig.  Abstract  of  committee  "report  pre- 
sented at  the  1918  Convention  of  the  Traveling  Engrs.  Assn.,  with  discussion. 

Virginian  Heavy  Grade  Pusher.  Virginian  2-10-10-2  Locomotives  Ry  Mech 
Eng.,  vol.  92,  no.  11,  Nov.  1918,  pp.  600-601,  li  tigs.  Principal  data  and 
description  with  drawings.     Built  for  heavy  grade  pusher  service. 


RAILROAD  ENGINEERING 

BRITISH 

British  Railways.  British  Railways  Under  War  Conditions.  Engineer,  vol.  126 
no.  3280,  Nov.  8,  1918,  pp.  390-391.  What  they  cost  the  country.  Eighth 
article. 

ELECTRIC  RAILROADS 

{Not  including  Strut  and  Interurhan  Lines) 

Argentine  Railways.  Electric  Traction  on  the  Central  Argentine  Railway.  Ry. 
Gaz.,  vol.  29,  no.  18,  Nov.  1,  1918,  pp.  466-469,  4  figs.  Cables;  substations. 
(Continuation  of  serial.)  Also  in  Engineer,  vol.  126,  no.  3279,  Nov.  1,  1918, 
pp.  367-370,  12  figs. 

Energy  Consumption.  Energy  Consumption  of  Cars  Is  Affected  by  Temperature 
Changes,  M.  B.  Rosevear.  Elec.  Ry.  Jl.,  vol.  52,  no.  22,  Nov.  30,  1918, 
pp.  958-960,  2  figs.  That  power  required  for  car  operation  is  affected  by 
variations  in  schedule  speed,  number  of  passengers  carried  and  temperature  ir 
shown  by  extended  study-made  by  Public  Service  Railway,  Newark,  N.J. 

Substations.  Automatic  Substations  and  Direct-Current  Railway  Systems  (Les 
sous-stations  automatiques  et  les  reseaux  de  traction  a  courant  continu) . 
Revue  Generate  de  l'Electricite,  vol.  4,  no.  11,  Sept.  14,  1918,  pp.  386-392, 
7  figs.  Details  of  operation;  scheme  of  connections  for  600-volt  systems; 
tables  of  results  obtained  in  actual  installations. 

ELECTRIFICATION 

Montreal  Tunnel.  Montreal  Tunnel  Zone  Electrification,  William  G.  Gordon. 
Elec.  Ry.  Jl.,  vol.  52,  no.  22,  Nov.  30,  1918,  pp.  962-965,  5  figs.  Summary 
of  details  of  rolling  stock,  overhead  and  substation  equipment;  design  and 
construction  problems.  Abstract  of  paper  before  Am.  Inst,  of  Elec.  Engrs. 
Toronto,  Nov.  1918. 

EQUIPMENT 

Ditcher.  Electrically  Operated  Ditcher  Effects  Big  Saving,  Charles  W.  Ford. 
Elec.  Ry.  Jl.,  vol.  52,  no.  22,  Nov.  30,  1918,  pp.  960-961,  5  figs.  This  is  first 
electric-machine  built  for  ditching  purposes;  operates  at  1200  or  1500  volts  with 
30-hp.  motor. 

LABOR 

British  Railways.  British  Railways  Under  War  Conditions.  Engineer,  vol.  126, 
no.  3279,  Nov.  1,  1918,  pp.  371-372.  Raihvaymen's  war  bonus.  Seventh 
article. 

MAINTENANCE 

Maintenance  of  Way  Records  and  Reports.  Ry.  Rev.,  vol.  63,  no.  19, 
Nov.  9,  1918,  pp.  667-668.  Methods  being  worked  out  by  Railroad  Adminis- 
tration for  establishing  accurate  records;  will  standardize  reports. 

Pacific  Electric's  New  Car  Storage  and  Repair  Facilities,  Clifford  A. 
Elliott.  Elec.  Ry.  Jl.,  vol.  52,  no.  21,  Nov.  23,  1918,  pp.  914-917,  11  figs 
Description  of  three  divisional  storage  track  layouts  with  car  houses  and  repair 
shops. 

LOCOMOTIVE 

Boiler  for  Mallet  Locomotive.  Large  Boiler  for  New  Mallet  Locomotive.  Boiler 
Maker,  vol.  18,  no.  11,  Nov.  1918,  pp.  303-304,  4  figs.  Sections  and  elevations 
of  boiler  built  for  heavy  grades,  having  firebox  length  of  181  1-16  in.  and  desined 
for  215-lb.  working  pressure. 

Feed  Water  Heating.  Locomotive  Feed  Water  Heating,  H.  S.  Vincent.  Ry 
Mech.  Engr.,  vol.  92,  no.  12,  Dec.  1918,  serial  1st  part,  pp.  645-649,  8  figs. 
Discussion  of  exhaust  steam  and  waste  gas  methods  of  preheating. 

French  Compound.  Recent  Locomotives  for  the  French  State  Railways,  F.  C. 
Coleman.  Ry.  Age,  vol.  65,  no.  20,  Nov.  15,  1918,  pp.  861-863,  4  figs. 
Principal  data  and  decriptions  of  four-cylinder  compound  pacific  type  and 
simple  consolidation  type  built  in  Great  Britain. 

Hock  Island  Heavy.  2-10-2  Type  Locomotive  for  the  Rock  Island  Lines.  Ry.  Age, 
vol.  65,  no.  23,  Dec.  6,  1918,  pp.  992-994,  6  figs.  Novel  and  interesting 
features. 


NEW  CONSTRUCTION 

American-Built  Railroad  Cutoff  will  Relieve  Traffic  Congestion  in 
France,  Robert  K.  Tomlin,  Jr.  Eng.  News-Rec,  vol.  81,  no.  19,  Nov  7 
1918,  pp.  832-835,  14  figs.  A  5^  mile  double-track  line  for  Expeditionary 
forces;  big  embankment  chief  feature;  bridge  half  a  mile  long. 

OPERATION  .AND  MANAGEMENT 

British  Operation.  Presidential  Address  to  the  Institution  of  Civil  Engineers  John 
A.  F.  Aspinall.  Ry.  Gaz.,  vol.  29,  no.  19,  Nov.  8,  1918,  pp.  487-494.  British 
railway  engineering  and  operation;  immediate  problems  to  be  faced. 

Fuel  Conservation.  Conservation  of  Fuel  on  the  Railroads.  Ry.  Age,  vol  65 
no.  21,  Nov.  22,  1918,  pp.  913-916.  Abstracts  of  papers  present edVy  railway' 
men  before  New  York  Ry.  Club. 

Work  of  the  Fuel   Conservation  Section,   E.   C.   Schmidt.     Ry    Rev 
yol.  63,  no.  22,  Nov.  30,  1918,  pp.  769-772.     Organization  and  work'of  this 
department  of  Railroad  Administration. 

Supervision  of  Locomotives,  British.  District  Supervision  of  Locomotives  on 
British  Railways,  W.  Patterson.  Ry.  Gaz.,  vol.  29,  no.  18,  Nov.  1,  1918 
pp.  469-471.  Review  of  work  in  a  typical  district  with  a  staff  of  about  500 
persons  and  sheds  to  which  are  allotted  150  engines. 

Traffic  Control.  Controlling  the  Freight  Traffic,  North-Eastern  Railway 
Engineer,  vol.  126,  no.  3276,  Oct.  11,  1918,  pp.  305-306,  3  figs.  Description 
of  traffic  control  of  North-Eastern  Railway,  and  control  board. 

PERMANENT  WAY  AND  BUILDINGS 

Floor  Slabs  and  Culverts.  Railway  Practice  in  Design  of  Concrete  Floor  Slabs 
and  Flat  Top  Culverts.  Eng.  &  Contracting,  vol.  50,  no.  21,  Nov.  20, 
1918,  pp.  511-512.  Results  of  questionnaire  by  George  II.  Tinker.  From 
Oct.  Bulletin  of  Am.  Ry.  Eng.  Assn. 

Relocation  of  Lines.  New  York  Central  Relocates  Lines  to  Cross  Barge  Canal  at 
the  Tonawandas.  Eng.  News-Rec,  vol.  81,  no.  20,  Nov.  14,  1918,  pp. 
893-896,  2  figs.  Detour  two  miles  long  around  hearts  of  cities  at  once  combines 
bridges  over  waterways  and  solves  difficult  problem  of  eliminating  grade 
crossings  and  occupation  of  main  business  streets. 

RAILS 

Tran  verse  Fissures.  Tranverse  Fissures  and  Phosphorus  Streaks  in  Rails  G  F 
Comstock.  Ry.  Age,  vol.  65,  no.  22,  Nov.  29,  1918,  pp.  961-963,  2  figs.  New 
evidence  of  influence  of  segregation  and  of  advantage  of  reheating  blooms. 
Abstract  of  paper  before  Am.  Inst,  of  Min.  Engrs. 

Transverse  Fissures  Cause  Rail  Failures.  Ry.  Age.  vol.  65,  no  23 
Dec.  6,  1918,  pp.  1007-1009.  Abstract  of  James  E.  Howard's  report  of  the 
rail  failure  at  Central  Islip,  N.  Y. 

ROLLING  STOCK 

CLEANING.  Passenger  Car  Cleaning  on  the  Canadian  Pacific  Railway,  E.  Elcy 
Can.  Ry.  Club,  vol.  17,  no.  0,  Sept.  1918,  pp.  19-22,  and  (discussion)  pp.  23-3 1! 
Nature  and  amount  of  work  required  by  different  classes  of  cars. 

Coal  Cars.  Design  of  Seventy-Ton  Coal  Car  with  Tandem  Hoppers.  Ry.  Mech 
Eng.,  vol.  92,  no.  11,  Nov.  1918,  pp.  611-613,  5  figs.  Principal  data  with 
description  and  drawings. 

Flat  Cars.  Shipping  Large  Marine  Boilers.  Boiler  Maker,  vol.  18,  no.  11,  Nov. 
1918,  p.  307,  1  fig.  Describes  special  flat  car  for  shipping  Scotch  boilers. 
From  Marine  Jl. 

Lighting.  Standards  of  Passenger  Car  Lighting.  Ry.  Rev.,  vol.  63,  no.  19,  Nov. 
9,  1918,  pp.  672-673.  Specifications  prepared  by  mechanical  department  of 
United  States  Railroad  Administration  for  electric  lighting  of  passengers 
equipment  cars  hereafter  to  be  purchased  by  administration  for  use  of  roads 
under  its  control. 

Refrigerator  Cars.  Standard  U.  S.  R.  A.  Refrigerator.  Ry.  Mech.  Engr.,  vol. 
92,  no.  12,  Dec.  1918,  pp.  663-668,  7  figs.  Latest  practices  in  design.  Also 
in  Ry.  Age,  vol.  65,  no.  21,  Nov.  22,  1918,  pp.  906-910,  4  figs. 


58 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


SAFETY  AND  SIGNALLING  SYSTEMS 

Coupling  and  Uncoupling.  Prevention  of  Accidents  Due  to  Coupling  and 
Uncoupling  Cars.  E.  M.  Switzer.  Safety  Eng.,  vol.  36,  no.  4,  Oct  101 
pp.  202-204.     From  Proc.  Seventh  Annual  Safety  Congress. 

Interlocking.  Single  Line  Interlocking  on  the  New  South  Wales  Railways.  Ry. 
Gaz.,  vol.  29,  no.  19,  Nov.  8,  19i8,  pp.  495-597,  4  figs.  Outline  of  system  of 
interlocking  and  signalling  line  stations. 

Plant  Railroad  Hazards.  Plant  Railroad  Hazards.  C.  II.  Raltzcll.  Safely 
Eng.,  vol.  36,  no.  4,  Oct.  1918,  pp.  252-250,  2  figs.  Possibilities  of  personal 
injuries  in  plants  situated  on  main  line  tracks  and  manner  of  avoiding  them. 
From  Proc.  Seventh  Annual  Safety  Congress. 

Signalling.  Proceedings,  Annual  Meeting,  New  York,  N.  Y.,  Sept.  19-20,  191S, 
Ry.  Signal  Assn.,  Jl.  23d  year.  No.  4,  Dec.  1918,  pp.  313-420,  4  figs. 
Addresses,  committee  reports,  etc. 

SHOPS 

Roiler  Tube  Fitting.  Modern  Locomotive  Boiler  Tube  Practice  at  Doncaster 
Works,  Great  Northern  Railway.  Ry.  Gaz.,  vol.  29,  no.  19,  Nov.  8,  1918, 
pp.  499-500,  4  figs.  Methods  employed  for  fitting  and  expanding  DOUer  tubes 
and  superheater  Hues. 


Car  Repairs.  Car  Department  of  the  Milwaukee.  Ry.  Mech.  Eng.,  vol.  92,  no. 
11,  Nov.  1918,  pp.  015-020,  9  figs.  Organization  and  methods  of  handling 
light  and  heavy  car  repairs  with  samples  of  forms  used. 

Grinding.  Grinding  in  Locomotive  Shops,  M.  H.  Williams.  Ry.  Mech.  Eng., 
vol.  92,  no.  11,  Nov.  1918,  pp.  629-032,  4  figs.  Uses  to 'which  internal, 
cylindrical  and  surface  grinding  machines  may  be  put  with  success. 

Locomotive  Repairs.  Accuracy  in  Locomotive  Repairs,  M.  H.  Williams.  Ry 
Mech.  Engr.,  vol.  92,  no.  12,  Dec.  1918,  pp.  673-077,  8  figs.  Methods  of 
making  and  fitting -men  and  repair  parts  for  locomotives  with  gages  and 
micrometers. 

Repair  Shops.  American  Railroad  Repair  Shops  in  France,  Robert  K.  Tomlin,  ,Ir. 
Am.  Mach.,  vol.  49,  no.  21,  Nov.  21,  pp.  933-938,  7  figs.  How  these  shops 
were  built  by  American  engineers  in  France 

SPECIAL  LINES 

Logging  Roads.  Soldiers  Build  Logging  Roads  in  Spruce  Forests,  W.  A.  Welch 
Ry,  Age,  vol.  65,  no.  19,  Nov.  8,  1918,  pp.  805-807,  6  figs.  Description  of 
construct  ion  of  over  350  miles  of  new  railway  in  Northwest  for  carrying 
airplane  lumber  to  mills. 


EMPLOYMENT  BUREAU 


Situations  Vacant 


Paper  Mill  Engineer 

Young  man  who  is  technical  graduate  and  has  had 
four  or  five  years  practical  experience  along  paper  mill 
lines.    Address  Box  25. 

Chief  Draftsman 

Opening  for  an  engineer  to  take  charge  of  drafting 
room  and  also  to  do  some  outside  work  particularly  in 
mill  layouts  and  building  construction  of  a  mechanical 
nature.     Address  Box  24. 

Municipal  Engineer. 

An  engineering  graduate  of  at  least  one  or  two  years' 
experience  in  municipal  work  for  junior  roadway  assistant. 
Membership  of  The  Engineering  Institute  and  men  who 
have  seen  active  service  will  be  given  preferable  consider- 
ation.    Apply  E.  R.  Gray,  City  Engineer,  Hamilton,  Ont. 

Designing  and  Mechanical  Engineer. 

Designing  Mechanical  Engineer,  thoroughly  exper- 
ienced in  design  of  cranes,  coal  and  ore  handling  bridges 
and  towers,  coal  tipple  equipments,  conveying  machinery, 
etc.  High  grade  technical  man  wanted  to  take  charge 
of  design,  state  education  and  experience  in  detail,  age, 
nationality,  salary  desired.  Information  confidential. 
Location,   Canada.     Apply  Box   23. 

Hydrometric  Engineer 

An  Hydrometric  Engineer  in  the  Irrigation  Branch  at 
Calgary,  Department  of  the  Interior,  at  a  salary  of  $1,500 
per  annum.  Candidates  should  be  science  graduates  of 
a  recognized  university  or  hold  grade  in  one  of  the  organiz- 
ations mentioned  below  or  have  practical  experience 
sufficient  to  guarantee  a  sound  knowledge  of  engineering. 

The  Engineering  Institute  of  Canada. 

British  Institute  of  Civil  Engineers. 
American  Society  of  Civil  Engineers. 
Address: — Civil  Service  Commission,    Wm.    Foran, 
Secretary. 


An  Analyst 

An  Analyst  on  the  staff  of  the  Laboratory  at  Halifax, 
Department  of  Trade  and  Commerce,  Grade  E  of  the 
First  Division.  Appointment  is  provisional  at  $1,400 
per  annum.  If  satisfactory,  permanent  employment  at 
$1,700  will  be  made,  subject  to  passing  successfully  the 
examination  prescribed  by  section  9  of  The  Adulteration 
Act.  Applicants  must  be  graduates  of  a  recognized 
university  with  honours  in  chemistry,  and  must  have 
had  at  least  one  year's  subsequent  experience  in  chemical 
analysis. 

Forest  Ranger 

A  Forest  Ranger  in  charge  of  the  Nisbet  Reserve, 
Department  of  the  Interior,  at  a  salary  of  $1,400  per 
annum.  Candidates  must  be  between  the  ages  of  21 
and  45  and  must  be  physically  fit.  They  must  have  a 
thorough  knowledge  of  woods  work,  including  scaling 
timber,  elementary  surveying,  and  road  construction. 
They  must  have  sufficient  education  and  ability  to  carry 
on  the  business  connected  with  the  administration  of 
the  Forest  Reserve,  to  keep  office  records  and  prepare 
reports.  The  appointee  will  be  required  to  live  in  a  house 
provided  by  the  Department  on  the  Forest  Reserve  and 
must  provide  himself  with  necessary  equipment  for 
travelling  around  the  reserve. 

Publicity  Agent 

A  Publicity  Agent  to  take  charge  of  the  publicity 
work  of  the  Department  of  Immigration  and  Colonization 
at  a  salary  of  $4,000  per  annum.  Candidates  should 
possess  the  following  qualifications : —  ability  to  prepare 
and  direct  newspaper,  magazine  and  farm  journal  adver- 
tising campaigns,  both  in  Canada  and  elsewhere,  setting 
forth  the  settlement  opportunities  in  Canada;  knowl- 
edge and  experience  with  (a)  follow-up  systems,  (b)  the 
production  and  circulation  of  motion  pictures,  and  (c) 
the  natural  resources  of  Canada;  ability  to  direct  lecture 
campaigns;  a  personal  acquaintance  with  writers,  publicists 
and  organization  now  dealing  with  the  opportunities  and 
land  settlement  problems  of  Canada. 

All  applications  must  be  received  not  later  than 
the  24th  day  of  January.  Apply  Wm.  Foran,  Secretary, 
Civil  Service  Commission  of  Canada,  Ottawa,  Ont. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


69 


Made  in  Canada 


One  of  ih 

On  FORD  Service  Stations 

Most  of  the  large  flat  roofs   in   the  United   States  as  well  as  many  others  in 

Canada,    carry  the  Barrett  Specification   type  of  roof. 

But    for   covering    smaller    buildings    with    a   roof-area   of  5,000  feet  or   more, 

Barrett  Specification  Roofs  are  equally  satisfactory  and  economical. 

These  are  the  reasons  for  their  wide  popularity: 

First — Their    cost    per    year    of    service    is    lower    than    any  other   permanent 

roof-covering. 
Second—They  cost  nothing  to  maintain. 
Third — They  carry  a  Surety  Bond  Guaranty  for  twenty  years    something'that 

no  other  manufacturer  has  ever  offered. 
Fourth—They  take  the  base  rate  of  fire-insurance. 
Fifth    Experience  proves  that  they  will  last  much  longer  than   twenty  years 

because  they  contain   more  waterproofing  material  than  any  other  roofing, 

and,  further,  because  they  are  constructed  under  the  supervision  of  our 

inspectors. 

One  familiar  class  of  structures  in  the  United  States  are  the  Ford  Service  Stations.  There  are  hun- 
dreds of  them,  some  large,  but  most  of  them  of  moderate  size.  Barrett  Specification  Roofs  cover  a 
large  number  of  these. 

Illustrating  how  the  owners  feel,  we  quote  from  a  letter  from  the  Ford  Service  Station  at  Providence, 
R.  I  ,  U    S.  A.: 

"  We  wish  to  say  that  your  Barrett  Specification  Roofing  that  you  have  placed  on  our  Service 

Station  at  Aliens  Avenue  has  given  us  entire  satisfaction. 

"  In  these  days  it  is  a  novelty  to  find  a  roofing  material  of  superior  stock  and  workmanship, 

and  we  are  very  glad  to  compliment  you  on  this  work." 
Before    you   order  a  roof  for  any  permanent  building  be  sure  to  look  into  the  merits  and  cost  of 
Barrett  Specification  Roofs.     If  you  do  you  will  have  no  other  kind. 


20 -Year  Guaranty 

We  now  guarantee  Barrett  Specification 
Roofs  to  last  for  twenty  years  without  cost 
for  maintenance.  No  charge  for  the  gua- 
rantee, for  it  gives  us  a  chance  to  protect 
the  good  repute  of  these  roofs.  The 
guarantee  is  a  surety  bond  issued  by  one  of 
the  largest  surety  companies  of  America, 
the  United  States  Fidelity  and  Guaranty 
Company  of  Baltimore.  It  is  offered  on  all 
roofs  of  fifty  squares  and  over  in  all  cities 
of  25,000  population  and  more,  and  in 
smaller  places  also  where  our  Inspection 
Service  is  available. 


A  copy  of  The  Barrett  20-  Year  Specification,  with  roofing  diagrams,  sent  free  on  request 


The  /af|$|2l^  Company 


MONTREAL 


ST.  JOHN,  N.B. 


TORONTO 


LIMITED 
HALIFAX,  N.S. 


WINNIPEG 


SYDNEY,  N.S. 


VANCOUVER 


70 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


#tttcer£  ant)  Jfflember*  of  Council 


PRESIDENT 
H.  H.  VAUGHAN,  Montreal 


VICE  PRESIDENTS 
•T.  H.  WHITE,  Vancouver  *J.  M.  R.  FAIRBAIRN,  Montreal 

tH.  E.  T.  HAULTAIN,  Toronto  fR-  F.  HAYWARD,  Vancouver 


F.  C.  GAMBLE,  Victoria 


PAST  PRESIDENTS 
G.   H.   DUGGAN,   Montreal 


J.  S.  DENNIS,  Montreal 


•J.  R.  W.  AMBROSE,  Toronto 
JN.  E.  BROOKS,  Sherbrooke 
JERNEST  BROWN,  Montreal 
tA.  R.  DECARY,  Quebec 
♦H.  DONKIN,  Halifax 
*A.  E.  DOUCET,  Quebec 
•L.  B.  ELLIOT,  Edmonton 
•WALTER  J.  FRANCIS,  Montreal 
JPETER  GILLESPIE,  Toronto 
fj.  H.  KENNEDY,  Vancouver 

*  For  1918 


COUNCILLORS 
*E.  D.  LAFLEUR,  OTTAWA 
•D.  O.  LEWIS,  Victoria 
tH.  LONGLEY,  Woodman's  Pt.  N.B. 
*G.  D.  MACKIE,  Moose  Jaw,  Sask. 
JM.  H.  MACLEOD,  Winnipeg 
JE.  G.  MATHESON,  Vancouver 
fG.  A.  MCCARTHY,  Toronto 
JD.  H.  McDOUGALL,  New  Glasgow,  N.S. 
JJOHN  MURPHY,  Ottawa 
JWm.  PEARCE,  Calgary 

t  For  1918-19  X  For  1918- 


*F.  H.  PETERS,  Calgary 

JJ.  M.  ROBERTSON,  Montreal 

*D.  A.  ROSS,  Winnipeg 

tR.  A.  ROSS,  Montreal 

*H.  R.  SAFFORD,  Montreal 

tJULIAN  C.  SMITH,  Montreal 

tJ.  G.  SULLIVAN,  Winnipeg 

•ARTHUR  SURVEYER,  Montreal 

XL.  A.  THORNTON,  Regina 

tJAMES  WHITE,  Ottawa 

19-20 


TREASURER 
ERNEST  MARCEAU,  Montreal 


SECRETARY 
FRASER  S.  KEITH,  Montreal 


CALGARY 

Chairman,  S.  W.  CRAIG 
Secretary,  C.  M.  ARNOLD 

513  -  8th  Ave.  West,  Calgary 
Executive,  A.  S.  DAWSON 
F.  H.  PETERS 
Wm.  PEARCE 
B.  L.  THORNE 
A.  S.  CHAPMAN 
EDMONTON 

Chairman,     N.  M.  THORNTON 
Vice-Chair.,  J.  L.  COTE 
Secretary,      R.  J.  GIBB 

c/o  City  Engineer,  Edmonton 
Executive,      R.  CUNNINGHAM 
D.  J.  CARTER 
A.  T.  FRASER 
A.  W.  HADDOW 
R.  P.  GRAVES 
L.  B.  ELLIOT 
HALIFAX 
Chairman,  F.  A.  BOWMAN 
Sec.-Treas.,  K.  H.  SMITH 
197  Hollis  St.,  Halifax 
Executive,  L.  H.  WHEATON 
W.  P.  MORRISON 
P.  A.  FREEMAN 
J.  LORN  ALLAN 
HIRAM  DONKIN 
RODERICK  McCOLL 
HAMILTON 
Chairman,   E.  R.  GRAY 
Sec.-Treas.,  H.  B.  DWIGHT, 
c/o  Canadian  Westinghouse  Co., 
Hamilton 
Executive,    E.  H.  DARLING 
J.  A.  McFARLANE 
KINGSTON 

Activities    discontinued    until    the 
close  of  the  war. 
MANITOBA 

Chairman,    W.  ARCH'D  DUFF 
Sec.-Treas..  GEO.  L.  GUY 

300  Tribune  Bldg.,  Winnipeg 
Executive,    W.  P.  BRERETON 
J.  C.  HOLDEN 
W.  M.  SCOTT 


OFFICERS    OF    BRANCHES 

MONTREAL 

Chairman,  WALTER  J.  FRANCIS 
Vice-Chair,  ARTHUR  SURVEYER 
Sec.Treas..  FREDERICK  B.  BROWN 

260  St.  James  St.,  Montreal 
Executive,  F.  P.  SHEARWOOD 

W.  CHASE  THOMSON 
H.  G.  HUNTER 
L.  G.  PAPINEAU 
O.  O.  LEFEBVRE 
K.  B.  THORNTON 
and  local  councillors. 

OTTAWA 

Chairman,  G.  GORDON  GALE 
Secretary,   J.  B.  CHALLIES 

404  Union  Bank  Bldg.,  Ottawa 
Executive,  S.  J.  FORTIN 

j.  h.  McLaren 

E.  B.  JOST 

C.  N.  MONSARRAT 

A.  F.  MACALLUM 

QUEBEC 

Chairman,  A.  R.  DECARY 
Secretary,  A.  BUTEAU 
P.O.  Box  115,  Quebec 
Executive,  F.  T.  COLE 

J.  E.  GIBAULT 

W.  LEFEBVRE 

A.  E.  DOUCET 

A.AMOS 

S.  S.  OLIVER 

SASKATCHEWAN 

Chairman,   G.  D.  MACKIE 
Vice-Chair., H.  S.  CARPENTER 
Sec.-Treas..  J.  N.  deSTEIN 

2123  Retallack  St.,  Regina,  Sask. 
Executive,     L.  A.  THORNTON 
O.  W.  SMITH 
H.  R.  MACKENZIE 
E.  G.  W. 

MONTGOMERY 
W.  H.  GREENE 
C.  J.  YORATH 
J.  E.  UNDERWOOD 


ST.  JOHN 
Chairman,  C.  C.  KIRBY 
Secretary,  A.  R.  CROOKSHANK 

Box  1393,  St.  John,  N.B. 
Executive,  G.  G.  HARE 
C.  O.  FOSS 
G.  G.  MURDOCH 
A.GRAY 

TORONTO 

Chairman,  A.  H.  HARKNESS 

Secretary,   W.S.HARVEY 
324  Glen  Road,  Toronto 

Executive,  H.  G.  ACRES 
W.  A.  BUCKE 
J.  R.  W.  AMBROSE 
H.  E.  T.  HAULTAIN 
PETER  GILLESPIE 
R.O.  WYNNE-ROBERTS 
WILLIS  CHIPMAN 

VANCOUVER 

Chairman,   E.  G.  MATHESON 
Sec.-Treas.,  A.  G.  DALZELL 

647  -  12  Ave.  E.,  Vancouver,  B.C. 
Acting  Sec.-Treas., 

C.  BRACKENRIDGE 
Executive,  C.  BRACKENRIDGE 

H.  M.  BURWELL 

H.  E.  C.  CARRY 

T.  H.  WHITE 


VICTORIA 

Chairman,    W.YOUNG 
Vice-Chair.,  R.  A.  BAINBRIDGE 
Secretary,      J.  B.  HOLDCROFT 

1485  Fort  St.,  Victoria,  B.C. 
Treasurer,     E.  DAVIS 
Executive,      W.  EVERALL 
D.  O.  LEWIS 
R.  W.  MACINTYRE 
N.  A.  YARROW 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


71 


GATE    VALVES 

Iron  Body  —  Bronze  Fitted 

With   either  Bronze  or 

Hard    White    Metal 

Seats   Renewable 


Established  1834 
Branches  at 

MONTREAL 

T.  McA.   Stewart 
157  St.  James  St. 


T  NTAvity  a  Sons  Ltd 

ST     John.    n.b. 


The  Home  of  "WORLD"  Brand. 

"MCAVITY" 


New  Improved       ri 

FIRE 

HYDRANT 

with 

Removable 

Seat  Valve 

and  Fittings 


*-/ 


CORPORATION 
SPECIALTIES 


Send  for    Illustrated 

Corporation  Catalogue 

No.  1004 


BRASS  AND   IRON  FOUNDERS 

ST.  JOHN,  N.B. 

CANADA 

TORONTO  WINNIPEG 

Harvard  Turnbull  &  Co. 
207  Excelsior   Life  Bldg. 


Incorporated  1907 


VANCOUVER 


72  JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Insulating  Granular  Cork 
Invaluable  for  Refrigeration 


The  lightest  material   known   for   efficient  insulation 
and  consequent  saving  of  deadweight  tonnage 


All    grades    guaranteed    not  to  exceed    6    lbs.    weight 

per  cubic  foot. 


CONTE    HERMANOS 

GIBRALTAR 


FACTORIES     IN     SPAIN 


LONDON  AGENTS  : 

CONTE  BROTHERS 

41,  Crutched  Friars,  E.C.  3. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  73 


"SCOTIA" 
STEEL  PRODUCTS 


Billets,  Blooms  and  Slabs.  Sheet  Bars  up  to  15  in.  wide. 

Heavy  Forgings.  Square  Twisted  Concrete 

Reinforcing  Bars. 
Car  Axles. 

Locomotive  Axles.  Agricultural  Shapes. 

Sheared  Plates  up  to  LJSht  Rails 

48  in.    wide,  5-8"  thick  r§  P 

Weight  up  to   1060  lbs.  Tie  Plates' 

,         r-,        .     r>  Track  Spikes  and  Bolts. 
Merchant  Bars  in  Hounds, 

Squares,  Flats,  Ovals,  Half  Ovals  Cold  Drawn  Shafting  and 

Tires  and  Sleigh  Shoe.  Machinery  Steel. 


Fluid  Compressed  Steel  Forgings 


NOVA  SCOTIA  STEEL  &  GOAL  CO.,  LTD. 

General  Sales  Office  Head  Office 

WINDSOR  HOTEL,  MONTREAL,  QUE.        NEW     GLASGOW,     NOVA     SCOTIA. 


74  JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


HYDROSTONE 


THE  HALIFAX  RELIEF  COMMISSION  HAVE  ADOPTED  THIS 
STONE  FOR  THE  RE-BUILDING  OF  THE  RESTRICTED  RESIDENTIAL 
PORTION  OF  DEVASTATED  HALIFAX,  MAKING  IT  A  FIRE-PROOF 
DISTRICT. 

THIS  STONE  WAS  ADOPTED  BY  THE  COMMISSION  ON  THE 
ADVICE  OF  THE  ARCHITECT  AFTER  AN  EXTENSIVE  STUDY  OF  NEW 
TOWN  SITES  IN  THE  UNITED  STATES. 

IF  YOUR  PRINCIPALS  ARE  COMTEMPLATING  TOWN  SITE  OR 
FACTORY  CONSTRUCTION  OR  BUILDINGS  OF  A  PERMANENT  NATURE 
LET  US  DISCUSS  THE  PROJECT  WITH  YOU  BEFORE  FINALLY  DECIDING 
YOUR  TYPE  OF  CONSTRUCTION. 


Nova  Scotia  Construction  Co. 

LIMITED 

ENGINEERS  and  CONTRACTORS 
159  UPPER  WATER  STREET,  HALIFAX,    N.  S. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


75 


Nova   Scotia 
Water  Powers 


THE  UNDEVELOPED  WATER-POWER  SITE  PARTLY  SHOWN 
HEREWITH  IS  IN  THE  IMMEDIATE  VICINITY  OF 
EXTENSIVE  AND  WELL  PROVEN  GOLD  AREAS. 

IT  CAN  BE  CHEAPLY  DEVELOPED;  IS  OF  SUFFICIENT 
CAPACITY  TO  CARRY  ON  MINING  OPERATIONS 
COMMENSURATE  WITH  THE  EXTENT  OF  THE  ADJACENT 
AREAS  AND  THE  WHOLE  IS  WITHIN  A  FEW  MILES  OF 
RAILWAY  AND  OCEAN  SHIPPING  FACILITIES.  PARTI- 
CULARS OF  THE  WATER-POWER  SITE  AND  ITS  LOCATION 
ARE  GIVEN  IN  THE  1916  REPORT  OF  THE  NOVA  SCOTIA 
WATER  POWER  COMMISSION. 

WRITE    

Department  of  Public  Worlds  and  Mines,  Halifax. 


Building  No.  1— 400'-0"  x  lOO'-O"  1916.    Building  No.  2— 400'-0"  x  100'-0'  1918. 


IMPERIAL  MUNITION  BOARD  SHIP  "WAR  FUNDY"  1918. 


EXAMPLES  OF  OUR  WORK 

GRANT  &  HORNE      -      ST.  JOHN,  n.b. 

ENGINEERS,     CONTRACTORS     &    SHIPBUILDERS 

P.  O.    BOX    397 


76 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  SPRACO  System 
for  Cooling  Condens- 
ing Water  costs  much 
less  to  install  and 
operate  than  cooling 
towers.  This  system 
consists  of  a  special 
grouping  of  Spraco 
Center-Jet  Nozzles 
through  which  the  hot 
water  is  sprayed  over 
a  pond  or  basin. 


Ontario   Representatives 

RUDEL-BELNAP       MCHY 

CO.,  LTD. 

26  Adelaide  St.,  West, 

TORONTO 


SPRACO 


COOLING    SYSTEMS 


SPRAY   ENGINEERING   COMPANY 


93   FEDERAL   ST., 


BOSTON,   MASS.   U.S.A. 


Leading  manufactu- 
rers and  power  com- 
panies throughout 
America  and  foreign 
countries  use  the 
Spraco  System.  They 
prefer  it  to  all  other 
systems  because  of  its 
easily  demonstrable 
superiority.  Our  new 
Bulletin,  "The  Spraco 
System,"  makes  this 
clear.  Write  for  it. 


Quebec  Representatives 

RUDEL-BELNAP       MCHY 

CO.,  LTD. 

95  McGill  Street, 

MONTREAL 


RELIABLE  SERVICE 


IS   SECURED    BY  INSTALLING 

Turnbull  Elevators 


PASSENGER— FREIGHT 


The  Turnbull  Elevator  Mfg.  Co. 


TORONTO  —  CANADA 


MONTREAL  OFFICE— MAPPIN  &  WEBB  BUILDING,  VICTORIA  Si. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


77 


ST  GABRIEL© 


s**%S&ra^ 


DESAAOES 


UEBEC 


Manufacturers  find 
their  power  costs 
much  reduced  when 

Shawinigan  Power 

supplants  steam 
power.      •  .  •      •  .  • 


BROUGHTON 


#SHERBROOKT 


EAST  ANGUS 


THE  SHAWINIGAN  WATER  &  POWER  COMPANY 

POWER  BUILDING,  MONTREAL 


COOK   CONSTRUCTION    CO.   Limited 

&  WHEATON  BROS. 

BUILDERS  OF 

HALIFAX    OCEAN 
TERMINALS    RAILWAY 


OFFICES 


Montreal,  Que. 
St.  Paul,  Minn. 
Sudbury,  Ont. 
Halifax,    N.  S. 


TOWER    ROAD    BRIDGE 
144  foot  span  over  cut  which  is  65  feet  deep.    Suspension  Bridge  also  shown. 


78 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


ACID  AND  BASIC  OPEN  HEARTH 

STEEL    CASTINGS 

FERRO-ALLOY  STEEL  CASTINGS 


MANGANESE  -  STEEL     TRACKWORK 


CANADIAN  STEEL  FOUNDRIES 

LIMITED 
Transportation  Building,  Montreal 


300  H. P.  Silent  Chain  driving  a  No.  9^ 
"ROOTS"  Blower. 

Note  great  economy  of  space  with  Chain  Drive, 
irrespective  of  the  CONTINUOUS  SAVING 
OF  POWER  due  to  the  High  Efficiency— 98.2%. 


JONES  &  GLASSCO 

(Reg'd.) 

ENGINEERS 
MONTREAL  and  TORONTO 

SPECIALISTS    IN 

Power  Transmission  Chains 

Canadian  Agents  for 

"  RENOLD  "  "  MORSE  " 


PATENT  SILENT 

and  BUSH  ROLLER 

CHAINS 


ROCKER  JOINT 
SILENT 

CHAINS 


Chain  Drives  from  %  HP  to  5000  HP  in  successful  operation 

Write  for  particulars  to 


Head  Office 

St.  Nicholas  Building 

MONTREAL 


Branch  Office 

1204   Traders  Bank   Bldg. 

TORONTO 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  79 


Bedford   Construction  Company 


Limited 


(P.  PAGANO,  Pres. 


(FORMERLY  CAVICCHI  &  PAGANO) 
V.  J.  CAVICCHI,  Vice-Pres.  and  Gen'l.  Mgr.  J.  J.  HERBERT,  Sect.-Treas.) 


RAILROAD     CONTRACTORS 


NOW  OPERATING: 


Construction  of  Dry  Dock  &  Shipyards  at  Halifax,  N.S. 
Construction  of  Dry  Dock,  Shipyards  &  Breakwater  at 
Courtney  Bay,  East  St.  John,  N.B. 


OFFICES    AT 


HALIFAX,     N.S.     &     EAST     ST.     JOHN,     N.B 


STEEL  PLATE 
CONSTRUCTION 

Tanks,  Penstocks  Bins  and 
Hoppers,  Blast  Furnaces, 
Stand-Pipes,  Stacks,  Water 
Towers  etc. 

Heavy  and  Light  Steel  Plate 
Construction  Erected  Anywhere. 


™E  TORONTO    IRON    WORKS,   l..m.ted 


TORONTO 


Head    Office:    ROYAL     BANK    BUILDING 


Works:    CHERRY    STREET 


80 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Time 

Demonstrates 

Ability 


1884 


BRANTFORD  FACTORY 


75  YEARS 


1919 


/T  is  not  the  occasional  success  of  a  machine  that 
makes  an  astonishing  record,  that  demonstrates 
ability.  It  is  the  long  record  of  many  years  of  steady 
reliability — of  building  each  machine  a  little  better  than 
called  for  —  that  has  kept  Waterous  products  in 
the  lead. 

Every  time  Waterous  is  put  on  an  article  it 
increases  Waterous  responsibility;  for  it  represents 
our  recognition  of  the  fact,  that  this  past  record  must 
be  maintained.  It  is  your  assurance  that  your  machine 
is  built  upon  all  the  experience  that  the  past  can 
contribute  to  the  needs  of  the  present. 
Manufacturers  of: 

PULPMILL    MACHINERY 

S  A  WMIL  L     MA  CHINE  R  Y 

ENGINES,   BOILERS  and  TANKS 

aterous 

BRANTFORD,,ONTARIO,CANADA 


Jilanttofaa  jffiJribge 


PRODUCTS 

Backed 

EFFICIENT 

STEEL]  STRUCTURES 

BUILDINGS— Offices, 

Warehouses  and  I  ndustrial 

plants,  etc. 
B  R  I  D  G  E.S1—  Railway, 

Highway,  t;  Swing  ,^  and 

Bascule,  etc. 
CRANES  —  Electric    and 

Hand  Power,  Travelling, 

TOWERS— Transmission    Poles    and 
Towers,  etc. 

Plate  and  Tank  Construction 

PLATE  WORK— All  kinds,  Boilers  and 

Riveted  Pipe. 
STEEL    TANKS  — All    kinds;    Water 
Supply    Tanks    and    Towers,     Steel 
Stand    Pipes,     Smoke    Stacks,    Pen- 
stocks, Bins  and  Hoppers,  etc. 
Forgings 
Elevator    and   Power  Transmission 

Machinery,    Upset    Rods 
Recent   installation  of   Hydraulic   Up- 
setting Equipment  capable  of  Upsetting 
roils  up  to  4  in.  diameter. 
Equipm?nt 
MINING  EQUIPMENT  —  Mine  Cars. 
Buckets,  Melting  Pots,  Screens,  Coal 
and  Coke-handling  equipment,  etc. 
RAILWAY  EQUIPMENT-Turntables, 
Frogs  and  Switches,  Snow  Plows,  etc. 
Reinforcing   Steels 
Plain  Rounds,  Square  and  Twisted,  bent 
to  specifications  for  Beams,  Stirrups,  etc. 


OF 


QUALITY 

by 

SERVICE 

Shipbuilding 

Ships'l    Bolts    and.  Spikes, 
Plain"*  and  '  Galvanized, 
General  Forgings,  Tanks, 
Tail     Shafts,    Propellors, 
Fastenings,  etc. 
Contractors'  [Supplies 
Castings 
Grey   Iron,    Semi -steel  and 
Chiiled  and  Electric  Steel. 


Miscellaneous 

Equipment  for  Rolling  Mills,  Pulp  and 
Paper  Mills,  Oil  Refineries,  Saw  Mills, 
Packing  Houses,  Stables,  Jails.  Tank 
and  Silo  Rods  and  Lugs,  Galvanized 
Pump  Rods,  Survey  Stakes,  etc  ,  etc. 
Ornamental  Iron  Work,  Fire  Escapes, 
etc.  Bolts,  Nuts,  Washers,  Spikes, 
Rivets,  etc.  Pole  Line  Hardware,  Plain 
and  Galvanized.  Pole  Saw  Frames; 
Cordwood  Saw  Frames;  Saw  Mandrel-:; 
Pump  Jacks,  Single  and  Double 
Gear. 

Galvanizing  Plant 

Road  Building  and  Earth 

Handling  Equipment 

Cast  Iron  Culvert  Pipe,  Gravel  Screen- 
ing Plants,  Road  Drags  and  Levellers 
Steel  Drag  Scrapers,  Reinforcing  Steel 
for  Concrete  Work,  Highway  Bridges, 
Catch  Basin,  Covers,  Sewer  Manhole 
Covers,  etc.,  etc. 


-  iron  »orfeS  limiteb 


WINNIPEG 


CANADA 


"Cast  Iron  Pipe  has  the  greatest  resistance  to  corrosion. 
It  is  by  far  the  most  economical  in  results." 


WE  MANUFACTURE 


BELL  and   SPIGOT  and 

FLANGED  CAST  IRON   PIPE, 

SPECIALS  and  CASTINGS 

of  all  kinds 

CAR  WHEELS 


INQUIRIES    SOLICITED 


Canada  Iron  Foundries,  Limited 

Head  Office,  MONTREAL 

Works    at:     Fort    William,    Ont.,    St.    Thomas,  Ont., 
Hamilton,  Ont.,  Three  Rivers,  P.O. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


81 


General  Contractors 

We  design  as  well  as  construct. 

Working  under  severe  tidal   conditions 
our  specialty. 

Difficult  foundations   either  pneumatic 
or  open  caisson. — 

Dams,   Piers,   Docks,   Industrial  Plants. 

We  have  The  Plant  and   Organization. 


Pneumatic  Caisson  68  ft.  by  18  ft.  under  construction. 


ENGINEERS  &  CONTRACTORS,  Limited 


102  Prince  William  St., 

E.  R.  REID,  President. 


ST.  JOHN,  N.B. 

E.  M.  ARCHIBALD,  Chief  Engineer. 


NATIONAL  IRON  CORPORATION,  Limited 

Head  Office,  Works  and  Docks :— TORONTO 


Every  size  for  Water,  Gas,  Culvert  or  Sewer,  Carried  in  Stock  at 
Lake  or  Rail  Shipments  TORONTO,  PORT  ARTHUR  and  MONTREAL 


FETHERSTONHAUGH  &  CO.  patent  solicitors 

The  old  established  firm.    Patents  and  Trade  Marks  Everywhere. 

Head  Office:  Royal  Bank  Bldg.,  Toronto 

Ottawa  Office:  5  Elgin  St. 

Offices  throughout  Canada.  Booklet  free 


JAMES,  LOUDON   &   HERTZBERG,    Ltd. 

CONSULTING  ENGINEERS 


36  Toronto  Street 


TORONTO,  CAN. 


Water  Supply  and  Purification;  Sewerage  Systems;  Municipal  and  Trade  Waste 

Disposal  Plants;  Incinerators;  Pavements;  Bridges  and    Structural  work, 

including  Reinforced  Concrete  and  Architectural  Engineering. 


A.  B. 
SEE 


ELECTRIC 
ELEVATOR 
COMPANY 

OF  CANADA 
LIMITED 


MONTREAL    —    TORONTO 


In   all  countries.   Ask   for   our  INVEN- 
TOR'S ADVISER,which  will  be  sent  free. 
MARION  &  MARION, 
364   University  St.,    Montreal. 


JOHN  S.  METCALF  CO  ,  Limited 

Designing  and  Constructing  Engineers 

GRAIN     ELEVATORS 

Wharves  and  Power  Plants 

54  St.  Francois  Xavier  Street,  Montreal,  Que. 

103  South  La  Salle  Street,  Chicago,  111. 

36  Southampton  St.,  Strand,  London,  W.C.,  Eng. 

395  Collins  St.,  Melbourne,  Australia 


82 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


"MICHIGAN" 
WOOD       STAVE 

PIPE 
for    Waterworks,    etc. 

T.  A.  MORRISON  &  CO. 

(MORRISON  QUARRY  CO.— R.  F.  Dykes.  Supt.) 

204  ST.  JAMES  STREET,     MONTREAL 


YARROWS   LIS 

Associated  with  YARROW  &  Co.,  Glasgow. 

SHIPBUILDERS,  ENGINEERS, 

SHIP  REPAIRERS, 

IRON  &  BRASS  FOUNDERS 

MARINE  RAILWAY,  3000  TONS  D.W.  CAPACITY. 

ESQUIMALT    DRY    DOCK,    480    FT.    X    65    FT. 

Modern  facilities  for  quick  despatch  of  ship  repair  work. 

Address:   P.O.    Box    1595,    VICTORIA,    B.C.,    CANADA. 


MILTON  HERSEY  COMPANY  Ltd. 

INDUSTRIAL  CHEMISTS,  ENGINEERS  &  INSPECTORS 

MONTREAL  WINNIPEG 

Analyses  and  Tests  of  all  Materials  including  Steel,  Brass,  Coal,  Oils, 
Water,  Ores,  Sands  Cement. 

Specialists   for  Industrial  Chemical   Problems,  Cement  and  Asphalt 
Construction  Work,  Steel  Inspection  and  Water  Supply. 

"The  Largest  and  Best  Equipped  Commercial  Laboratories  in  Canada" 
ESTABLISHED  27  YEARS 


LOOK  FOR  THE 

"R  SHIELD" 
WATERMARK 


Like  the  sterling 
mark  in  silver,  the 
Karat  mark  in  gold 
so  the  Watermark 
in  paper. 


Bond,  Writing  and  Ledger   Papers 

containing  the  "R  shield"  watermark  are  backed  by  our 
reputation.  Insist  on  this  Watermark  and  you  get  quality. 


THE  ROLLAND  PAPER  CO.,  Limited 

MONTREAL 


JENKINS  BROS.  LIMITED 


HEAD    OFFICE  AND  WORKS    • 

103  St.  Remi  Street, 
MONTREAL,  P.Q. 

CANADA 


EUROPEAN    BRANCH 

6  Great  Queen  St., 

Kingsway, 
LONDON,  W.C.  2 

ENGLAND 


Manufacturers  of  JENKINS  BROS'  VALVES, 

Packing  and  other  Mechanical  Rubber  Goods 


Robert  W.  Hunt 
President 


Charles  Warnock 
Gen'l  M$>r.  &  Treas, 


Robert  W.  Hunt  &  Co. 

Limited 

CONSULTING  and  INSPECTING  ENGINEERS, 
CHEMISTS  and  METALLURGISTS 

Expert  inspection  and  tests  of  all  structural  materials  and  mechanical 
equipment. 

REPORTS  ON  PROPERTIES  AND  PROCESSES 

Head  Office  and  Laboratories:    McGILL  BUILDING,  MONTREAL 

Branches:  Toronto  Vancouver  London,  England 


Dunfield  &  Co.  Ltd 

EXPORTERS  AND  DEALERS  IN  ALL  KINDS  OF 

LUMBER 

AND   INSURANCE   BROKERS 


Dealers  in  all  kinds  of  rough  and 
dressed  lumber.  Shipments  made  by 
rail  in  carload  lots  from  Nova  Scotia 
and  New  Brunswick.  Special  attention 
given  to  dimension  stock  for  construc- 
tion work. 


OFFICES : 

8  Prince  St.,  Halifax,  N.S. 
8  Market  Square,  St.  John,  N.B. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


83 


STEEL  FRAME   BUILDINGS 


Roof  Trusses, 

Columns, 
Fire  Escapes, 

Stairs, 
Ladders,   etc. 


Plain  Steel 
Shapes,  I-Beams, 

H-Beams, 

Channels,  Angles, 

Tees,  Zees  and 

Bars, 

Plates  and  Sheets 


THE    MARITIME    BRIDGE    COMPANY,    LIMITED 


New  Glasgow      -      Nova  Scotia. 


REINFORCING   STEEL 

Superior  quality  in   all  sizes  in    ROUNDS,    SQUARES    AND     SQUARE    TWISTED 

IMMEDIATE      SHIPMENT      FROM      STOCK 

THE  MANITOBA  ROLLING  MILLS  Limited 

SELKIRK,    MAN. 

THE  MANITOBA  STEEL  AND  IRON  CO.  Limited 


GENERAL  SALES  AGENTS 


WINNIPEG,  MAN. 


GEO.  W.  SADLER 

GEO.  F.  HAWORTII 

WALTER  J.  SADLER 


ESTABLISHED    1876 


Cable  Address"  "  SADLER  " 
Western  Union  and    Private   Codes 


SADLER  &  HA  WORTH 


TANNERS  &  MANUFACTURERS  OF 


OAK    LEATHER    BELTING 

Lace  Leather,  Belt  Dressing,  Belt  Cement,  Belt  Fasteners 


c  < 


LEATHER,  LIKE  GOLD,  HAS  NO  SUBSTITUTE." 


Branches: 


Factories  at  MONTREAL,  TORONTO. 

ST.  JOHN,  N.B.,  CALGARY,  WINNIPEG,  VANCOUVER. 


84 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


INDEX   TO   ADVERTISERS 


PAGE 

A.  B.  See  Electric  Elevator  Co 81 

The  Barrett  Co 69 

DeGaspe  Beaubien 84 

Hanbury  A.  Budden 84 

Bedford  Construction  Company 79 

John  Bertram  &  Sons,  Limited 3 

Canada  Cement  Co.,  Limited 8 

Canada  Iron  Foundries,  Limited 80 

Canadian  Fairbanks-Morse  Co.,  Limited 10 

Canadian  Ingersoll-Rand  Co.,  Limited 7 

Canadian  Steel  Foundries,  Limited 78 

Chipman  &  Power 84 

Conte  Hermanos 72 

Cook  Construction  Co.,  Limited  &  Wheaton  Bros 77 

Dept.  of  Public  Works  &  Mines,  N.S 75 

Dominion  Bridge  Co.,  Limited 4 

Dominion  Copper  Products  Co.,  Limited. .  .(Inside  Back  Cover) 

Dominion  Engineering  and  Inspection  Company 84 

Dominion  Iron  &  Steel  Co.,  Limited (Outside  Back  Cover) 

Dunfield  &  Co 82 

Engineers  &  Contractors,  Limited 81 

Ewing,  Lovelace  &  Tremblay 84 

Fetherstonhaugh  &  Co 81 

Walter  J.  Francis  &  Company 84 

Grant  &  Home 75 

Rudolph  Hering,  D.Sc 84 

Milton  Hersey  Company,  Limited 82 

R.  W.  Hunt  &  Co 82 


PAGE 

Imperial  Oil  Limited 5,  6 

James,  Loudon  &  Hertzberg,  Limited 81 

Jenkins  Bros.  Limited 82 

Jones  &  Glassco  (Inc.) 78 

R.  S.  &  W.  S.  Lea 84 

Manitoba  Bridge  and  Iron  Works  Limited 80 

The  Manitoba  Steel  and  Iron  Co.,  Limited 83 

Marion  &  Marion 81 

The  Maritime  Bridge  Company,  Limited 89 

T.  McAvity  &  Sons,  Limited 71 

Geo.  K.  McDougall,  B.Sc 84 

John  S.  Metcalf  Co.,  Limited 81 

Modern  Printing  Co (Inside  Back  Cover) 

Montreal  Blue  Print  Co 84 

T.  A.  Morrison  &  Co 82 

National  Iron  Corporation 81 

Nova  Scotia  Construction  Co.,  Limited 74 

Nova  Scotia  Steel  &  Coal  Co.,  Ltd 73 

Pratt  &  Whitney  Co.,  Limited (Inside  Front  Cover) 

J.  M.  Robertson  Ltd 84 

Rolland  Paper  Co.,  Limited 82 

Sadler  &  Haworth 83 

The  Shawinigan  Water  &  Power  Company 77 

Spray  Engineering  Co., 76 

Arthur  Surveyer  &  Co 84 

Toronto  Iron  Works 79 

Turnbull  Elevator  Mfg  Co 76 

Waterous  Engine  Works  Co 80 

Yarrows  Limited 82 


209  Beaver  Hall  Hill 
MONTREAL 


Phone 
UPTOWN  5624 


MONTREAL  BLUE  PRINT  CO. 

Photo  reductions  from  Plans,  Blue  Prints, 
Etc.,  Etc. 

BLUE    PRINTING  IN  ALL  ITS  BRANCHES, 
DRAUGHTING,  ETC. 


J.  M.  ROBERTSON 

LIMITED 

Consulting  Mechanical  and 

Electrical  Engineer 


625  Coristine  Building 


MONTREAL 


Arthur  Surveter,  C.E.       R.  DeL.  French,  C.E. 

ARTHUR  SURVEYER  &  CO. 

Consulting  Engineers 
274  Beaver  Hall  Hill  MONTREAL 


A.M.E.I.C.  AB8.  A.I.E.E. 

DeGASPE  BEAUBIEN 

B.Sc. 

Consulting  Engineer 

Tel.  M.  8240 

28  Royal  Insurance  Building,         MONTREAL 


GEO.   K.   MCDOUGALL,    B.Sc, 

CONSULTING  ELECTRICAL 
ENGINEER 

Illuminating    Engineering,    Industrial    Elec- 
trical Installations,  High  Tension 
Power  Transmission,  etc. 


Drummond  Building, 
MONTREAL 


Telephone: 
Uptown  823. 


CHIPMAN  &  POWER 

Civil  Engineers 
TORONTO       WINNIPEG 

WILLIS  CHIPMAN  GEO.  H.  POWER 


DOMINION  ENGINEERING 

AND  INSPECTION  COMPANY 
Testing  Engineers  and  Chemists 

Mill,  shop,  field  inspections  of  bridges  and  structural 

steel  work.  Iron  and  steel  pipe. 

Testing  of  cement  and  metals. 

Industrial  Chemistry.         Metallurgy  a  Specialty. 

320  Lagauchetiere  St.  W.,  Montreal,  Que. 

Branches:  Winnipeg  and  Toronto 


James  Ewino,  E.  S.  M.  Lovelace,  B.A.Sc, 

M.E.I.C.  M.E.I.C. 

Altheod  Tremblat,  A.M.E.I.C. 
Mem.  Board  of  Directors  Q.L.S. 

EWING,  LOVELACE  &  TREMBLAY 

Civil  Engineers  and  Land  Surveyors 

Surveys,  Plans,  Maps,  Estimates  and  Reports,  Rail- 
way Location,  Bd.  of  Ry.  Commission   Plans, 
Power  and  Industrial  Sites,  Municipal  Work, 
Town  Planning,  Subdivisions. 
BIRKS'  BUILDING.     14  PHILLIPS  SQUARE. 
Tel.  Upt.  1100  MONTREAL 


RESEARCH     BUREAU 

REPORTS  BY  EXPERTS  ON  SCIENTIFIC. 

TECHNICAL  AND    INDUSTRIAL 

DEVELOPMENT. 

SPECIAL  RESEARCHES  ARRANGED. 

PATENTS,     TRADE     MARKS,     ETC. 


Hanbury  A.  Budden 

812  Drummond    Bldg 

Montreal 


Cable  Address 
"Brevet" 


Walter  J.  Francis,  C.E. 
M.E.I.C. 
M.Am  Soc.C.E., 
M.Inst. C.E. 


F.  B.  Brown,  M.Sc, 
M.E.I.C. 

Mem.Am.Soc.M.E., 
Mem.A.I.E.E. 


Walter  J,  Francis  &  Company 

Consulting  Engineers 

Head  Office:  260  St.  James  St..  Montreal 

Cable  Address:  "WALrRAN,  Montreal."  W.U.Code 
Long  Distance  Telephone:  Main  5643. 


R.  S.  &  W.  S.  LEA 

Consulting  Engineers 

Water   Supply,    Sewerage   and    Drainage:    Water 
Purification:  Disposal  of  Sewage  and  Refuse; 
Water  Power  Developments  and  Power 
Plants.     Reports,  Designs,  Super- 
vision of  Construction. 
New  Birks  Building,  Telephone, 

MONTREAL,  QUE.  UPTOWN  783. 


.E.I.  C. 


Mem.  Inst.  Civil  Engrs. 


Mem.  Am.  Soc.  C.E. 


RUDOLPH  HERING,  D.Sc. 

Consulting  Engineer 
Water  Supply,  Sewage  and  Refuse  Disposal 

170  Broadway,  New  York,  N.Y. 


Dominion  Copper  Products 
Company,  Limited 

MANUFACTURERS   OF 

COPPER    AND    BRASS 

SEAMLESS  TUBES,   SHEETS   AND   STRIPS  IN   ALL   COMMERCIAL   SIZES 


Office  and  Works:  LACHINE,  P.Q.,  Canada. 
u  P.O.  Address:  MONTREAL,  P.Q.  Cable  Address:  "DOMINION" 


33 -,  .       , . II 

Thia  Journal  is  printed  by  ig*G 

.^MODERN 
PRINTING 

Company 

MONTREAL'S       HlGH       GRADE       PRINTERS 

QUALITY      -       SERVICE       -      SATISFACTION 

ASK  FOR  OUR  PRICES  BEFORE  PLACING  YOUR  ORDERS  FOR  PRINTING 
39  DOWD  STREET  MONTREAL  TEL.  MAIN  112 


DOMINION  IRON  &  STEEL  CO.  Limited 


Head  Offices  and  Works:    SYDNEY,  N.S 


"e50™500"""""^^ 


^MANUFACTURERS     OF 

PIG  IRON,  Basic  and  Foundry  Grades. 

BASIC  OPEN  HEARTH  STEEL, 
BLOOMS, 

BILLETS  and  SLABS. 


STEEL  RAILS — All  sections  up  to  and  including  100  lbs.  per 
Lineal  Yard. 


STEEL  BARS — Rounds,  Flats,  Squares,  Reinforcements  Bars, 
Plain  or  Twisted. 


WIRE  RODS— All  qualities,  in  Gauges  No.  5  to  £" 


WIRE — Plain,    Annealed,     Galvanized,     Coil     Spring,     and 
Barbed  Fence. 


WIRE  NAILS— All  Standard  and  Special  Patterns 


AMMONIUM  SULPHATE 


SULPHURIC      ACID 


BENZOL, 


TOLUOL, 


SOLVENT  NAPHTHA 


yytoocaooac^vaoaQoaaoooanooaacaa^ 


SYDNEY,  N.S. 


SALES    OFFICES 

1 12  St.  James  St.  MONTREAL,  P.Q. 


iooooooooaapoooooooooaaBooonac 


THE  JOURNAL  OF 
THE  ENGINEERING  INSTITUTE 

OFCANADA 


TO  FACILITATE  THE  ACQUIREMENT  AND  INTERCHANGE 
OF  PROFESSIONAL  KNOWLEDGE  AMONG  ITS  MEMBERS. 
TO  PROMOTE  THEIR  PROFESSIONAL  INTERESTS.  TO 
ENCOURAGE  ORIGINAL  RESEARCH.  TO  DEVELOP  AND 
MAINTAIN  HIGH  STANDARDS  IN  THE  ENGINEERING 
PROFESSION  AND  TO  ENHANCE  THE  USEFULNESS 
OF  THE  PROFESSION  TO   THE  PUBLIC." 


ANNUAL  GENERAL  MEETING  AND  PROFESSIONAL  MEETING 

OTTAWA,  FEBRUARY  11th,  12th,  13th. 


FEBRUARY  1919 


PUBLISHED  MONTHLY  BY  THE  ENGINEERING  INSTITUTE  OF  CANADA, 

AT  176  MANSFIELD  STREET.  MONTREAL 

foL  II  No.  2 


SMALL  TOOLS 


P.  &  W.  Adjustable 
BLADE   REAMERS 


r*&r 


1 


J 


These  reamers  have  eccentric  relief 
and  can  be  set  to  size  without  regrinding. 
They  are  unexcelled  for  design  and 
simplicity  and  ease  of  adjustment. 
The  eccentrically  relieved  blades  are 
stronger  than  others,  do  not  chatter, 
and  produce  a  smoother  hole.  The 
hand,  shell  and  fluted  chucking  reamers 
have  interchangeable  nuts,  screws  and 
wrenches.  The  bottom  of  a  hole  can 
readily  be  faced.  By  a  simple  adjust- 
ment of  the  blades  the  reamers  can 
easily  be  set  to  size  without  regrinding. 


PROMPT  SERVICE 


is  assured  at  our  nearest  store,  where 
P.  &  W.  Small  Tools  are  carried  in  stock. 
Always  order  P.  &  W.  Small  Tools. 


Precision  Machine  Tools  Standard  and  Gauges 


PRATT  &  WHITNEY  CO. 


OF  CANADA,  LIMITED 


Works  :    DUNDAS,     ONTARIO 


MONTREAL 

721  Drummond  Bldg. 


TORONTO 
1002  C.P.R.  BIdg. 


WINNIPEG 
1205  McArthv  BIdg. 


VANCOUVER 
B.C.  Equipment  C* 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA      3 


Be^t^am 

Machine  Tools 

EQUIPMENT  FOR 

Locomotive  and  Car  Shops 
Structural  Steel  Shops 


General  Machine  Shops 


WE   MANUFACTURE    A    COMPLETE   LINE   OF    TOOLS    FOR 

FABRICATING  STEEL  PLATE  AND  SHAPES 

FOR    SHIPBUILDING 

LET    US    SEND    YOU    PHOTOS    AND    ESTIMATES 


The  John  Bertram  &  Sons  Co.,  Limited 

Dundas,  Ontario,  Canada 

MONTREAL                       TORONTO                          VANCOUVER  WINNIPEG 

723  Drummond  Bldg.             1002  C.P.R.  Bldg.             609  Bank  of  Ottawa  Bldg.  1205  McArthur  Bldg. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


BOILERS 


FOR  ALL  PURPOSES 


BOILERS  IN  STOCK 

LOCOMOTIVE 
1-30  HP.     3-40  H.P.     3-6  H.P. 

HORIZONTAL 
2-48"  x  14'       3-54"  x  14' 
4-60"  x  14'       3-72"  x  18' 

VERTICAL 
2  -  15  H.P.       2  - 18  H.P. 


ous 


BRANTFORD,  ONTARIO,  CANADA 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


Picking  the  right  kind  of 
tool  steel  by  the  aid  of  the 
new  LUDLUM  text-book 


Costly  tools  must  be  made  of  the  right  steel  or 
they  are  useless.  We  have  compiled  and  pub- 
lished at  great  expense  a  complete  book  on  this 
subject — 160  pages. 

Do  you  wish  to  know  the  effect  of  alloys  in  steel 
— the  correct  method  of  forging,  hardening,  temper- 
ing, annealing? 

Have  you  use  for  accurate  calculation  tables  and 
much  valuable  information? 

We  will  send  you  a  copy  gratis  on  request,  to  a 
buyer  or  user  of  tool  steel. 


LUDLUM  STEEL 


£il«H,iht<J 


18J+ 


CONSISTENTLY   UNIFORM 


MOHAWK  EXTRA 

HIGH  SPEED  STEEL 

POMPTON 

CARBON  TOOL  STEEL 

ALBANY 

ALLOY  TOOL  STEEL 

ONEIDA 

OIL  HARDENING  TOOL  STEEL 

HURON 

ALLOY  DIE  STEEL 

TETON 

BALL  BEARING  STEEL 

YUMA 

CHROME  MAGNET  STEEL 


LUDLUM  STEEL  COMPANY 


General  Offices  and  Works 

WATERVLIET,  N.  Y. 


JOURNAL      OF      THE]    ENGINEERING      INSTITUTE      OF      CANADA 


LET  US  IMPROVE 
OUR  COUNTRY  ROADS  TOO 


"Our  recent  talks  have  been  mostly  regarding 
permanent  pavements,  but  present  country 
and  suburban  highway  maintenance  must  not 
be  overlooked." 

"Every  man  who  rides,  drives  or  hauls  over  our 
country  roads  with  any  frequency,  knows 
the  importance  of  giving  their  upkeep  more 
attention." 

"Poorly  maintained  roads  are  not  satisfactory, 
nor  are  they  cheapest.  Good  roads  are  abso- 
lutely necessary  to  the  prosperity  of  every 
community.  All  recognize  this,  so  let  us  all 
use  our  influence  to  secure  better  maintained 
roads." 

"A  well-graded  dirt  road  properly  maintained 
will  answer  very  well  the  requirements  of  light 
and  moderate  traffic  in  rural  communities, 
but  it  must  be  properly  maintained.  Gravel 
and  macadam  roads  are  too  expensive  to 
permit  of  neglect.  There  is  nothing  of  greater 
importance  in  the  maintenance  of  the  above 
three  types  of  roads  than  Imperial  Liquid 
Asphalts." 


"If  used  only  as  a  substitute  for  water  to  keep  down  the 
dust,  Imperial  Liquid  Asphalt  are  well  worth  while.     One 
application  and   the  work  is  done  and   the  road  dust- 
less  for  the  season.     Imperial  Liquid  Asphalts 
save  the  daily   trips   of   the  sprinkling  cart.        IMPFfQI  F\\  { 

CANADIAN      MADE 

ASPHAliT 


big  points 
"Imperial 


They  are  easy  and  not  expensive  to  apply  and 
once  down,  they  are  there  to  stay." 


"But  Imperial  Liquid  Asphalts  help  in  other 
ways  as  well  as  by  keeping  down  the  dust. 
They  protect  road  surfaces  from  the  wear  of 
steel  tires  and  horse  shoes  ;  from  the  erosion 
of  rains  and,  to  a  great  extent,  from  frost 
damage  by  sealing  surfaces  against  penetration 
by  water.  Properly  applied  Imperial  Liquid 
Asphalts  increase  the  traffic- carrying  capacity 
of  dirt,  gravel  or  macadam  roads,  many, 
many  times." 

"Imperial  LiquidJAsphalts  are  not  like  some 
other  road  oils,  for  Imperial  Liquid  Asphalts 
contain  from  20%  to  60%  of  pure  Asphalt 
(depending  upon  the  specifications)  so  20%  to 
60%  stays  and  adds  to  the  utility  of  the  road, 
permanently. " 

"Repeated  applications  will  form  a  road  sur- 
face which,  while  not  approaching  the  per- 
manent Asphalt  pavement,  is  one  that  does 
very  well  for  light  and  moderate  traffic  in 
rural  communities.  Imperial  Liquid  Asphalt 
do  not  remain  sticky  and  do  not  continue  to 
give  off  objectionable  odors.  Imperial  Liquid 
Asphalts  contain  no  elements  or  compounds 
that  will  injure  rubber  tires.  All  of  these  are 
worth  keeping  in  mind." 

Liquid  Asphalts  are  refined  in  Canada  from 
the  best  Mexican  Asphaltic  crudes.  They  are 
available  in  any  quantities  desired,  in  all 
parts  of  the  Dominion." 


"if  you  are  interested  in  construction  of  roads  or  streets,  or  the  better  maintenance 
of  those  in  your  community*,  we  would  like  to  co-operate  with  you.  Out  Road 
Engineers  -will  gladly  assist  or  advise  without  charge,  in  all  matters  relating 
to  road  construction,  improvement  or  maintenance. 


WRITE  ROAD    ENGINEERING    DEPARTMENT 


IMPERIAL   OIL   LIMITED,     Imperial  Oil  Bidding,     Toronto 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


GUARANTEE 


EHIND  the  Cameron  pump  stands  the  Cameron  guarantee; 
behind  the  Cameron  guarantee  stands  the  thorough  test  of 
every  pump  sold. 

All  pumps  are  tested  under  full  working  conditions. 

Here  are  the  conditions  of  every  test  on  CAMERON  centrifugal  pumps  ;-- 
Power  input  is  measured  by  torsion  dynamometer. 

Discharge  pressure  is  measured  with  accurate  gauges,  frequently  calibrated. 
Quantity  is  measured  by  weir,  and  suction  lift  by  mercury  column. 

No  pump  is  too  small  to  be 
thoroughly  tested. 


Electrically  Driven  Cameron  Centrifugal  Pump  Serving  Beyer  Barometric  Condenser. 


CANADIAN  INGERSOLL  -  RAND  CO.,  Limited 


SYDNEY  SHERBROOKE 

WINNIPEG 


MONTREAL 
NELSON 


TORONTO  COBALT 

VANCOUVER 


8 


JOURNAL     O  FiftT  HE    ENGINEERING!  INS  TtITU  TLE     OF     CANADA 


in  Pounds 


TRACTION  tests  made  in  1917  by 
the  Good  Roads  Bureau  of  the 
California  State  Automobile 
Association  have  done  much  to  show  the 
public  what  power  and  fuel  waste  there 
is  on  some  types  of  roads  and  what  a 
saving  comes  from  driving  on  Concrete. 
These  tests,  which  were  under  the  per- 
sonal direction  of  Prof.  J.  B.  Davidson, 
Divisionj  of  Agricultural  Engineering, 
University  of  California,  are  summarized 
as  follows  : 


wm- 


PULL  IN  POUNDS  PER  TON 

Over  a  level,  unsurfaced  Concrete  road 

Gravel  road,  good  condition,  level 

Earth  road,  fine  dust,   level 

Earth  road,  stiff  mud  on  top,  firm  underneath  level 
Loose  gravel,  not  packed  down,  new  road,  level    .     . 


Concrete  roads  are  well  adapted  both  to  motor  and  horse- 
drawn  traffic.  There  are  no  holes  nor  loose  stones  on  the 
surface.  The  even,  yet  gritty,  surface  always  provides  a 
good  footing,  which  prevents  horses  from  wrenching  their 
knees  and  shoulders.  Only  a  slight  crown  is  needed  on  the 
Concrete  road  to  drain  surface  water  off  quickly.  Motor 
trucks  and  automobiles  find  Concrete  the  ideal  pavement. 
It  is  skidproof  even  in 
wet  weather.  There 
is  no  tire  \  slipping 
forward  oriLsidewise, 
no  waste  fpower  \  in 
traction. 

CANADA  CEMENT 

LIMITED        jflJHttH 

509  Herald  Building         JE?  1(9'!*^%   SMBISE  I 

MONTREAL  •5*fc\  :*T*W    ~*^ 

m  srass  mm  * 


MONTREAL 


Sales  Offices  at 
TORONTO  WINNIPEG  CALGARY 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  Journal  of 
The  Engineering  Institute 

of  Canada 


February,   1919 


CONTENTS 


Volume  II,  No.  2 


REPORT  OF  COUNCIL  FOR  1918 59 

PROGRAMME 81 

MEAN  SEA  LEVEL  AS  GENERAL  DATUM  FOR  CANADA 82 

MINING  AND  METALLURGY  OF  COBALT  SILVER-ORES 86 

NATIONAL  HIGHWAYS  AND  GOOD  ROADS 91 

DESIGN  AND  CONSTRUCTION  OF  REINFORCED  CONCRETE  VIADUCTS  AT  TORONTO.  93 

CAN  EARTH  ROADS  BE  MADE  SATISFACTORY 102 

ECONOMY  IN  OCEAN  TRANSPORTATION 104 

MODERN  BOILER  PRACTICE 109 

EDITORIAL 120 

Summary  of  Legislation  Situation 

Government  Considering  Salaries 

No  Railway  Rebates 

Ontario  Provincial  Division. 

Water  Resources  Conference 

CORRESPONDENCE 123 

REPORT  OF  COUNCIL  MEETING 127 

BRANCH  NEWS 129 

Saskatchewan  Branch  Vancouver  Branch 

Manitoba  Branch  Montrael  Branch 

St.  John  Branch  Calgary  Branch 

Sault  Ste.  Marie  Branch 

PERSONALS 134 

OBITUARIES 135 

EMPLOYMENT  BUREAU 135 

PRELIMINARY  NOTICE  OF  APPLICATIONS 136 

ENGINEERING  INDEX 138 

The  Institute  does  not  hold  itself  responsible  for  the  opinions  expressed  by  the  authors 

of  the  papers  published  in  its  records,  or  for  discussions  at    any  of  its   meetings   or  for 
individual  views  transmitted  through  the  medium  of  the  Journal. 


Published  by 

THE    ENGINEERING    INSTITUTE    OF    CANADA 

176  Mansfield  St.,  Montreal 

BRANCHES: 

Halifax.  N.S.;  St.  John,  N.B.;  Quebec,  P.Q.;  Montreal,  P.Q. ;  Ottawa,  Ont;  Toronto,  Ont. ;  Winnipeg,  Man.; 
Hamilton,  Ont.;  Regina,  Sask.;  Calgary,  Alta.;  Edmonton,  Alia.;  Vancouver,  B.C. ;  Victoria,  B.C. 


10 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Fairbanks-Morse 
Road  Machinery 


ROAD  ROLLERS 

TRACTORS 

SCARIFIERS 

ROCK  CRUSHERS 

CRUSHING  OUTFITS 

STONE  SCREENS 

WHEEL  BARROWS 

PLOWS 

SCRAPERS 

WHEELED  SCRAPERS 

MARTIN  DITCHERS 

ROAD  MACHINES 

GRADERS 

ROAD  DRAYS 

DUMP  WAGONS 

STREET  SWEEPERS 

SPRINKLERS 

HEATING    DISTRIBUTORS 

CLIMAX  DISTRIBUTORS 

KETTLES 

CONCRETE  MIXERS 

TOOLS 

1 


Yes,  Fairbanks-Morse  lines  are  very  extensive  and  cover 
twelve  different  departments  including  practically  "Everything 
Mechanical." 

Fairbanks-Morse  Road  Machinery  Department  is  in  charge 
of  a  man  who  is  familiar  with  this  equipment.  The  list  in  the 
margin  gives  an  indication  of  the  very  complete  line  of  Fairbanks - 
Morse  Road  Machinery. 

The  various  machines  listed  were  selected  for  their  mecha- 
nical excellence  of  construction  —  ease  and  economy  of  operation. 


Put  your  Road  Machinery  Problem  up  to- 


The  Canadian  Fairbanks -Morse  Co.,  Limited 

"  CANADA'S   DEPARTMENTAL   HOUSE   FOR   MECHANICAL   GOODS " 

DISTRIBUTORS  FOR  LACO  LAMPS 

HALIFAX,        ST.  JOHN,         QUEBEC,         MONTREAL,         OTTAWA,         TORONTO,         HAMILTON,         WINDSOR, 
WINNIPEG,  SASKATOON,  CALGARY,  VANCOUVER,  VICTORIA. 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


A     MONTHLY     JOURNAL 

Published  By 

THE     ENGINEERING     INSTITUTE     OF     CANADA 

INCORPORATED    IN    1887    AS 
THE    CANADIAN    SOCIETY    OF    CIVIL    ENGINEERS 


Volume  II 


FEBRUARY  1919 


Number  2 


REPORT  OF  COUNCIL  FOR  THE  YEAR  1918 


In  presenting  its  report  for  the  year  Nineteen  Hundred 
and  Eighteen,  the  Council  of  The  Engineering  Institute 
of  Canada  does  so  with  a  sense  of  satisfaction  in  the 
progress  that  has  taken  place  in  Institute  affairs  during 
the  year  just  past,  which,  as  in  the  history  of  the  world, 
also  marks  an  epoch  in  the  affairs  of  the  engineers  of 
Canada. 

It  is  with  a  spirit  of  thankfulness  that  Council  is 
able  to  record  the  termination  of  the  devastating  world 
struggle  and  with  a  conscious  but  permissible  pride  to 
pay  a  tribute  to  the  gallant  men  of  the  engineering  pro- 
fession of  Canada  who  have  taken  such  a  notable  part  in 
the  war  and  who  have  been  a  factor  in  contributing  to 
its  success.  A  large  number  of  our  overseas  members, 
unfortunately,  will  not  return  but  their  memories  will 
always  be  cherished  A  few  are  with  us  again  and  it  is 
hoped  that  all  shall  have  arrived  in  Canada  before  many 
months  have  passed. 

During  the  year  the  new  By-Laws,  proposed  by  the 
Committee  on  Society  Affairs,  were  finally  adopted  and 
have  become  the  official  By-Laws  of  The  Institute. 

The  former  name,  The  Canadian  Society  of  Civil 
Engineers,  has  been  changed  by  Act  of  Parliament  to 
The  Engineering  Institute  of  Canada,  and  with  the  change 
has  come  a  broader  outlook  and  wider  possibilities  for  the 
organization. 

The  inauguration  of  professional  meetings  and  the 
successful  convening  of  three  during  the  year,  one  in 
Toronto,  one  in  Saskatoon  and  one  in  Halifax,  has  given 
rise  to  a  stronger  bond  of  fellowship  and  has  afforded  an 
additional  opportunity  of  enabling  the  members  to 
become  acquainted,  so  that  these  meetings,  judging 
from  the  results  of  those  held  during  the  year,  are  bound  to 
knit  more  closely  together  the  fabric  of  The  Institute. 


The  President  has  been  in  attendance  and  has  presided  at 
all  the  professional  meetings,  which  precedent  it  is  hoped 
will  be  continued  by  succeeding  Presidents. 

Four  new  Branches  have  been  established,  all  of  them 
in  a  nourishing  condition,  at  Montreal,  Hamilton,  Halifax 
and  St.  John.  Shortly  after  their  formation,  the  Halifax 
and  St.  John  Branches  co-operated  in  arranging  for  a 
professional  meeting,  which  has  greatly  stimulated 
engineering  activities  in  the  Maritime  Provinces.  In  the 
Montreal  Branch,  mechanical,  electrical,  civil  and  indus- 
trial sections  have  been  created,  thus  increasing  the 
interest  of  the  members  in  every  branch  of  the  profession 
and  enabling  all  to  take  an  active  part  in  the  meetings. 

As  the  result  of  an  earnest  desire  to  place  the 
engineering  profession  on  a  higher  plane  and  to  give  its 
members  the  recognition  to  which  they  are  entitled,  the 
question  of  legislation  has  become  an  active  issue  in  the 
various  Branches  in  the  Dominion.  A  definite  proposal 
to  secure  provincial  legislation,  originated  with  the  western 
provinces  and  is  being  discussed  by  every  Branch. 
Council  has  approved  of  the  principle  of  securing  legis- 
lation for  raising  the  status  of  the  profession  and  has 
encouraged  discussion  of  the  subject  in  order  that  the 
various  Branches  may  come  to  an  agreement  whereby 
similar  legislation  would  be  sought  in  every  province. 
While  giving  every  encouragement,  Council  has  felt  that 
its  great  importance  demands  that  no  precipitate  action 
be  taken. 

With  the  inauguration  of  The  Journal  of  The  En- 
gineering Institute  there  has  been  established  a  medium 
of  intercommunication  which,  from  its  first  issue  has 
received  the  hearty  approval  and  commendation  of  the 
membership.  It  has  been  designed  to  include  the  en- 
gineering literature  of  Canada,  which,  naturally,  largely 


60 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


originates  from  the  membership  of  this  Institute;  the 
papers  read  at  professional  meetings  or  at  Branches  and 
any  discussion  thereon;  all  news  of  Branch  activity; 
correspondence;  monthly  Report  of  Council;  items  of 
personal  interest;  an  employment  bureau  to  bring  to  the 
attention  of  the  members  positions  available  and  an 
engineering  index.  This  latter  feature  comprises  a  review 
of  eleven  hundred  engineering  and  technical  magazines 
every  month  by  a  group  of  experts  on  the  staff  of  the 
American  Society  of  Mechanical  Engineers,  through  whose 
courtesy  the  index  has  been  made  available  to  our  members 
for  a  nominal  sum.  This  service  also  includes  the  availa- 
bility of  photostat  copies  of  any  of  these  articles  through 
the  Engineering  Societies  Library,  whose  director, 
Dr.  Harrison  W.  Craver,  has  accorded  our  members  the 
privileges  of  their  magnificent  library. 

As  in  1917  a  Tobacco  Fund  was  created  and  over 
five  hundred  members  overseas,  whose  addresses  were 
available,  have  received  Christmas  greetings  and 
cigarettes. 

Of  no  small  importance  to  the  members  is  the  interest 
which  the  Council  has  taken  in  advancing  the  status  of 
the  individual.  A  committee  of  the  Council  interviewed 
the  Civil  Service  Commission  and  was  asked  to  make 
recommendations  regarding  salaries.  This  has  been 
done,  and  if  accepted,  as  has  been  promised,  will  be  a 
powerful  factor  in  raising  the  standard  of  engineers' 
salaries  throughout  the  Dominion. 

A  review  of  the  past  year  would  not  be  complete 
without  recording  the  marked  spirit  of  loyalty  to  The 
Institute,  which  is  in  evidence  in  every  part  of  the 
Dominion,  by  the  individual  members  and  by  our  splendid 
Branch  organizations  and  noting  the  general  willingness 
of  the  members  of  every  grade  to  closely  co-operate  in  all 
matters  relating  to  the  affairs  of  the  Institute  or  designed 
to  promote  the  welfare  of  the  profession. 


December  31st,  1918. 


H.  H.  Vaughan,  President. 
Fraser  S.  Keith,  Secretary. 


Roll  of  the  Institute. 

Elections  during  the  year  resulted  in  the  following 
additions  to  the  Roll:  thirty-eight  Members;  one  hundred 
and  two  Associate  Members;  twenty-five  Juniors;  seven 
Students  and  three  Associates. 

The  following  transfers  were  made:  twenty-four 
Associate  Members  and  one  Associate  to  the  class  of 
Member;  twenty-three  Juniors  and  four  Students  to  the 
class  of  Associate  Member  and  eighteen  Students  to  the 
class  of  Junior. 

There  have  been  removed  from  the  rolls  by  resignation 
or  on  account  of  non-payment  of  dues:  eight  Members; 
ten  Associate  Members;  one  Associate  and  two  Students. 
A  detailed  list  of  resignations  accepted  is  as  follows  :— 

Members: 

Burpee,  Tyler  Coburn.  Maunsell,  George  S. 

Crockard,  F.  H.  Mayer,  Joseph. 

Dupont,  Victor  H.  Parent,  Paul  Etienne. 

Harris,  William  Dale. 
Kimball,  H.  S. 


Associate  Member*: 
Baker,  Mason  H. 
Bankson,  E.E. 
Buell,  W.  E. 
Corman,  W.  E. 
Glassco,  A.  P.  S. 

Associate: 

Grant,  William  H. 

Students: 

Hooper,  Ronald  H. 


Grant,  William  F. 
Jacques,  H.  S. 
Mendelssohn,  Joseph. 
Mulville,  John  C. 
Walker,  N.  de  C. 


Mathews,  J.  E. 


The  following  deaths,  fifty-three  in  number  have  been 
reported,  of  which  number  seventeen  were  killed  in  action. 


Members 


Beullac,  Marcel  C.  J. 
Breen,  Thomas. 
Brophy,  John  Byrne. 
Bruce,  A.  H.  N. 
Carre,  Henry. 
Darey,  Laurence  A. 
Davis,  William  Mahlon. 
Donaldson,  Morley. 
Earle,  William  Zobeski. 
Edwards,  Prof.  William  Muir. 
Hill,  Albert  James. 
MacLeod,  Henry  A.  F. 
Millidge,  Edwin  Gilpin. 
Murray,  T.  Aird. 
Schreiber,  Sir  Collingwood. 
Sidenius,  Harry. 
Smith,  Henry  Badeley. 
Thibaudeau,  W. 


Associate  Members 

Bayfield,  Henry  Arthur. 

Bodwell,  Howard  L. 

Bromley-Smith,  A. 

Clarke,  Leonard  Oswald. 

Cowan,  William  A. 

Cronk,  Francis  Joseph. 

Galbraith,  William  John. 

Greenwood,  Walter  Kendall 

Hyde,  Wm.  Herbert. 

Kemp,  Melville  A. 

O'Donnell,  Hugh. 

Rainboth,  John. 

Wood,  J.  Russell. 

Juniors 

Grenier,  Hector. 

Randall,  Henry  Edward. 

Students 

Boright,  George  K. 

Wilson,  Calvin  P. 

Killed  in  action,  or  died  while  on  Active  Service: 
Members Winslow,  Rainsford-Hannay. 

Associate  Members Booth,  Patrick  D. 

Henderson,  Thomas  D. 
Kent,  Victor  J. 
McQueen,  Howard  R. 
Meade,  Alfred  de  Courcy. 
Richardson,  Francis  A. 
Sailman,  Robert  T.  H.  (L.) 
(1917). 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


61 


Juniors Ferguson,  L.  L. 

Middleton,  James  R.  (1917). 

Milot,  J.  Adelard  (1917). 

Willson,  F.  J.  (1917). 
Students MacLean,  Donald  Gordon. 

O'Riellv,  Richard  H. 

Peck,  H.  M. 

Scott,  George  M. 

Wilson,  William  James  (1917). 

At  present  the  membership  stands  as  follows: 

Honorary  Members 9 

Members 752 

Associate  Members 1,548 

Juniors 373 

Students 488 

Associates 33 


Total 3,203 

The  membership  of  the  Branches  as  at  December 
31st,  1918,  is  as  follows: — 

Mem-    Assoc.  Asso-      Am- 

bers   Members  Juniors  Students  ciates      liates 

Quebec 18        55  17  14  1 

Ottawa 65      124  35  29  2 

Toronto 66      144  34  69  5 

Manitoba 40        93  26  20  1 

Vancouver 47        72  7  4 

Kingston Activities  discontinued  until  the  close  of 

the  war. 


Victoria 

Calgary 

Edmonton .... 
Saskatchewan. 


22 

21 

11 

9 


Montreal,  H.M.  3   136 


Halifax. . . 
St.  John.. 
Hamilton 


25 
13 

4 


30 
37 
31 
67 
250 
30 
21 
18 


3 
5 

7 
3 
71 
5 
8 
7 


8 

5 

168 

3 

8 


2 
1 

1  6 

11 

1 


Meetings. 

(The  Montreal  Branch  took  over  the  meeting*  at  Headquarters 
in  February.) 
There  have  been  nine  meetings  at  which  the  following 
papers  were  read:  — 

"  Quebec  Bridge,"  by  G.  H.  Duggan,  M.  E.  I.  C. 

"  Recent   Advances   in   Canadian   Metallurgy,"    by 
Dr.  A.  Stansfield. 

'  Tests  of  the  Chain  Fenders  in  the  Locks  of  the 
Panama  Canal,"  by  Henry  Goldmark,  M.  E.  I.  C. 

"  Datum  Planes  Related  to  the  Tide,"  by  Dr.  W. 
Bell  Dawson,  M.  E.  I.  C. 

"  Engineering    Activities    in    Connection    with    the 
Navy,"  by  Commander  Skentelbery. 

"  Nicu  Steel,"  by  Col.  R.  W.  Leonard,  M.  E.  I.  C. 

"  Kettle  Rapids  Bridge,"  by  W.  Chase  Thomson, 
M.  E.  I.C. 

"  Varnish  Manufacture,"  by  Norman  Holland. 

"  Champlain  Dry  Dock  for  Quebec  Harbour,"   bv 
U.  Valiquet,  M.  E.  I.  C. 

■   Address  on  Military  matters  by  Lieut.  Ashworth. 


Institute  Committees  for  1918. 

Executive  Committee  of  Council  : 

Vaughan,  H.  H.,  Chairman. 
Fairbairn,  J.  M.  R.  Francis,  Walter  J. 

Safford,  H.  R.  Surveyer,  Arthur. 

Ross,  R.  A.  Brown,  Ernest. 

Finance  : 

Ross,  R.  A.,  Chairman. 
Duggan,  G.  H.  Monsarrat,  C.  N. 

Marceau,  Ernest.  Robertson,  J.  M. 

Library  and  House  : 

Safford,  H.  R.,  Chairman. 
Surveyer,  Arthur.  Shearwood,  F.  P. 

Frigon.A.  McGuigan,  F.  H.,  Jr. 

By-Laws  : 

Safford,  H.  R.,  Chairman. 
Francis,  Walter  J.  Brown,  Ernest. 

Papers  (June  1918-19)  : 

Francis,  Walter  J.,  Chairman. 
Matheson,  E.  G.  Doucet,  A.  E. 

Duff,  W.  Arch'd.  Macintyre,  R.  W. 

Gillespie,  Peter.  Elliot,  L.  B. 

Gale,  G.  Gordon.  Mackie,  G.  D. 

Publications  : 

Brown,  Ernest,  Chairman. 
Robertson,  J.  M.  French,  R.  deL. 

Thomson,  W.  Chase.  DeCew,  J.  A. 


E  n  g  i  n  eer  i  n  g  Sla  n  da  rds 
Duggan,  G.  H. 


Herdt,  L.  A. 


Electro-Technical  : 

Herdt,  L.  A.,  Chairman. 
Gill,  L.  W.  Lambe,  A.  B. 

Barnes,  H.  T.  Rosebrugh,  T.  R. 

Higman,  O.  Murphy,  J. 

Kynoch,  J. 

Board  of  Examiners  and  Education  : 

MacKay,  H.  M.,  Chairman. 
Surveyer,  A.,  Secretary.        French,  R.  deL. 
Brown,  Ernest.  Lea,  R.  S. 

Robertson,  J.  M.  Roberts,  A.  R. 

Board  of  Examiners — Quebec  Act  : 

Surveyer,  Arthur,  Chairman. 
Fairbairn,  J.  M.  R.  Brown,  Frederick.  B. 

MacKay,  H.  M.,  McGill  University  representative. 
Surveyer,  Arthur,  Laval  University  representative. 

Committee  on  Gzowski  Medal  and  Students'  Prizes  : 

Duggan,  G.  H.,  Chairman. 
Ambrose,  J.  R.  W.  St.  Laurent,  A. 

Lewis,  D.  O.  Wilson,  R.  M. 


Honor  Roll  : 

Monsarrat,  C.  N. 


Keith,  Fraser  S. 


62 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Nominating  : 

Saskatchewan MacKenzie,  H.  R. 

Victoria Marriott,  E.  G. 

Manitoba Chace,  W.  G. 

Toronto Harkness,  A.  H. 

Quebec Oliver,  S.  S. 

Ottawa Dion,  A.  A. 

Montreal Tye,  W.  F. 

Lefebvre,  O. 

Vancouver Ker,  Newton  J. 

Calgary Porter,.Sam.  G. 

Edmonton Gibb,  R.  J. 

Fuel  Power: 

Murphy,  John,  Chairman. 
Ross,  R.  A.  Dick,  W.  J. 

Francis,  Walter  J.  Surveyer,  Arthur. 

Challies,  J.  B. 

Steel  Bridge  Specifications  : 

Motley,  P.  B.,  Chairman. 

Monsarrat,  C.  N.  Thomson,  W.  Chase. 

Stuart,  H.  B.  Bowden,  W.  A. 

Boden,  H.  P.  LeGrand,  J.  G. 

Shearwood,  F.  P.  Craig,  George  W. 

Duggan,  G.  H.  Cole,  F.  T. 

Johnson,  Allan  E.  Lyons,  M.  A. 

Montgomery,  E.  G.  W.  Harkness,  A.  H. 
Icke,  H.  A. 

Steam  Boiler  Specifications  : 

Arkley,  L.  M.,  Chairman. 
Chace,  W.  G.  Robb,  D.  W. 

Clark,  F.  G.  Vaughan,  H.  H. 

Durley,  R.  J.  Waterous,  Logan  M. 

Roads  and  Pavements:  : 

McLean,  W.  A.,  Chairman. 

Brereton,  W.  P.  MacPherson,  A.  J. 

Duchastel,  J.  Mercier,  P.  E. 

Griffith,  J.  E.  Near,  W.  P. 

Henry,  G.  Powell,  G.  G. 

James,  E.  A.  Rust,  C.  H. 

MaCallum,  A.  F.  ■    Doane,  F.  W.  W. 

Legislation  Committee 

Representing  Council  : 

Surveyer,  Arthur,  Chairman. 
Robertson,  J.  M.  Francis,  Walter  J. 

Representing  Branches : 

Toronto Haultain,  H.  E.  T. 

Kerry,  J.  G.  G. 

Oliver,  E.  W. 
Calgary Dawson,  A.  S. 

Peters,  F.  H. 

Porter,  S.  G. 
Victoria Maclntyre,  R.  W. 

Lewis,  D.  O. 

Davis,  E. 
Ottawa Dion,  A.  A. 

MaCallum,  A.  B. 

McRae,  J.  B. 


Manitoba Duff,  W.  Arch'd. 

Henry,  M.  G. 

Sauer,  M.  V. 
Saskatchewan Thornton,  L.  A. 

Makie,  G.  D. 

Stein,  J.  N.  de. 
Quebec Decary,  A.  R. 

Doucet,  A.  E. 

Gibault,  J.  E. 
Edmonton Cote,  J.  L. 

Fraser,  A.  T. 

Thornton,  N.  M. 
Vancouver Kennedy,  J.  H. 

Ker.  Newton,  J. 

White,  T.  H. 

The  following  is  a  detailed  statement  of  elections 
and  tranfers  which  have  taken  place  during  the  year. 
These  are  not  included  in  the  official  membership  roll 
until  acceptances  have  been  received. 

January  29th,  1918 
Members: 

Gore,  Wm. 

Associate  Members: 

Cooke,  E.  F.  Murphy,  T.  R.  H. 

Hamilton,  G.  M.  Newhall,  V.  A. 

Meindl,  J.  A.  Todd,  E.  D. 

Morris,  D.  Wilkinson,  J.  B. 

Transferred  from  the  Class  of  Associate  Member  to  that  of 
Member: 
Goodspeed,  F.  G.  Winslow,  R.  H. 

Powell,  W.  H. 

Transferred  from  the  Class  of  Student  to  that  of  Junior: 
Flett,  F.  P. 

March  19th,  1918 

Associate  Members: 

Gray,  A.  W.  Lowden,  N. 

Greene,  J.  F.  Swain,  R.  J. 

Transferred  from  the  Class  of  Associate  Member  to  that  of 
Member: 
Atkinson,  M.  B.  Jones,  L.  M. 

Brereton,  W.  P.  Meyers,  A.  J. 

Foreman,  A.  E. 

Transferred  from  the  Class  of  Junior  to  that  of  Associate 
Member: 
Cowley,  F.  P.  V. 

Transferred  from  the  Class  of  Student  to  that  of  Junior: 
Easton,  L.  I.  Ross-Ross,  D.  deC. 

April  23rd,  1918 
Members: 

Bell,  F.  J.  Johnson,  C. 

Guy,  G.  L.  Rindal,  H. 

Haanel,  B.  F.  C. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


63 


Associate  Members: 
Campbell,  W.  G. 
Gillies,  W.  C. 
Meade,  J,  C. 
Prevost,  R.  deM. 


Smith,  F.  G. 
Townsend,  F.  W. 
Wotherspoon,  W. 


May  21st,  1918 


Jacobson,  E.  A. 
Smaill,  W. 
Stansfield,  E. 


Pratt,  G.  R. 
Puntin,  J.  H. 
Rannie,  J.  L. 
Reilly,  F.  B. 
Smith,  W.  R. 
Warren,  W.  R. 


Collins,  L.  E. 
Kendall,  R. 
Wright,  W.  G. 


Transferred  from  the  Class  of  Associate  Member  to  that  of 
Member: 
Dick,  W.  J.  Waddell,  N.  E. 

Miles,  E.  L. 

Transferred  from  the  Class  of  Sudent  to  that  of  Associate 
Member: 

Erskine,  J. 

Members: 

Collins,  C.  D. 
Crockard,  F.  H. 
Faibairn,  R.  P. 

Associate  Members: 
Adamson,  E.  K. 
Brown,  D.  M. 
Cummings,  A. 
Hanson,  E.  C.  A. 
King,  J.  A.  S. 
Marshall,  J. 

Juniors: 

Allen,  R.  W. 
Bothwell,  R.  S.  C. 
Bridges,  F.  J. 
Cassidy,  J.  F. 

Transferred  from  the  Class  of  Associate  Member  to  that  of 
Member: 
Hogarth,  Geo. 

Transferred  from  the  Class  of  Junior  to  that  of  Associate 
Member: 
Somers,  N.  L. 

Transferred  from  the  Class  of  Student  to  that  of  Associate 
Member: 
McKenzie,  J.  E. 

Transferred  from  the  class  of  Student  to  (hat  of  Junior: 
Bishop,  J.  M. 

June  25th,  1918 
Members: 

Alexander,  K.  Colvocoresses,  G.  M. 

Brown,  J.  E.  Hamilton,  C.  B. 

Associate  Members: 

Button,  S.  A.  Markham,  E.  A. 

Kester,  F.  H.  Walker,  C.  M. 

Longley,  E.  H. 

Junior: 

Mooney,  J.  P. 

Transferred  from  the  Class  of  Associate  Member  to  that  of 
Member: 
Corriveau,  R.  deB.  Stewart,  R.  B. 


Transferred  front   the  Class  of  Jim/or  lo  Uiat  of  Associate 
Member: 
Bonn,  W.  E.  Brickenden,  F.  M. 

Transferred  from  the  Class  of  Student  l<>  that  of  Junior: 
Neilson,  S.  A. 

July  23rd,  1918 
Members: 

Ayars,  W.  S.  Halford,  A. 

Charlesworth,  L.  C.  Wright,  C.  H. 


Associate  Members: 
Brunton,  R. 
Corbett,  A.  H. 
Davis,  W.  E. 
Dyer,  A.  F. 
Hackner,  J.  W. 
Horsfall,  H. 
Hay  ward,  C. 

Juniors: 

Dickinson,  J.  A. 
Gordon,  J.  M. 


MacKay,  R. 
Mackenzie,  C.  G. 
McHugh,  J. 
O'Kelly,  E.  G. 
Rogers,  G.  W. 
Wilshaw,  J.  H. 


Scott,  C.  R. 


Transferred  from  the  Class  of  Junior  to  that  of  Associate 
Member: 
Ross,  R.  W. 

Transferred  from  the  Class  of  Student  to  that  of  Junior: 
Bertrand,  H.  Greatrex,  W.  K. 

Browne,  E.  F.  McCully,  R.  C. 


August  28th,  1918 
Members: 

Chambers,  C. 
Faulkner,  F.  R. 
MacNab,  I.  P. 


McArthur,  J.  J. 
Stockton,  R.  S. 


Associate  Members: 
Ayer,  K.  R. 
Ireland,  W.  J. 

Juniors: 

Ells,  J.  C. 


McKean,  H.  S. 
Yarrow,  N.  A. 


Penrose,  J.  M. 


Transferred  from  the  Class  of  Associate  Manlier  In  that  of 
Member: 
Porter,  J.  W.  Wilson,  J.  M. 

Transferred  from  the  Class  of  Junior  to  that  of  Associate 
Member: 
Grove,  H.  S. 

Transferred  from  the  Class  of  Student  to  that  of  Junior: 
Slinn,  W.  H. 

October  22nd,  1918 
Members  : 

Hart,  P.  E.  Ross,  Sir  Charles,  Bart. 

Hays,  D.  W.  Waters,  W.  L. 

Kipp,  T.  Jr.  Winfield,  J.  H. 

Robb,  A.  G. 


64 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Macdonald,  G.  C. 
Mackenzie,  W.  D. 
McColough,  R.  W. 
Peden,  F. 
Rome,  R. 
Rowlands,  J.  F. 
Smith,  F.  R. 
Wakefield,  J.  A. 
Wvand,  D. 


Morrison,  J.  H.  T. 
Nehin,  F.  O'B. 
Smith,  W.  W. 


Associate  Members: 
Armstrong,  H.  W. 
Bateman,  E.  F. 
Belliveau,  J.  E. 
Chown,  R.  C.  F. 
Davies,  G.  V. 
DeWolf,  A.  H. 
Hein,  O.  J. 
Jack,  R.  T.  G. 
Joyce,  W.  E. 
Lamarque,  E.  C.  W. 

J  uniors: 

Calvert,  D.  G. 
Crossing,  W.  B. 
McKenzie,  R.  J. 
Mifflen,  S.  C. 

Transferred  f row  the  Class  of  Associate  Member  to  that  of 
Member: 
Burnett,  A.  Dalziel,  N.  P. 

Freeman,  J.  R.  French,  R.  deL. 

Transferred  from  the.  Class  of  Associate  to  that  of  Member: 
Stansfield,  A. 

Transferred  from  the  Class  of  Junior  to  that  of  AssociaU 
Member: 

Bernier,  J.  A.  Jette,  J.  C.  H. 

Cox,  O.  S.  Kendall,  L.  E. 

Dawson,  S.  G.  Lamont,  A.  W. 

Fredette,  J.  F.  Lavigne,  E.  J.  T. 

Goldman,  H.  A.  Wall,  A.  F. 

Jamieson,  W.  T.  Young,  R.  B. 

Transferred  from  the  Class  of  Student  to  that  of  Associate 
Member: 

Hemmerick,  G. 
Transferred  from  the  Class  of  Student  to  that  of  Junior: 

Cimon,  J.  M.  H.  Snider,  A.  M. 

Lake,  N.  J.  Weldon,  R.  L. 

Milne,  A.  H. 

November  26th,  1918 
Members: 

Barnes,  J.  W.  Roland,  J.  W. 

Misener,  J.  S. 

Associate  Members: 

Booker,  G.  E.  MacNab,  S.  D. 

Boyle,  A.  J.  McDougall,  J.  J. 

Chisholm,  K.  G.  Montague,  J.  R. 

Johnson,  K.  P.  Rochetti,  J. 

Kent,  E.  S.  Warren,  H.  de  laG. 
Leaver,  C.  B. 

Junior: 

Bowman,  C.  M. 
Student: 

Comeau,  J. 

Associate: 

Carmichael,  T. 
Transferred  from  the  Class  of  Associate  Member  to  that  of 
Member: 

Doncaster,  P.  E. 


Transferred  from  the  Class  of  Student  to  that  of  Associate 
Member : 
Massue,  Huet. 

Transferred  from  the  Class  of  Student  to  that  of  Junior: 

King,  W.  W. 

December  17th,  1918 
Members: 

Campbell,  A.  D.  Moodie,  W.  T. 

Jeffrey,  G.  J.  Russell,  H.  A. 

McLaren,  W.  F.  Stairs,  J.  A. 

Associate  Members: 

Berney,  K.  C.  Lewis,  D. 

Cameron,  J.  G.  Markham,  E. 

Cosser,  W.  F.  J.  Morse,  E.  H. 

Galletly,  J.  S.  Newton,  C.  A. 

Harris,  H.  W.  Palmer,  R.  F. 

Ker,  F.  I.  Scholefield,  F.  W.  B. 

Kerr,  A.  E.  Stuart,  W.  J. 

Levvy,  A.  Tait,  I.  J. 

Juniors: 

Holland,  H.  D.  Smart,  H. 

Sissons,  T.  E.  G.  Swan,  A.  W. 
Students: 

Brown,  W.  J.  Henderson,  C.  R.  D. 

Donaldson,  A.  Kennedy,  C.  L. 

Fortin,  G.  L.  Salamis,  B.  K. 
Transferred  from  the  Class  of  Associate  Member  to  that  of 
Member: 

Carson,  W.  H.  Mackie,  G.  D. 

Johnson,  C.  V. 
Transferred  from  the  Class  of  Junior  to  that  of  Associate 
Member: 

Crowell,  S.  W.  McEwen,  A.  B. 

Mahon,  H.  W.  Scott,  P. 

Smith,  B.  O. 

Transferred  from  the  Class  of  Student  to  that  of  Junior: 
Harkom,  J.  F.  Rolland,  J.  O. 

List  of  Members  on  Honour  Roll. 

The  following  is  a  statement  in  regard  to  the  members 
of  The  Institute  who  have  so  far,  as  information  has  been 
received,  enlisted  for  overseas  service  during  the  period 
of  the  war: — 

Honorary  members 1 

Members 90 

Associate  Members 379 

Juniors 167 

Students 231 

Associates 3 

Making  a  total  of 871 

Of  these  there  have  been  killed  in  action  or  died  of 
wounds: — 

Members 1 

Associate  Members 6 

Juniors 4 

Students 5 

In  all 16 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF   CANADA 


65 


Report  of  the  Library  and  House  Committee 

Safford,  H.  R.,  Chairman. 
Surveyer,  Arthur.  Frigon,  A. 

Shearwood,  F.  P.  McGuigan,  F.  H.  Jr. 

To  the  Council 

of  the  Engineering  Institute 
of  Canada: 

I  beg  leave  to  present  on  behalf  of  the  Committee 
on  Library  and  House,  our  report  for  the  year  just  ended. 

The  following  additions  in  the  way  of  publications 
were  received  by  the  Secretary  during  the  current  year:— 

By  H.  H.  Vaughan,  M.  E.  I.  C. 

Photographic  Volume,  Victoria  Bridge  (1860). 
By  E.D.Gray,  A.  M.  E.  I.  C. 

Petroleum  in  Canada,  bv  Victor  Ross. 
By  John  W.  LeB.  Ross,  M.  E.  I.  C. 

Statistical  Report  of  Lake  Commerce. 
By  F.  W.  Cowie,  M.  E.  I.  C. 

Annual    Reports,    Harbour    Commissioners    of 
Montreal,  1916-17. 
By  Fraser  S.  Keith,  A.  M.  E.  I.  C. 

The  Honourable  Peter  White. 
By  Charles  F.  Bristol,  A.  M.  E.  I.  C. 

Electric    Furnaces    in    the     Iron    and    Steel 

Industry,     by     Rodenhauser,     Shoenawa    and 

Von  Baur. 
By  F.  A.  Bowman,  M.  E.  I.  C. 

The  Monthly  Bulletin  of  the  Maritime  Telephone 
and  Telegraph  Company  Limited. 
By  Walter  J.  Francis  &  Company. 

1    vol.    Annual    Report,    1915,    Public   Service 
Commission,  Massachusetts. 

1  vol.  Annual  Report,    1916,   Public  Service 
Commission,  Maryland. 

2  vols.    Annual    Report,    1914,    1915,    Public 
Service  Commission,  Indiana. 

1    vol.    Annual    Report,    1915,    Public    Service 
Commission,  New  Hampshire. 

3  vols.   Annual   Report,    1914,    Public   Service 
Commission,  New  York,  1st  District. 

1    vol.    Annual    Report,    1915,    Public    Service 
Commission,  New  York,  2nd  District. 

3  vols.  Annual  Report,  1915-1916,  Public  Utilities 
Commission,  District  of  Columbia. 

1   vol.   Annual   Report,    1916,   Public   Utilities 
Commission,  Connecticut. 

1   vol.   Annual   Report,    1916,    Public   Utilities 
Commission,  Ohio. 

1  vol.  Annual  Report,  1914-1915,  Public  Utilities 
Commission,  Idaho. 

1   vol.   Annual   Report,    1915,    Public   Utilities 
Commission,  New  Jersey. 

1   vol.   Annual   Report,    1916,    Public   Utilities 
Commission,  Maine. 

1  vol.   Annual   Report,    1914,    Public   Utilities 
Commission,  Illinois. 

2  vols.  Annual   Report,    1915,   Railroad  Com- 
mission, Wisconsin. 

1   vol.   Annual    Report,    1915,    Railroad   Com- 
mission, Iowa. 


1  vol.  Annual  Report,  1916,  Railroad  Com- 
mission, Nebraska. 

1  vol.  Annual  Report,  1915,  Railroad  Com- 
mission, Michigan. 

1  vol.  Annual  Report,  1915-1916,  Railroad  Com- 
mission, California. 

1  vol.  Statistics  of  Railways  in  the  United  States, 
1914,  Interstate  Commerce  Commission. 

1  vol.  Statistics  of  Common  Barriers,  1916, 
Interstate  Commerce  Commission. 

1  vol.  Central  Electric  Light  and  Power  Stations 
and   Street    and    Electric    Railways,  United  States, 
Department  of  Commerce,  1912. 
By  Wm.  Pearce,  M.  E.  I.  C.  . 

Blueprint  Giving  Coal  Statistics  on  the  Colon- 
ization and  Development  Branch  for  the  Canadian 
Pacific  Railway. 
By  J.  J.  Salmond,  A.  E.  I.  C. 

Bound  Volume  of  Canadian  Engineer  Vol.  34. 
By  A.  E.  Doucet,  M.  E.  I.  C. 

Voyages    en    Egypte,    Volume    1    and    2,    and 
Planches    de    Voyages   dans    la  Basse  et  la  Haute 
Egypte,  by  V.  Denon. 
By  McGraw-Hill  Book  Company. 

Mechanical     and     Electrical    Cost    Data,    by 
Gilette  and  Dana. 
By  Noel  Olgivie,  M.  E.  I.  C. 

Publication  Number  One  of  the  Geodetic  Survey 
of  Canada,  Precise  Levelling. 

By  Lawrence  Burpee,  Secretary  International  Joint 
Commission. 

The  Application  of  the  St.  Lawrence  River  Power 
Company. 

Interim  Order  and  Opinion,  and  Opinion, 
by  Mr.  Powell. 

The  works  which  have  been  purchased  are : 

Proceedings  of  the  Twenty-ninth  Convention, 
National  Association  of  Railway  Commissioners  held 
at  Washington,  October,  1917. 

The  Engineering  Index  Annual,  1917. 
The  following  additions  were  made  in  exchange  of 
transactions: 

"  Chimie  &  Industrie,"  Paris,  France. 

"  Le  Genie  Civil,"  Paris,  France. 

"  La  Houille  Blanche,"  Lyon,  France. 

During  the  year  the  Committee  undertook  the  pre- 
paration of  an  Engineering  Index  for  the  Library,  and 
after  consulting  with  the  Librarian  of  the  American 
Society  of  Civil  Engineers  in  New  York,  the  Librarian 
of  the  United  Engineering  Societies  of  New  York,  the 
index  used  by  the  American  Railway  Engineering  Associa- 
tion, and  others,  decided  to  adopt  a  system  quite  similar 
in  character  to  that  used  in  the  American  Society  Library, 
in  New  York. 

In  reaching  this  conclusion  the  Committee  was  guided 
by  two  primary  considerations : 

First,  the  application  of  a  system  which  had  been  well 
developed  after  an  intensive  study  in  connection  with 
conditions  which  were  not  dissimilar  to  our  problem; 


66 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Second,  the  convenience  which  will  result  from  a 
membership  of  so  many  engineers  in  both  The  Engineering 
Institute  of  Canada  and  the  United  Engineering  Societies  in 
the  United  States;  and 

Third,  the  moderate  expense  which  would  accompany 
the  installation  of  this  system  in  The  Engineering  Isntitute 
of  Canadei. 

Arrangements  were  made  with  the  Librarian  of  McGill 
University  for  assistance  to  carry  out  this  work,  which 
was  done  here,  the  books  being  all  indexed  in  accordance 
with  the  system  adopted  by  the  Committee. 

During  the  year  an  arrangement  was  made  for  pub- 
lishing from  month  to  month,  the  titles  of  current  en- 
gineering papers  with  name  of  author,  source,  and  a  brief 
extract  of  the  more  important,  which  is  designed  to  give 
the  members  of  The  Institute  a  survey  of  all  important 
articles  relating  to  the  profession. 

This  arrangement,  we  are  glad  to  say,  was  made  in 
co-operation  with  the  United  Engineering  Societies,  and 
it  is  felt  it  will  be  extremely  helpful  to  its  members. 

Respectfully  submitted, 

H.  R.  Safford, 

Chairman. 

Report  of  Publications  Committee 

Brown,  Ernest,  Chairman. 
Robertson,  J.  M.  French,  R.  deL. 

Thomson,  W.  Chase.  De  Cew,  J.  A. 

The  past  year  has  been  one  of  transition  in  regard  to 
publications.  The  publication  of  volumes  of  Transactions 
has  been  suspended  temporarily  by  the  Council,  and 
attention  focussed  upon  the  monthly  Journal,  the  first 
number  of  which  appeared  in  May  last.  Some  papers 
read  at  Montreal,  and  accepted  for  publication  in  the 
Transactions  of  the  Canadian  Society  of  Civil  Engineers 
before  the  re-organization  of  the  Society  took  place,  still 
await  publication  in  final  form.  It  is  expected  that  the 
series  of  papers  on  the  Quebec  Bridge  will  be  issued  as  a 
separate  volume  of  Transactions. 

With  the  return  of  our  membership  from  overseas' 
and  the  establishment  of  The  Monthly  Journal  on  a  paying 
basis,  the  finances  of  The  Institute  will  enable  the  publi- 
cation of  Transactions  to  be  resumed  and  brought  up  to 
date.  Meanwhile,  The  Journal  has  been  the  medium 
through  which  papers  have  been  issued  to  the  membership, 
and  the  Publications  Committee  has  assisted  the  Secretary 
in  passing  upon  papers  submitted  for  publication.  The 
normal  function  of  the  Publications  Committee  in  future 
will  be  to  select  from  the  large  number  of  papers 
published  in  The  Journal,  such  papers  and  discussions 
thereon  as  are  worthy  of  being  embodied  in  permanent 
form  in  the  Transactions  of  The  Engineering  Institute  of 
Canada. 

E.  Brown, 


Report  of  Board  of  Examiners  and  Education. 

MacKay,  H.  M.,  Chairman. 
Surveyer,  Arthur,  Secretary.       French,  R.  de  L. 
Brown,  Ernest.  Lea,  R.  S. 

Robertson,  J.  M.  Roberts,  A.  R. 

The  Board  of  Examiners  and  Education  has  as  usual 
examined  the  educational  qualifications  of  a  large  number 
of  candidates  for  admission,  and  has  transmitted  its 
findings  to  Council.  The  number  of  candidates  presenting 
themselves  for  the  semi-annual  examinations  during  the 
year  was  as  follows: — 

Examined    Passed 
Theory  and  Practice  of  Engineering        4  3 

Hydraulic  Engineering 1  1 

Mechanical  Engineering 1  1 

Railway  Engineering 1  1 

Total 7  6 

With  the  approval  of  Council,  examiners  will  in 
future  be  authorized  to  set  two  papers  in  the  professional 
subjects  embraced  in  schedule  C.  One  of  these  is  to  be  a 
paper  on  the  underlying  principles,  the  examination  in 
which  is  to  be  conducted  under  the  ordinary  rules.  For 
the  second  paper  the  candidate  may  avail  himself  of 
handbooks  or  other  appropriate  data.  It  is  hoped  that 
the  proposed  scheme  will  afford  a  fairer  test  of  the  capacity 
of  applicants,  particularly  in  the  case  of  those  who  have 
been  engaged  in  practice  for  some  time,  and  at  the  same 
time  make  a  higher  standard  of  attainment  practicable. 

The  Board  is  also  considering  the  question  of  recom- 
mending that  the  examination  under  Schedule  B 
(Mechanics,  Physics,  Strength  of  Materials,  etc.)  should 
be  set  for  candidates  seeking  Junior  Membership,  instead 
of  reserving  the  test  as  a  qualification  for  Associate 
Membership.  While  the  necessity  of  a  good  grounding  in 
these  fundamentals  will  be  universally  admitted,  sub- 
mission to  examination  in  them  becomes,  in  many  cases, 
more  irksome  the  longer  it  is  deferred,  and  it  is  believed 
that  a  more  satisfactory  standard  could  be  maintained  by 
making  the  change  suggested. 

Arthur  Surveyer,  H.  M.  Mackay, 

Secretary.  Chairman. 

Report  of  International  Electrotechnical  Committee 


Gill,  L.  W. 
Higman,  O. 
Lambe,  A.  B. 


Herdt,  Dr.  L.  A. 


Murphy,  J. 


,  Chairman. 
Barnes,  H.  T. 
Kynoch,  J. 
Roseburgh,  T.  R. 


Jan.  2nd,  1919. 


Chairman. 


This  Committee  begs  to  report  that,  due  to  war 
conditions,  the  work  of  the  Commission  during  1918  has 
of  necessity  been  very  greatly  limited.  Nevertheless, 
the  central  office  in  London  has  succeeded  in  making 
considerable  progress  with  several  subjects,  more  parti- 
cularly the  question  of  the  Rating  of  Electrical  Machinery. 
As  previously  reported,  several  conferences  on  this  matter 
have  been  held  in  London  between  English,  United  States, 
and  Canadian  representatives,  and  it  is  expected  that  a 
report  summarizing  their  deliberations  and  recommen- 
dations will  be  issued  shortly.     In  the  meantime  the 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


67 


French  Committee  has  issued  a  memorandum  on  Alumin- 
ium Tests,  in  an  effort  to  formulate  standards  governing 
its  use  in  electrical  work,  and  the  central  office  has  in 
hand  among  other  things  the  questions  of  Graphical 
Symbols,  Nomenclature  for  Automatic  Telephone  Appara- 
tus, and  Specifications  for  Instrument  transformers. 

The  central  office  has  expressed  to  the  Canadian 
Committee  its  great  thanks  for  the  continued  financial 
support  received  from  Canada,  for  which  your  Committee 
is  in  turn  much  indebted  to  the  Dominion  Government. 

All  of  which  is  respectfully  submitted. 


A.  B.  Lambe, 

Secretary. 


L.  A.  Herdt, 

Chairman. 


Report  of  Roads  and  Pavements  Committee 

McLean,  W.  A.,  Chairman. 

Brereton,  W.  P.  MacPherson,  A.  J. 

Duchastel,  J.  Mercier,  P.  E. 

Griffith,  J.  E.  Near,  W.  P. 

Henry,  G.  Powell,  G.  G. 

James,  E.  A.  Rust,  C.  H. 

Macallum,  A.  F.  Doane,  F.  W.  W. 

A  portion  of  the  work  undertaken  by  the  Committee 
on  its  formation  consisted  in  the  preparation  of  specifi- 
cations for  road  building  materials.  During  1916,  speci- 
fication for  crushed  stone,  sand  and  gravel  were  prepared 
and  tentative  specifications  for  asphaltic  road  oils  were 
presented. 

During  the  past  year  the  attention  of  the  Committee 
has  been  confined  to  specifications  for  bituminous 
materials.  Draft  specifications  were  prepared  and  pre- 
sented to  the  members  of  the  Committee  for  criticism  or 
suggestion.  The  specifications  were  revised  with  con- 
sideration for  the  replies  received  and  are  presented  here- 
with. Those  for  three  grades  of  asphaltic  road  oils, 
which  were  previously  presented  to  The  Institute,  have 
been  revised  and  specifications  for  asphalt  binder,  pene- 
tration method,  and  for  three  grades  of  refined  coal  tar 
have  been  added. 

Light  asphaltic  road  oil  can  be  used  where  a  dust 
preventative  of  more  lasting  character  than  the  non- 
asphaltic  road  oils  is  desired.  It  can  be  applied  without 
heating,  in  small  quantities,  and  the  application  repeated 
if  necessary.     Medium  asphaltic  road   oil   is   a   heavier 

rade.  It  not  only  acts  as  a  dust  palliative  but  also  as  a 
surface  preservative.  Owing  to  the  heavier  body  it  is 
more  lasting  in  effect  and  is  adopted  for  use  where  the 
traffic  on  a  macadam  road  causes  a  rapid  destruction  of  the 
binding  material.  Under  favourable  circumstances  it 
may  be  applied  cold,  but  better  results  are  invariably 
obtained  from  a  hot  application.  Heavy  asphaltic  road 
)il  has  been  extensively  used  for  carpet  coats  or  bituminous 

lats.  Where  material  of  this  grade  is  used  it  has  been 
found  best  to  apply  it  in  very  small  quantities  with  a  view 
to  obtaining  a  penetration  of  the  surface  of  the  macadam 
and  a  thin,  tough  coating  of  the  stone,  rather  than  to 
securing  a  thick  layer  which  has  a  tendency  to  roll  and 
wave  under  traffic.  Asphalt  binder  in  general,  is  used 
where  a  bituminous  surface  penetrated  to  a  depth  of  from 
two  to  four  inches  is  desired.     While  the  asphaltic  oils 


can  be  used  on  old  macadam  surfaces,  the  binder  is  used 
where  a  new  surface  is  constructed.  It  is  applied  hot, 
and  under  pressure  from  a  tank  wagon. 

The  refined  coal  tars  are  used  for  the  same  purposes 
as  the  asphaltic  oils.  Light  refined  coal  tar  is  for  cold 
surface  treatment.  It  acts  as  a  dust  preventative  and 
when  carefully  applied  penetrates  the  surface  to  some 
depth.  As  with  the  light  asphaltic  road  oil,  it  is  a  more 
or  less  temporary  treatment  and  the  application  should  be 
repeated  annually  or  more  frequently  as  occasion  may 
demand.  Heavy  refined  coal  tar,  if  applied  in  large 
quantities  forms  a  bituminous  mat,  which  is  not  desirable 
where  mixed  motor  and  horse-drawn  traffic  is  to  be  served. 
If  sparingly  applied,  however,  it  forms  a  thin  surface 
dressing  which  is  more  lasting  in  character  than  the 
lighter  grades  of  tar  or  oil.  Refined  coal  tar  binder  is  in 
general  for  use  in  the  construction  of  bituminous  surfaces 
by  the  penetration  method. 

The  tentative  specifications  for  asphaltic  road  oils 
presented  to  The  Institute  and  published  in  the  Annual 
Report  for  1916,  have  been  used  by  a  number  of  municipal 
engineers  throughout  the  Dominion.  When  commencing 
work  the  Committee  felt  the  need  for  such  specifications 
and  while  these  were  presented  in  the  nature  of  a  progress 
report  the  extent  to  which  they  have  been  used  strongly 
indicates  the  desire  for  such  specifications  on  the  part  of 
municipal  engineers.  It  is  hoped  by  the  Committee  that 
the  accompanying  specifications  will  more  completely  fill 
this  need  and  that  they  will  be  of  assistance  to  engineers 
throughout  the  Dominion  who  are  engaged  in  road  and 
pavement  construction.  The  specifications  are  presented 
herewith  as  an  appendix  to  this  report. 

W.  A.  McLean, 

Chairman. 

Appendix 
Light  Asphaltic  Road  Oil. 

Light  oil  shall  have  the  following  characteristics:— 

1.  It  shall  have  a  specific  gravity  at  25°C.  (77°F.) 
of  not  less  than  0.92. 

2.  It  shall  have  an  open  flash  point  of  not  less  than 
55°C.     (130°F.) 

3.  It  shall  have  a  specific  viscosity  at  25°C.  (77°F.) 
of  not  more  than  70: 

4.  When  fifty  grams  of  the  oil  are  heated  in  an  open 
vessel  at  a  temperature  between  250°C.  (480°F.)  and 
260°C.  (500°F.)  until  the  residue  has  a  penetration  (100 
grams,  5  seconds,  25°C.)  of  100°  the  said  residue  shall 
amount  to  not  less  than  50  percent  nor  more  than  60 
percent  by  weight  of  the  original  oil. 

5.  Fifty  grams  of  the  oil  when  maintained  for  five 
hours  at  a  temperature  of  163°C.  (325°F)  in  an  open  vessel 
5.5  millimetres  in  diameter  and  3.5  millimetres  deep  shall 
lose  not  less  than  10  percent  nor  more  than  25  percent  by 
weight. 

6.  It  shall  be  soluble  in  chemically  pure  carbon 
disulphide  at  room  temperature  to  the  extent  of  not  less 
than  99  percent  by  weight. 

7.  It  shall  contain  not  less  than  6  percent  by  weight 
of  material  insoluble  in  76°  Baume  paraffine  petroleum 
naphtha  at  room  temperature. 


68 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


8.  It  shall  show  not  less  than  4  percent  nor  more 
than  8  percent  by  weight  of  fixed  carbon  on  ignition. 

Medium  Asphaltic  Road  Oil. 

Medium  oil  shall  have  the  following  characteristics: 

1.  It  shall  have  a  specific  gravity  at  25°C.  (77°F.)  of 
not  less  than  0.94. 

2.  It  shall  have  an  open  flash  point  of  not  less  than 
70°C.  (158°F.) 

3.  It  shall  have  a  specific  viscosity  at  65°C.  (150°F.) 
of  not  more  than  50. 

4.  When  fifty  grams  of  the  oil  are  heated  in  an  open 
vessel  at  a  temperature  between  250°C.  (480°F.)  and 
260°C.  (500°F.)  until  the  residue  has  a  penetration  (100 
grams,  5  seconds,  25°C.)  of  100°  the  said  residue  shall 
amount  to  not  less  than  60  percent  nor  more  than  70 
percent  by  weight  of  the  original  oil. 

5.  Fifty  grams  of  the  oil  when  heated  for  five  hours 
at  a  temperature  of  163°C.  (325°F.)  in  an  open  vessel 
5.5  millimetres  in  diameter  and  3.5  millimetres  deep  shall 
not  lose  less  than  8  percent  nor  more  than  20  percent  by 
weight. 

6.  It  shall  be  soluble  in  chemically  pure  carbon 
disulphide  at  room  temperature  to  the  extent  of  not  less 
than  99  percent  by  weight. 

7.  It  shall  contain  not  less  than  10  percent  nor  more 
than  17  percent  by  weight  of  material  insoluble  in  76° 
Baume  paraffine  petroleum  naphtha  at  room  temperature. 

8.  It  shall  show  not  less  than  7  percent  nor  more  than 
12  percent  by  weight  of  fixed  carbon  on  ignition. 

Heavy  Asphaltic  lioad  Oil. 

Heavy  oil  shall  have  the  following  characteristics: — .  . 

1.  It  shall  have  a  specific  gravity  at  25°C.  (77°F.) 
of  not  less  than  0.96. 

2.  It  shall  have  an  open  flash  point  of  not  less  than 
160°C.  (320°F.). 

3.  It  shall  have  a  specific  viscosity  at  100°C. 
(212°F.)  of  not  more  than  50. 

4.  When  fifty  grams  of  the  oil  are  heated  in  an  open 
vessel  at  a  temperature  between  250°C.  (480°F.)  and 
260°C.  (500°F.)  until  the  residue  has  a  penetration  (100 
grams,  5  seconds,  25°C.)  of  100°,  the  said  residue  shall 
amount  to  not  less  than  80  percent  nor  more  than  90 
percent  by  weight  of  the  original  oil. 

5.  Fifty  grams  of  the  oil  when  heated  for  five  hours 
at  a  temperature  of  163°C.  (325°F.)  in  an  open  vessel 
5.5  millimetres  in  diameter  and  3.5  millimetres  deep  shall 
lost  not  less  than  2  percent  nor  more  than  8  percent  by 
weight. 

6.  It  shall  be  soluble  in  chemically  pure  carbon 
disulphide  at  room  temperature  to  the  extent  of  not  less 
than  99  percent  by  weight. 

7.  It  shall  contain  not  less  than  12  percent  nor  more 
than  20  percent  by  weight  of  material  insoluble  in  76° 
Baume  paraffine  petroleum  naphtha  at  room  tempera- 
ture. 

8.  It  shall  show  not  less  than  8  percent  nor  more  than 
15  percent  by  weight  of  fixed  carbon  on  ignition. 


Specification  for  Asphalt  Binder. 
Penetration  Method. 

1.  It  shall  be  homogeneous  and  free  from  water,  and 
shall  not  foam  when  heated  to  a  temperature  of  150°C. 
(302°F.). 

2.  It  shall  have  a  specific  gravity  at  25°C.  (77°F.)  of 
not  less  than  0.98. 

3.  It  shall  have  an  open  flash  point  of  not  less  than 
190°C.  (375°F.). 

4.  It  shall  have  a  penetration  (No.  2  needle,  100 
grams,  5  sees.,  25°C.)  of  not  less  than  130°  nor  more  than 
180°. 

5.  It  shall  have  a  ductility  at  25°C.  (77°F.)  of  not 
less  than  75  centimetres. 

6.  It  shall  be  soluble  at  room  temperature  in 
chemically  pure  carbon  disulphide  to  the  extent  of  not 
less  than  99.5  percent  by  weight  in  the  case  of  oil  asphalt, 
and  native  asphalts  shall  show  a  percentage  of  the 
products  of  the  fields  from  which  they  come. 

7.  Of  the  material  soluble  in  carbon  disulphide  not 
less  than  14  percent  nor  more  than  30  percent  by  weight 
shall  be  insoluble  at  room  temperature  in  76°  Baume 
paraffine  petroleum  naphtha  distilling  between  60°C.  and 
88°C.  (140°F.  and  190°F.). 

8.  It  shall  show  not  less  than  10  percent  nor  more 
than  18  percent  by  weight  of  fixed  carbon  on  ignition. 

9.  When  fifty  grams  of  the  material  are  heated  in 
a  cylindrical  vessel  5.5  centimetres  in  diameter  and  3.5 
centimetres  deep,  for  5  hours  at  a  temperature  of  163°C. 
(325°F.)  the  loss  in  weight  shall  not  exceed  5  percent,  nor 
shall  the  penetration  of  the  residue  (No.  2  needle,  100 
grams,  5  sees.,  25°C.)  be  less  than  50  percent  of  the  original 
penetration. 

Specification  for  Refined  and  Blended  Coal  Tar 

Cold  Application. 

1.  It  shall  be  homogeneous  and  free  from  water. 

2.  It  shall  have  a  specific  gravity  at  25°C.  (77°F.) 
of  not  less  than  1.14  nor  more  than  1.18. 

3.  It  shall  have  a  specific  viscosity  for  50  cubic 
centimetres  at  40°  C.  (104°F.)  of  not  less  than  20  nor  more 
than  30. 

4.  On  distillation  the  percentages  by  weight  of 
distillate  at  the  following  temperatures  shall  be:— 


To  170°C.  (338°F.) 
"  235°C.  (455°F.) 
"  270°C.  (518°F.) 
"  300°C.  (572°F.) 


not  more  than    5  percent. 
"     "        "    18 
"     "         "    25 

"     "         "    32 


(a)  The  residue  from  the  foregoing  distillation  shall 
have  a  melting  point  of  not  more  than  70°C.  (158°F.). 

(b)  The  distillate  from  the  foregoing  distillation 
shall  have  a  specific  gravity  at  25°C.  (77°C.)  of  not  less 
than  1.01. 

5.  It  shall  be  insoluble  in  chemically  pure  carbon 
disulphide  at  room  temperature  to  the  extent  of  not  more 
than  15  percent  weight. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


69 


Hot  Application. 

1.  It  shall  be  homogeneous  and  free  from  water. 

2.  It  shall  have  a  specific  gravity  at  25°C.  (77°F. )  of 
not  less  than  1.20  nor  more  than  1.27. 

3.  It  shall  show  a  float  test  at  50°C.  (122°F.)  of  not 
less  than  65  seconds  and  not  more  than  85  seconds. 

4.  On  distillation  the  percentages  by  weight  of 
distillate  at  the  following  temperatures  shall  be  :— 

To  170°C.  (338°F.)  not  more  than  0.0  percent. 
"  235°C.  (435°F.)        "     "        "    10      . " 
"  270°C.  (518°F.)        "     "        "    17 
"  300°C.  (572°F.)        "     "        "    22 

(a)  The  residue  from  the  foregoing  distillation  shall 
have  a  melting  point  of  not  more  than  75°C.  (167°F.). 

(b)  The  distillate  from  the  foregoing  distillation 
shall  have  a  specific  gravity  at  25°C.  (77°F.)  of  not  less  than 
1.03. 

5.  It  shall  be  insoluble  in  chemically  pure  carbon 
disulphide  at  room  temperature  to  the  extent  of  not  more 
than  20  percent. 

Binder. 

Penetration   Method. 

1.  It  shall  be  homogeneous  and  free  from  water. 

2.  It  shall  have  a  specific  gravity  at  25°C.  (77°F.) 
of  not  less  than  1.20. 

3.  It  shall  have  a  melting  point  of  not  less  than 
28°C.  (83°F.)  nor  more  than  35°C.  (95°F.). 

4.  On  distillation  the   percentages  by  weight   of 
distillate  at  the  following  temperatures  shall  be- 
To  170°C.  (338°F.)  not  more  than     0  percent. 

"  235°C.  (455°F.)        '     3 

"  270°C.  (518°F.)        "     "        "11 
"  300°C.  (572°F.)         15 

(a)  The  residue  from  the  foregoing  distillation  shall 
have  a  melting  point  of  not  more  than  75°C.  (167°F.). 

(b)  The  distillate  from  the  foregoing  distillation 
shall  have  a  specific  gravity  of  25°C.  (77°F.)  of  not  less 
than  1.03. 

5.  It  shall  be  insoluble  in  chemically  pure  carbon 
disulphide  at  room  temperature  to  the  extent  of  not  more 
than  22  percent  by  weight. 

'Instructions  for  Taking  and  Shipping  Samples 

1.  Sampling. — Since  tests,  on  a  small  sample  of 
material,  reveal  the  properties  of  the  material  in  the  sample 
only,  it  is  necessary  that  the  samples  be  procured  in  such 
a  manner  that  they  are  representative  of  the  whole  ship- 
ment. Samples  containing  material  taken  from  the  top 
or  bottom  only  of  a  tank  car  or  drum,  must  be  avoided. 

2.  Size  of  Samples. — In  order  that  sufficient  material 
may  be  received  at  the  laboratory  for  all  the  tests  to  be 
made  it  is  necessary  that  all  samples  contain  at  least  one 
imperial  pint. 


3.  Containers. — Vessels  containing  samples  should 
be  absolutely  clean.  Those  which  have  been  used  to 
hold  oils  or  greases  should  not  be  used.  Glass  jars  should 
not  be  used  except  when  there  is  nothing  else  available, 
an  they  should  then  be  tightly  packed  with  sawdust  in 
stout  wooden  boxes.  Samples  which  have  become 
contaminated  with  packing  material  can  not  be  tested. 

For  fluid  and  viscous  materials  new  oil  tins  with  screw 
caps  are  suitable  and  for  semi-solid  and  solid  materials 
new  paint  tins  with  tightly  fitting  pry  covers  should  be 
used.  All  containers  should  be  packed  in  wooden  boxes 
for  shipment. 

4.  Identification. — All  samples  should  bear  proper 
identification  tags  containing  the  following  information: 

1.  Date  that  sample  was  taken. 

2.  Name  of  person,  corporation,  or  municipality 
sending  sample. 

3.  Class  of  work  for  which  material  is  to  be  used. 

4.  A  copy  of  the  specification  under  which  the 
sample  has  been  submitted. 

5.  Quantity  of  material  represented  by  sample. 

6.  Number  of  tank  or  car  from  which  the  sample 
was  taken. 

7.  If  the  shipment  is  being  held  pending  the 
results  of  the  tests. 

8.  The  name  of  the  manufacturer. 

Report  of  Finance  Committee 

Supplementing  the  Annual  Statement  of  the  Audi- 
tors, the  Finance  Committee  submits  a  table  showing 
receipts  and  expenditures  for  the  last  ten  years,  upon  which 
the  following  comments  are  pertinent: — 

1st. — Arrears  Collected:  There  is  a  large  falling  off 
in  the  arrears  collected,  due  to  the  fact,  that  in  the  three 
previous  years  the  cream  has  been  extracted. 

2nd. — Current  Fees  Collected:  This  item  now  shows 
that  the  current  fees  collected  are  qual  to  those  of  the 
pre-war  period,  in  spite  of  the  fact  that  so  many  members 
are  at  the  front. 

3rd. — Entrance  Fees:  These  have  again  increased  in  a 
satisfactory  way. 

4th  Salaries  and  Wages:  These  have  increased, 
due  to  expansion  of  the  activities  of  The  Institute. 

5th. — Branch  Societies:  There  is  a  large  decrease  in 
the  amount  paid  to  Branches,  under  the  new  by-laws. 

6th. — Journal  Expenses:  In  Item  No.  7,  "  Miscel- 
laneous Receipts,"  is  included  revenue  from  advertisements 
in  The  Journal,  and  List  of  Members,  amounting  to  $6,008. 
To  offset  this  in  item  No.  10,  "  Printing  and  Stationery," 
the  cost  of  The  Journal  is  included  at  $6,032. 

7th. — General  Results:  General  results  indicate  a 
live  Institute  rapidly  expanding,  and  going  through  its 
most  serious  period  as  regards  expenses,  with  the  new 
Journal  established,  a  new  staff  in  control,  and  with  960 
members  at  the  front  who  pay  no  fees. 

R.  A.  Ross, 

Chairman  of  Finance  Committee. 

Montreal,  January  27th,  1919. 


70 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


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JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


RECEIPTS  AND  EXPENDITURES— THE  ENGINEERING  INSTITUTE  OF  CANADA 

Receipts. 

1909  1910            1911  1912  1913  1914  1915  1916  1917  1918 

(1)  Arrears  Collected $2,023  $4,031       2,092  $2,887  $1,994  $3,298  $6,733  $6,512  $6,215  $3,243 

(2)  Current  Fees 7,963  9,491      11,893  13,897  15,037  15,616  12,438  13,176  15,359  15,538 

(3)  Advance  Fees 376  134          288  158  186  270  139  153  220  165 

(4)  Entrance  Fees 2,190  2,124       2,779  4,077  4,169  2,895  2,233  2,485  3,235  3,047 

(5)  TOTAL $12,552  $15,780  $17,052  $21,019  $21,386  $22,079  $21,543  $22,326  $25,029  $21,993 

(6)  Interest  Received 211  252           187  1,393  894  315-        450  429  556  516 

(7)  Miscellaneous  Receipts .  .           188  79           174  341  225  172  87  972  113  6,050 

(8)  TOTAL $12,951  $16,111    $17,413  $22,753  $22,505  $22,566  $22,080  $23,727  $25,698  $28,559 

Expenditures. 

(9)  Interest  Paid $854  $1,695  $1,201  $1,200  $1,200  $1,200  $1,267 

(10)  Printing  and  Stationery. .      $4,092  $6,268     $3,757  6,865  6,416  10,551  5,970  6,691  6,807  12,480 

(11)  Salaries  and  Wages 4,042  3,845       4,714  5,195  4,906  5,652  4,909  5,180  7,873  8,519 

(12)  Taxes  and  Water 244  244          247  848  1,466  1,448  1,280  1,300  1,025  1,406 

(13)  General  Expense 2,760  2,670       4,198  4,307  5,257  4,812  4,151  3,260  4,612  5,265 

(14)  Branch  Societies 374  648        1,118  2,810  2,121  2,296  2,266  2,454  3,693  1,707 

(15)  TOTAL $12,322  $13,675   $14,034  $20,879  $21,861  $25,960  $19,776  $20,085  $25,210  $30,644 

(16)  Excess  Receipts 629  2,436       3,378  1,874  646  2,304  3,642  488 

(17)  Excess  Expenditures 3,394  2,085 


Reports  of  Branches 


Calgary  Branch 


During  the  year  1918  there  have  been  held  three 
general  meetings  and  ten  Executive  Committee  Meetings. 

The  following  were  the  speakers  at  the  general 
meeting: — 

January  30th,  A.  Ingraham,  M.A.,  Soc.  M.  E. 
"  Flour  Mill  Engineering." 

March  18th,  Mr.  Pearce,  M.E.I.C.  and  Mr.  Peters, 
"  General  Matters." 

May  8th,    Lewis  Stockett,   M.E.I.C,    "Coal." 
May  29th,    Mr.    G.    F.    Porter,    M.E.I.C,    "  The 
Quebec  Bridge." 

Lecture,  illustrated  by  lantern  slides,  given  in  the 
Public  Library  Auditorium  to  which  the  public  were 
invited,  the  hall  proving  much  too  small  to  hold  the 
number  who  wished  to  attend. 

The  most  important  meeting  of  the  year  to  the 
Western  Branches  was  the  Second  Professional  Meeting 
of  The  Institute  held  at  the  Saskatchewan  University  at 
Saskatoon,  August  8,  9  and  10,  1918. 

This  was  attended  by  about  65  members  and  was  a 
great  success  both  from  the  standpoint  of  the  success  of 
the  meetings  from  a  professional  point  of  view  and  from 
the  quality  of  the  entertainment  provided. 

During  the  year  the  new  membership  joining  the 
Branch  is  as  follows: — ■ 


And  applications  received  and  recommended  by  Committee 
on  Applications  as  follows: — 


Associate  Member . . . 
Associates  of  Branch . 


A  total  of  thirteen  new  members. 

Transfers  have  been  made  as  follows: 


From  Associate  Member  to  Member 1 

From  Student  to  Associate  Member 1 

Old  members  joining  or  rejoining  the  Branchy- 
Members 2 

Associate  Member 1 

The  present  membership  of  the  Branch  Totals  72, 
divided  as  follows: — 

Members 20 

Associate  Members 34 

Junior  Members 5 

Affiliates 1 

Affiliates  of  the  Branch 12 


Members 

Associate  Members . . 
Associates  of  Branch 


72 

With  3  Associate  Members  and  1  Associate  of  Branch  to 
be  voted  upon  to-day  makes  a  total  membership  at 
present  of  76. 

This  includes  17  members  with  the  Allied  Armies. 

As  you  are  all  aware,  good  progress  has  been  made  in 
the  matter  of  proposed  Legislation  and  Committees  from 
the  Calgary  and  Edmonton  Branches  are  preparing  to 
submit  an  Act  to  the  coming  session  of  the  Alberta  Legis- 
lature. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


73 


Financial  Statement  for  the  Year  Ending,  November  30,  1917. 

Receipts 

Balance  in  Bank,  December  1,  1917 $426.31 

Fees  from  Members 21 .  75 

Rebates  from  parent  Institute 135.80 

Interest/on  Bank  Account 5 .  14 

Interest  on  Victory  Bond  ($300) 16  50 


$605 . 50 


Expenditure 

Stationery,  Printing  and  General  Expense ....  $75 .  09 

Books  and  Magazines 6 .  35 

Balance  payment  on  ($300)  Victory  Bond ....  267 .  33 

Miscellaneous 56  10 

Balance  in  Bank,  November  30,  1918 200.63 


Montreal  Branch 


$605.50 


To  the  Members  of  Council, 

The  Engineering  Institute  of  Canada, 
176  Mansfield  Street, 
Montreal. 
Gentlemen: — 

We  have  the  honour  to  present  herewith  the  first 
annual  report  of  the  Montreal  Branch  of  The  Engineering 
Institute  of  Canada. 

On  January  23rd,  1918,  a  petition  was  presented  to 
Council  asking  for  the  formation  of  a  Montreal  Branch  of 
the  Canadian  Society  of  Civil  Engineers.  This  appli- 
cation was  as  follows : — 

'  To  the  President  and  Members  of  the  Council  of 
the  Canadian  Society  of  Civil  Engineers. 
We,  the  undersigned  Corporate  Members  of  ihe 
Canadian  Society  of  Civil  Engineers,  resident  within 
twenty-five   miles  of  headquarters,  respectfully  re- 
quest  that   the   Council   may   grant   permission   to 
establish  "  The  Montreal  Branch  of  the  Canadian 
Society  of  Civil  Engineers." 
Montreal,  January  23rd,  1918." 
(Signed) : 


R.  M.  Hannaford. 
R.  S.  Lea. 

Frederick  B.  Brown. 
J.  A.  Burnett. 
Geo.  K.  McDougall. 
Onisphore  H.  Cote. 
A.  W.  K.  Massey. 
A.  J.  Matheson. 


Alex.  Bertram. 
Ls.  G.'Papineau. 
J.  A.  Duchastel. 
W.  Chase  Thomson. 
H.  P.  Borden. 
M.  Brodie  Atkinson. 
R.  deL.  French. 
H.  G.  Hunter. 


To  the  Members  of  Council  E.  I.  C. 

At  a  meeting  of  Council  held  on  the  same  day  this 
application  was  presented  and  permission  by  Council  was 
granted  for  the  formation  of  the  Branch,  and  residents 
of  District  No.  1  were  authorized  to  proceed  with  arrange- 
ments for  organizing  into  a  Montreal  Branch. 

On  February  7th,  1918,  the  signers  of  the  original 
petition  of  January  23rd  sent  out  a  circular  to  all  members 
resident  in  District  No.  1,  calling  a  meeting  for  the  14th  of 
February  to  discuss  details  in  connection  with  the  form- 
ation of  the  Branch. 


On  February  14th  a  largely  attended  meeting  took 
place  at  the  headquarters  of  the  Society,  176  Mansfield 
Street.  A  committee  was  named  for  the  purpose  of 
nominating  candidates  to  fill  the  executive  offices  of  the 
new  Branch  and  the  election  by  letter  ballot  was  arranged 
to  be  declared  on  March  14th.  The  Executive  of  the 
Branch  was  discussed  and  it  was  decided  to  have  it  com- 
posed of  a  Chairman,  a  Vice-Chairman,  a  Secretary- 
Treasurer,  these  to  be  elected  for  one  year,  and  six 
Committee  men,  the  three  receiving  the  greatest  number 
of  votes  to  serve  for  two  years  and  the  three  others  for  one 
year,  thereafter  the  Committee  men  to  be  elected  for  two 
years,  three  at  each  election. 

A  Nominating  Committee  was  selected  composed 
of  R.  M.  Hannaford,  Frederick  B.  Brown,  L.  G. 
Papineau,  J.  A.  Duchastel,  W.  Chase  Thomson,  M.  Brodie 
Atkinson  and  H.  G.  Hunter,  and,  according  to  the 
instructions  they  received  by  resolution  of  the  meeting, 
they  were  to  nominate  at  least  two  candidates  for  each 
executive  office  and  to  add  other  candidates  to  the  list  of 
nominees  provided  they  had  received  the  certified  support 
of  five  Corporate  Members  of  the  Society. 

The  Nominating  Committee  proceeded  to  carry  out 
their  work  and  on  March  14th  the  following  gentlemen 
were  elected  to  office:— 

Chairman Walter  J.  Francis. 

Vice  Chairman Arthur  Surveyer. 

Secretary-Treasurer Frederick  B.  Brown. 

Members  of  the  Executive  Committe. 

F.  P.  Shearwood,  W.  Chase  Thomson,  H.  G. 
Hunter,  for  two  years;  and  L.  G.  Papineau,  O.  O.  Lefebvre, 
K.  B.  Thornton,  for  one  year. 

The  first  meeting  of  the  newly  elected  Executive  took 
place  at  the  rooms  of  the  Society  on  March  21st,  1918, 
and  the  organization  of  the  Branch  was  commenced. 
A  Committee  consisting  of  Messrs.  Francis,  Safford, 
Ernest  Brown,  Surveyer,  Lefebvre  (<  and  Hunter  was 
constituted  the  Committee  on  Branch  By-Laws  to  draw 
up  suitable  by-laws,  working  in  co-operation  with  the 
general  By-laws  Committee  of  the  Society,  namely, 
Messrs.  Francis,  Safford  and  Ernest  Brown. 

A  Papers  and  Meetings  Committee  was  appointed 
consisting  of  R.  M.  Hannaford,  Chairman,  together 
with  the  Chairmen  and  Vice-Chairmen  of  such  sections 
of  the  Branch  as  may  hereafter  be  formed.  Four  sug- 
gested Sections  of  the  Branch  were  named  as  follows:— 


Civil . 


J.  A.  Duchastel,  Chairman. 
H.  M.  Lamb,..  .Vice-Chairman. 


Mechanical. . .  J.  A.  Burnett,... Chairman. 

J.  T.  Farmer,... Vice-Chairman. 

Electrical J.  A.  Shaw, Chairman. 

A.  Frigon, Vice-Chairman. 

Industrial  or 

Manufacturing.S.  F.  Rutherford.. Chairman. 

H.  G.  Hunter.  ...Vice-Chairman. 


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Following  this  meeting  the  work  of  organization  was 
continued  and  the  four  Sections  of  the  Branch  were  duly 
constituted  under  the  leadership  of  the  members  of  the 
Papers  and  Meetings  Committee  already  outlined. 

The  programme  for  the  balance  of  the  spring  season  of 
1918  being  already  arranged  under  the  auspices  of  the 
Society  as  a  whole,  it  was  decided  to  continue  these  as 
found  best  from  to  time  until  the  close  of  the  spring  pro- 
gramme, and  this  arrangement  was  accordingly  carried  out. 

On  May  29th,  the  Executive  of  the  Branch  had  the 
honour  of  holding  the  first  meeting  under  the  official  new 
name  of  the  Society,  the  signature  of  the  Governor-General 
having  just  been  attached  to  the  papers  authorizing  the 
change  of  name  to  The  Engineering  Institute  of  Canada. 

During  the  summer  considerable  progress  was  made 
in  the  drafting  of  by-laws,  discussions  on  legislation,  and 
suggested  formation  of  a  Provincial  Division  in  Quebec. 
This  work  was  carried  on  by  members  of  the  Committee, 
and  regular  meetings  of  the  Committee  were  resumed  early 
in  September.  The  programme  for  the  fall  session  was 
drawn  up,  and  it  was  decided  to  hold  a  discussion  on 
legislation  at  the  first  regular  meeting  of  the  Branch 
during  the  autumn  season,  commencing  on  October  10th. 
The  epidemic  of  influenza,  which  was  at  that  time  com- 
mencing to  be  very  severe,  caused  the  Board  of  Health  to 
issue  an  order  prohibiting  all  public  gatherings  in  Montreal. 
This  necessitated  the  postponement  of  the  discussion  on 
legislation  until  November  28th. 

On  November  28th  the  Branch  met  and  commenced 
the  discussion  on  legislation,  about  seventy-five  members 
being  present.  The  discussion  proved  so  interesting  that 
it  was  decided  to  continue  the  discussion  on  legislation, 
and  further  meetings  were  held  on  December  12th  and 
December  19th.  At  the  meeting  on  December  19th, 
following  a  great  deal  of  discussion,  two  resolutions  were 
passed  by  the  Branch,  one  asking  Council  to  appoint  a 
committee  to  consider  the  question  of  legislation  through- 
out Canada,  and  the  other  instructing  the  officers  of  the 
Branch  to  co-operate  with  the  officers  of  the  Quebec 
Branch  in  obtaining  information  regarding  legislation 
from  members  resident  in  the  Province  of  Quebec.  The 
text  of  the  two  resolutions  is  as  follows:— 

Moved  by  Mr.  Tye,  Seconded  by  Mr.  Duggan, 
and  carried,  that 

Whereas  it  seems  advisable  that  legislation 
should  be  sought  defining  the  status  of  engineers 
throughout  Canada,  And 

Whereas  the  widespread  activities  of  the 
Engineering  profession,  the  great  difference  in  the 
interests  and  occupations  of  the  individuals,  the  neces- 
sity of  getting  satisfactory  legislation  in  the  different 
Provinces,  the  unsatisfactory  result  of  such  legislation 
as  has  already  been  obtained  and  the  dangers  and 
difficulties  certain  to  be  encountered  by  The  Institute 
as  a  whole  during  the  time  period  of  passing  of 
Canadian  engineering  from  an  open  to  a  closed  or  a 
partially  closed  profession,  make  it  inadvisable  and 
inexpedient  to  ask  for  any  further  legislation  in  any 
Province  until  the  whole  question  has  been  thoroughly 
studied,  reported  upon  and  submitted  in  concrete 
form  to  the  full  corporate  membership  of  The  Institute. 


Be  It  Resolved: 

That  the  Executive  of  the  Montreal  Branch  be 
instructed  to  ask  the  Council  to  arrange  for  the 
appointment  of  a  Committee  representing  all  pro- 
vinces and  all  branches  of  the  profession  to  inquire 
into,  study  and  report  upon  the  whole  question  of 
legislation,  including  a  report  upon  the  best  method 
of  getting  such  legislation  as  will  insure  a  satisfactory 
and  uniform  status  of  engineers  throughout  Canada, 
also  to  draw  up  such  sample  legislation  as  it  may 
deem  necessary  and  advisable  in  order  that  the 
members  of  The  Institute  in  the  different  provinces 
may  seek  legislation  on  some  uniform  basis. 

That  before  the  final  adoption  of  any  proposed 

act  it  shall  be  the  duty  of  the  Committee  to  co-operate 
as  far  as  possible  with  similar  incorporated  technical 
bodies  with  a  view  to  harmonizing  clauses  which 
might  contain  points  of  contention. 

That  the  Secretary  of  the  Montreal  Branch  be 
instructed  to  forward  a  copy  of  this  Resolution  to 
the  Secretary  of  The  Institute  and  to  the  Secretaries 
of  the  Provincial  Divisions  and  the  Branches,  and  to 
request  the  Executive  of  the  Provincial  Divisions  and 
the  Branches  to  assist  the  Council  in  securing  the 
appointment  of  a  strong  and  representative  com- 
mittee." 

Proposed  by  Mr.  Surveyer,  seconded  by  Mr. 
Brown,  and  carried, 

That  the  Executive  of  the  Montreal  Branch 
take  immediate  steps  to  obtain,  in  co-operation  with 
the  Quebec  Branch,  and  by  letter  ballot,  the  views  of 
the  members  of  The  Institute,  residing  in  the  Pro- 
vince of  Quebec,  on  the  question  of  licensing  engineers. 

And  that  the  following  questions  for  this  letter 
ballot  be  suggested  to  the  Executives  of  the  Montreal 
and  Quebec  Branches  for  their  consideration : 

Question  1. — Are  you  in  favour  of  a  closed  cor- 
poration for  engineers  having  responsible  charge  of 
engineering  works  ? 

Question  2. — If  so,  do  you  favour  legislation 
embracing  all  engineering  works,  or  only  public 
works  ? 

Question  3. — In  the  event  of  the  majority  of 
the  members  of  The  Institute  residing  in  Quebec, 
declaring  in  favour  of  a  closed  corporation,  what  are 
your  opinions  on  the  following  questions  ? 

(a)  Do  you  consider  that  the  only  method  of 
entrance  into  the  engineering  profession  should  be 
through  the  engineering  colleges  ? 

(b)  If  not,  do  you  think  that  candidates  who  do 
not  follow  college  engineering  courses  should  be 
obliged  to  pass  an  examination  for  admission  to  study 
somewhat  along  the  lines  of  the  matriculation  exam- 
ination required  for  university  entrance  ? 

(c)  Do  you  think  that  candidates  should  be 
required  to  pass  an  examination  for  admission  to 
practise,  similar  to  the  examinations  required  by  the 
Bar  and  Medical  Associations  ? 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


75 


(d)  Should  candidates  be  obliged  to  serve  a 
period  of  apprenticeship  or  employment  under  an 
engineer,  before  being  allowed  to  take  the  final 
examinations  for  admission  to  practise  ?  (The  word 
practise  is  understood  to  mean  taking  responsible 
charge  of  engineering  works). 

(e)  If  in  favour  of  examination,  do  you  consider 
that  these  should  be  held  by  the  corporation  only  or 
by  a  joint  board  of  the  members  of  the  corporation 
and  representatives  of  the  McGill  and  Laval  faculties 
of  applied  science  ? 

(f)  Do  you  consider  that  graduates  of  engineering 
schools  should  be  exempted  from  any  or  all  the 
examinations  ? 

(g)  If  so,  from  what  examinations  should  they 
be  exempted  ? 

(h)  Do  you  think  that  graduates  of  engineering 
schools  should  be  required  to  prove  that  they  have 
had  experience  under  some  engineer  before  being 
admitted  to  take  charge  of  engineering  work  ? 

And  that  the  results  of  this  letter  ballot  be 
passed  on  to  the  committee  appointed  under  Mr. 
Tye's  motion  for  their  information  irrespective  of  any 
action  the  members  of  The  Institute  in  Quebec  may 
wish  to  take." 
The  whole  subject  of  legislation  is  apparently  very 

much  alive  throughout  The  Institute  and  the  Montreal 

Branch  is  taking  a  keen  interest  in  it. 

A  programme  for  the  winter  and  spring  season  of  1919 

has  been  drawn  up  by  the  Branch  in  accordance  with  the 

attached  printed  list. 

Branch  Officers,  1918-1919:  Walter  J.  Francis,  Chair- 
man; Arthur  Surveyer,  Vice-Chairman;  Frederick  B. 
Brown,  Secretary-Treasurer. 

Executive  Committee:  F.  P.  Shearwood,  H.  G. 
Hunter,  O.  O.  Lefebvre,  W.  Chase  Thomson,  L.  G. 
Papineau  and  K.  B.  Thornton. 

Papers  and  Meetings  Committee:  R.  M.  Hannaford, 
Chairman. 

S.  F.  Rutherford,  H.  G.  Hunter,  Industrial  Section; 
J.  A.  Shaw,  A.  Frigon,  Electrical  Section;  J.  T.  Farmer, 
J.  A.  Burnett,  Mechanical  Section;  J.  Duchastel,  H.  M. 
Lamb,  Civil  Section. 

Programme  of  Meetings,  January  to  April,  1919. 

Always  at  8.15  p.m.  sharp. 

Always  on  Thursday  evening,  with  the  exception 
of  February  13th,  which  is  the  date  of  the  Annual-Pro- 
fessional Meeting  in  Ottawa. 


Jan.  9 — Fire  Prevention.  Inspection  as  a  Means  of 
Fire  Prevention,  by  George  H.  Greenfield.  Chairman — ■ 
Mr.     Francis. 

Jan.  16 — Design  and  Construction  of  Reinforced 
Concrete  Viaducts  at  Mileages  0.9  and  1.8,  North  Toronto 
Sub-division,  Canadian  Pacific  Railway,  by  B.  O.  Eriksen, 
A.M.E.I.C,  and  S.  H.  Deubelbeiss,  A.M.E.I.C.  Some 
Problems  of  National  Reconstruction,  by.  W.  F.  Chipman, 
K.C.     Chairman — Mr.  Surveyer. 


Jan.  23 — Coaling  Plant  for  Locomotives,  by  J.  A. 
Burnett,  A.M.E.I.C.  Industrial  Illumination,  by  George 
K.  McDougall,  A.M.E.I.C.     Chairman— Mr.  Hannaford. 

Jan.  30 — Modern  Boiler  Practice,  by  F.  A.  Combe, 
A.M.E.I.C.  Coal  is  King  (A  motion  picture),  by  R.  E. 
Cleaton  Company.     Chairman — Mr.  Rutherford. 

Feb.  6 — Some  Problems  in  Ocean  Transportation,  by 
A.  W.  Robinson,  M.E.I.C.  Manufacture  of  Nitro-Benzol 
and  Aniline  Oils,  by  G.  J.  Caron,  J.E.I.C.  Chairman 
— Mr.  Fanner. 

Feb.  20 — Construction  of  Canadian  Northern  Railway 
Tunnel,  Montreal,  by  J.  L.  Busfield,  A.M.E.I.C.  Chair- 
man —Mr.  Duchastel. 

Feb.  27 — The  Effect  of  Ice  on  Hydro-Electric  Plants, 
by  R.  M.  Wilson,  M.E.I.C.     Chairman^Mr.  Francis. 

March  6 —Air  Drills,  by  N.  M.  Campbell,  A.M.E.I.C. 
The  Halifax  Explosion  from  a  Chemist's  and  Physicist's 
Viewpoint,  by  Dr.  Howard  Bronson,  F.  R.  S.  C.  Burroughs 
Adding  Machines  (A  motion  picture),  by  Burroughs 
Adding  Machine  Company.     Chairman — Mr.  Hunter. 

March  13 -Electrical  Welding,  by  C.  V.  Holslag. 
Patents  and  Engineering,  by  Hanbury  A  Budden, 
A.E.I.C.     Chairman — Mr.  Shaw. 

March  20— Ball  Bearing  Jacks,  by  W.  H.  C.  Mussen, 
A.E.I.C.  Peat,  by  Ernest  V.  Moore,  A.M.E.I.C.  Chair- 
man   -Mr.  Rutherford. 

March  27 — Some  Notes  on  the  Design  and  Construc- 
tion of  Reinforced  Concrete  Covered  Reservoirs,  by  R. 
deL.  French,  M.E.I.C.     Chairman — Mr.  Surveyer. 

April  3—  The  Operation  of  Railways  as  an  Engineering 
Problem,  by  V.  I.  Smart,  M.E.I.C.  Chairman— Mr. 
Frigon. 

April  10  Waterproof  Paper  Productions  and  their 
Industrial  Possibilities,  by  J.  A.  DeCew,  A.M.E.I.C. 
Chairman — Mr.  Lamb. 

April  17 — Quebec  Bridge,  by  Phelps  Johnson, 
M.E.I.C,  G.  H.  Duggan,  M.E.I.C,  George  F.  Porter, 
M.E.I.C.     Chairman      Mr.  Francis. 

April  24 — Continuation  of  Paper  of  April  17th. 
( 'hairman — Mr.  Francis. 

The  meetings  so  far  held  have  been  very  successful 
and  much  appreciated  by  those  present. 

The  Executive  Committee  of  the  Montreal  Branch 
feels  that  a  great  advance  has  been  made  by  forming  the 
members  resident  within  twenty-five  miles  of  Head- 
quarters into  a  separate  entity  having  a  Branch  standing. 
In  this  connection,  however,  it  is  felt  that  certain  amend- 
ments to  the  By-laws  of  The  Institute  are  desirable  in  order 
to  improve  certain  of  the  operating  conditions  of  the 
Montreal  Branch  and  to  place  the  Branch  on  a  footing 
corresponding  to  that  of  the  other  Branches.  At  the 
present  time  the  Montreal  Branch  members  pay  much 
larger  fees  to  The  Institute  than  any  of  the  other  members 
of  The  Institute,  but  the  regulations  make  no  provisions 
for  financing  the  Branch.  Being  without  the  funds 
derived  from  rebates  which  constitute  the  principal  revenue 
of  the  other  Branches,  it  has  been  necessary  to  accept 
favours  of  the  private  members,  or  to  appeal  to  Head- 
quarters for  assistance  that  does  not  appear  to  be  provided 
for  in  the  By-laws  of  The  Institute.  Up  to  the  present  the 
Council  of  The  Institute  has  kindly  undertaken  to  pay  the 


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JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


principal  expenses  of  the  Branch,  but  the  Executive 
Committee  of  the  Branch  feels  that  the  Branch  should  be 
placed  in  a  position  to  finance  its  own  expenditures  and  to 
make  provision  for  its  programme  and  activities.  The 
Secretary  of  The  Institute  has  also  rendered  valuable  and 
much  appreciated  services  to  the  Branch,  but  the  Executive 
considers  that  it  has  no  right  to  thus  impose  on  the  Head- 
quarters staff. 

The  whole  question  is  one  of  some  difficulty  and 
committees  are  now  working  in  order  to  prepare  amend- 
ments to  the  existing  By-laws  of  The  Institute,  which 
amendments  it  is  proposed  to  present  at  the  next  annual 
meeting  in  order  to  produce  the  desired  result. 

The  whole  respectfully  submitted  on  behalf  of  the 
Montreal   Branch. 

Walter  J.  Francis, 

Chairman. 

Frederick  B.  Brown, 

Secretary-Treasurer. 

Quebec  Branch 

Quebec,  January  12th,  1919. 

To  the  President  and  Council  and  Members, 
of  the  Engineering  Institute  of  Canada. 

Gentlemen: — 

On  behalf  of  the  Quebec  Branch  of  The  Engineering 
Institute  of  Canada,  we  herewith  submit  our  Annual  Report 
for  the  year  1918. 

At  the  Annual  Meeting  of  the  Branch  held  on  the 
fourteenth  of  December  last,  the  following  officers  were 
elected  by  ballot  for  the  ensuing  year  :  A.  R.  Decary, 
Chairman;  J.  A.  Buteau,  Secretary-Treasurer;  F.  T.  Cole, 
J.  E.  Gibault,   W.  Lefebvre,    members   of  Committee. 

At  this  meeting  the  Secretary-Treasurer's  report 
for  the  Branch  year  was  read  and  approved. 

The  Branch  had  only  five  meetings  which  were  fairly 
well  attended.    There  were  no  lectures  during  the  season. 

During  the  last  Provincial  Session,  our  Legislation 
Committee  took  great  pains  in  watching  all  bills  pre- 
sented to  the  Legislative  Assembly  for  sanction,  so  that 
there  would  be  no  infringement  on  our  rights,  and  have 
succeeded,  together  with  the  influence  brought  by  some 
of  our  prominent  members,  in  blocking  and  having 
amended  certain  bills,  which  formerly  had  clauses  detri- 
mental to  the  Institute  by-laws  and  regulations. 

One  of  the  most  important  subjects  at  the  meetings 
was  the  discussion  on  ways  and  means  of  obtaining 
Provincial  Legislation  with  clear  and  well  defined  charters. 
Resolution  to  that  effect  was  sent  to  the  central  com- 
mittee and  all  the  other  Branches  of  The  Institute  for 
action. 

The  Branch  takes  this  opportunity  of  drawing  the 
attention  of  the  central  Council  to  the  resolution  for- 
warded to  them  on  the  seventh  of  December  last,  to  the 
effect  that  our  profession  was  not  having  proper  repre- 
sentation on  various  Commissions  which  have  been 
established  to  undertake  work  or  problems  connected  with 
engineering,  earnestly  requests  that  the  Executive 
Council  will  take  immediate  action  and  bring  its  influence 


to  bear  on  the  Government  or  Commissions,  for  the  exclu- 
sive appointment  of  corporate  members  of  The  En- 
gineering Institute,  or  graduates  from  recognized  engineer- 
ing universities  to  fill  all  engineering  positions,  thus 
protecting  the  public  and  raising  the  standing  of  The 
Institute  and  the  profession. 

The  financial  standing  of  the  Branch  is  satisfactory, 
the  report  showing  a  balance  in  bank  of  $613.93  dollars. 

The  kindness  of  the  Mayor  of  Quebec  in  providing 
the  Branch  with  free  quarters  in  the  City  Hall,  has  largely 
contributed  to  this  satisfactory  financial  standing. 

The  membership  of  the  Branch  is  as  follows: — 

Members 18 

Associate  Members 55 

Juniors 17 

Students 14 

Branch  Associate 1 

Respectfully  submitted, 

A.  E.  Doucet, 
Chairman. 

W.  Lefebvre, 
Secretary. 

Hamilton  Branch 

In  response  to  a  request  from  a  number  of  engineers  in 
Hamilton,  Fraser  S.  Keith,  Secretary  of  The 
Engineering  Institute  of  Canada,  came  to  the  city  on  June 
14th,  1918,  to  discuss  the  question  of  forming  a  Branch. 
Over  forty  engineers  attended  the  meeting  to  meet  Mr. 
Keith,  and  after  a  discussion  it  was  decided  to  start  a 
Branch  of  The  Engineering  Institute  ofCanadain  Hamilton. 
The  necessary  application  was  signed  and  sent  in  to 
Council.    The  meeting  adjourned  to  an  informal  dinner. 

On  July  26th  a  meeting  was  held  at  which  Nominating, 
By-Laws,  and  Membership  Committees  were  appointed. 
According  to  their  instructions  the  Nominating  Committee 
sent  out  a  letter  ballot  by  which  the  following  executive 
were  elected:  E.  R.  Gray,  Chairman;  H.  B.  Dwight, 
Secretary-Treasurer;  E.  H.  Darling  and  J.  A.  McFarlane. 

The  first  regular  meeting  of  the  Branch  was  held  in 
the  Royal  Connaught  Hotel  on  Sept.  21st,  1918, 
P.  M.  Lincoln,  Past-President  of  the  American  Institute 
of  Electrical  Engineers,  gave  a  comprehensive  and  enjoy- 
able lecture  on  "  The  Development  of  Electric  Power 
Transmission."  This  was  followed  by  a  good  discussion 
of  the  subject  by  the  engineers  present. 

On  Sept.  30th,  a  meeting  was  held  in  the  Royal  Con- 
naught  Hotel.  E.  R.  Gray,  the  Chairman  of  the 
Branch,  gave  an  address  on  the  duties  and  opportunities 
of  engineers  in  connection  with  their  professional  organi- 
zation. A  set  of  by-laws  for  the  Branch  was  then  pre- 
sented by  the  By-laws  Committee,  and  was  amended  in 
some  particulars  and  then  forwarded  to  the  Council  of  The 
Engineering  Institute  of  Canada. 

Further  meetings  for  the  autumn  of  1918  were  pre- 
vented by  the  influenza  epidemic,  although  complete 
arrangements  had  been  made  for  a  joint  meeting  to  be  held 
in  Hamilton  with  the  Toronto  Section  of  the  American 
Institute  of  Electrical  Engineers,   to  be  addressed  by 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


77 


G.  E.  Stoltz  of  Pittsburgh,  on  "Steel  Mill  Electrifi- 
cation." Another  lecture  which  had  to  be  postponed,  was 
the  illustrated  lecture  by  Geo.  F.  Porter  on  "  The 
Quebec  Bridge,"  which  has  been  given  with  much  success 
before  several  other  branches. 

A  meeting  of  the  Branch  was  held  on  Jan.  17th,  1919, 
to  discuss  the  subject  of  legislation.  A  Legislation  Com- 
mittee of  five  members  was  appointed  and  it  was  decided 
to  continue  the  discussion  at  a  future  meeting. 

It  is  planned  to  hold  several  meetings  this  winter,  one 
to  be  addressed  by  E.  L.  Cousins,  chief  engineer  of 
the  Toronto  Harbor  Commission,  on  "  Harbor  Improve- 
ments," and  one  to  be  addressed  by  Dr.  F.  B.  Jewett, 
chief  engineer  of  the  Western  Electric  Co.,  on  "Research." 

Since  the  Hamilton  Branch  was  organized,  at  least 
twelve  applications  have  been  sent  in  for  corporate 
membership,  and  fifteen  affiliates  have  joined  the  Branch. 
A  financial  statement  is  attached. 

H.  B.  D WIGHT, 

Secretary-Treasu  rer . 


1918 

Receipts. 

Aug.     23 

Advance  Rebate  from  The 
Engineering    Institute    of 

Canada 

$50.00 

Oct.       10 

Fees  from  Affiliates 

9.00 

17 

tt           it                  tt 

9.00 

Nov.       5 

a           tt                  tt 

9.00 

21 

tt            tt                   tt 

15.00 

26 

tt           tt                  tt 

3.00 

1919 

Jan.       14 

Rebate  from  The  Engineer- 
ing   Institute   of   Canada 

for  1918 

29.40 

Total 

1918 


Sept. 

30 

44 

30 

Oct. 

9 

" 

9 

" 

9 

" 

9 

Nov. 

14 

*4 

14 

a 

14 

Dec. 

17 

" 

17 

191£ 

> 

Jan. 

3 

*4 

14 

t  t 

14 

$124.40 


Expenses. 

Postage 1 .  44 

Typewriting  Letter  Ballot..  3 . 70 

Paper  and  Envelopes 3 .  50 

Philip  Davis  Printing  Co .  .  2 .  50 

Connaught  Hotel  Co 10 .  00 

Post  Cards 3 .  15 

Moore  Printery 5 .  10 

Flowers    for     Funeral     of 

M.  A.  Kemp 5.00 

PostCards 2.80 

The  Moore  Printery 2 .  50 

PostCards 3.00 

Expenses  of  Geo.  F.  Porter  3 .  45 

Total 46.14 

Balance  in  Bank 78 .  26 


$124.40 


Victoria  Branch 

To  the  President  and  Council,  Montreal: — 

We  have  pleasure  in  submitting  the  following  annual 
report  of  this  Branch  for  the  year  1918: — ■ 

One  of  the  main  characteristics  of  the  past  year  has 
been  the  demand  for  the  services  of  engineers,  which  has 
prevented  as  good  attendances  at  headquarters  as  possible, 
but  the  average  has  been  a  considerable  improvement  on 
the  previous  year,  and  altogether  there  has  been  a  much 
greater  interest  taken  in  the  affairs  of  both  the  Branch  and 
The  Institute;  the  question  of  obtaining  proper  recognition 
for  the  profession  is  occupying  chief  place  at  the  present 
time. 

Our  Legislation  Committee  deserves  special  thanks 
for  the  time  and  labour  spent  in  opposing  a  charter  sought 
from  the  Provincial  House  by  a  number  of  men  (including 
a  few  members  of  our  Institute)  who  wished  to  become 
certified  engineers  by  Provincial  Legislation.  They  were, 
however,  unable  to  prove  their  case  or  substantiate  their 
claim  to  legal  recognition,  and  the  bill  failed  to  pass  through 
committee.  Our  thanks  are  tendered  to  the  parent 
Council  for  their  advice  and  financial  assistance  in  con- 
nection with  this  matter. 

Ten  general  meetings  were  held  during  the  year,  the 
influenza  ban  preventing  all  meetings  for  several  weeks 
in  the  fall. 

Papers  were  given  by  D.  O.  Lewis  on  the  History  and 
Development  of  Railways,  and  by  A.  E.  Foreman,  on 
the  Dewey  Decimal  System  of  Filing;  and  discussions 
were  held  as  follows: — 

Two  on  W.  F.  Tye's  paper  Canada's  Railway 
Problem  and  its  Solution." 

One  on  Dr.  Haanel's  paper  Fuels  of  Canada. 

One  on  The  Sooke  Lake  Water  supply  system. 

One  on  Proposed  Saskatchewan  Legislation. 

One  on  Reclaiming  and  Developing  Land  Areas 
for  Returned  Soldiers. 

G.  F.  Porter  gave  his  illustrated  lecture  on  the 
Quebec  Bridge  on  June  12th. 

Several  volumes  have  been  donated  by  members  to 
the  Branch  library  the  greater  part  of  the  library  being 
loaned  by  F.  C.  Gamble,  Past  President  of  the  Society. 

During  the  year  W.  K.  Gwyer  was  transferred  to  the 
Okanagan  and  his  place  on  the  executive  was  filled  by  the 
election  of  W.  Young. 

The  membership  resident  within  Branch  limits  at  the 
close  of  the  year  was: — 

Members 22 

Associate  Members 30 

Juniors 3 

Branch  Associates 2 

Total 57 

The  return  of  those  who  are  overseas  is  expected  to 
bring  increased  numbers  and  greater  activity  in  the  near 
future. 


78 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Our  Annual  Branch  meeting  was  held  on  December 
11th,  and  the  following  officers  were  elected  for  1919: 
W.  Young,  Chairman;  R.  A.  Bainbridge,  Vice-Chairman ; 
E.  Davis,  Treasurer;  J.  B.  Holdcroft,  Secretary;  The 
above  with  W.  Everall  and  A.  Yarrow,  Executive; 
D.  O.  Lewis  and  R.  W.  Maclntyre,  Past  Chairmen,  are 
ex  officio  members  of  the  Executive;  A.  F.  Mitchell  and 
W.  M.  Stokes,  Auditors. 

The  financial  statement  for  1918  is  attached. 


E.  G.  Marriott, 

Secretary. 


Respectfully  submitted, 

R.  W.  Macintye, 

Chairman. 


Bala  nee  Sheet  1st  December,   1917, 
to  1st  December,   19 IS. 

Balance  in  Bank  1st  Dec,  1917  $269 .  75 
Cash  in  Hand 18.32 


$288.07 


Receipts. 

Fees  due  prior  to  31st  Dec, 

1917 $32.00 

Fees  due  for  1918 138.50 

Entrance  Fees 4 .  00 

Rebates  from  Engineering  Ins- 
titute, Montreal 1 13 .  40 

Sale  of  Table 25.00 

Sale  of  Keys  of  Room .75 

Interest  on  War  Bond 5 .  50 

Stamp  on  Cheque .02 


$319.17 


Disbursements. 

Rent  of  Club  Room,  1st  Dec, 

1917,  to  30th  Nov.,  1918.  .  .   $180.00 

Telephone 33.40 

Telegrams 4 .  07 

Postage  Stamps,  Sec.  and  Treas.  1 1 .  36 

Typewriting 12.91 

Stationery 30 .  50 

Binding  Books 5 .  20 

Technical  Papers 14 .  32 

Quebec  Bridge  Lecture: 

Car  hire $  5.00 

Room  Hire...     3.00 
Advertising. .  .   14 .  28 

—  22.28 

Altering  Sign  on  Room  Door .  .  1 .  75 

Keys 1.75 


$317.54 

$    1.63 
Excess  of  Receipts  over  Disbursements $  1 .  63 


Liquid  Assets. 

Victory  Bond $  99. 11 

Bank  Balance 181.61 

Cash  Balance 8.98 


$289.70 

The  books,  vouchers  and  balance  sheet  have  been 
examined  and  found  correct. 


E.  Davis, 


Treasurer. 


Clarence  Hoard, 
F.  C.  Green, 

Auditors. 


$289.70 


Saskatchewan  Branch 

The  second  Annual  Report  of  the  Saskatchewan 
Branch  of  The  Engineering  Institute  of  Canada,  is  hereby 
respectfully  submitted:  — 

At  the  outset  we  would  like  to  mention  the  fact,  that 
it  is  only  four  years  now,  that  eight  members  of  the 
Canadian  Society  of  Civil  Engineers  gathered  in  the  house 
of  one  of  the  local  members  and  decided  to  request  the 
approval  of  the  Parent  Institute  for  the  formation  of  a 
Regina  Branch.  At  present  after  four  years,  we  have  a 
membership  of  ninety-one  members,  sixteen  of  whom 
are  overseas.  The  membership  is  composed  as  follows: 
9  Members,  67  Associate  Members,  3  Juniors,  5  Students, 
1  Associate  and  6  Affiliates  and  means  an  increase  of 
twenty-two  over  last  report. 

As  there  are  at  present  seven  applications  from  our 
Province  in  the  hands  of  the  Council  of  the  Parent  Institute 
we  are  certain  to  arrive  at  a  membership  of  one  hundred 
early  during  the  coming  year. 

The  past  year  has  been  one  of  considerable  activity 
in  the  Branch.  The  dividing  of  the  entire  membership 
into  two  groups,  one  on  "  Power,"  the  other  one  on 
"  Good  Roads,"  with  two  Main  Committees  in  charge  of 
proceedings  and  papers,  bore  good  results  and  all  the 
meetings  during  last  winter  were  taken  up  by  papers 
dealing  with  some  of  the  phases  of  the  two  subjects. 
Especially  the  question  of  "  Good  Roads "  has  been 
thoroughly  discussed  and  our  Committee  hopes  shortly  to 
submit  a  resume  in  form  of  a  Progress  Report. 

Then  came  our  First  Western  Professional  Meeting  at 
Saskatoon  under  the  auspices  of  our  Branch,  with  its 
three  days  deliberations  on  technical  and  professional 
matters,  and  the  first  "  getting  together  "  on  the  subject  of 
"  legislation,"  which  we  hope  sincerely  will  materialize 
during  this  year.  Another  tangible  result  of  our  Western 
Meeting  is  a  permanent  "  Concrete  "  and  "  Good  Roads 
Committee." 

We  do  not  want  to  overlook  to  mention  the  visit  of 
G.  F.  Porter  with  his  interesting  paper  on  the  "Quebec 
Bridge." 

After  the  Professional  Meeting  all  our  sessions  were 
devoted  nearly  exclusively  to  "  legislation,"  and  a  fairly 
good  draft  of  a  proposed  Act  had  been  prepared.    We 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


79 


intended  to  submit  the  same  at  the  present  session  of  our 
Legislative  Assembly  here,  but  decided  to  withold  action 
in  deference  to  a  request  of  the  parent  Council. 

Altogether  6  Executive,  10  regular  and  6  special 
Meetings  were  held  in  addition  to  a  considerable  number  of 
Committee  Meetings. 

The  following  papers  have  been  read: 

R.  W.  E.  Loucks,  A.M.E.I.C.— "  General  Prin- 
ciples affecting  the  Location  of  Good  Roads." 

E.  W.  Murray,  A.M.E.I.C.  "  Construction  and 
Maintenance  of  Earth  Roads." 

H.  R.  Mackenzie,  A.M.E.I.C.—"  The  Necessity 
of  Engineering  Supervision  on  Construction  and 
Maintenance  of  Earth  Roads." 

J.  D.  Peters,  Electrical  Superintendent,  City  of 
Moose  Jaw. — "  Load  Factor  and  Diversity  Factor 
and  their  Effect  on  the  Cost  of  Production  of  Power." 

W.  T.  Thompson,  M.E.I.C.— "  Notes  on  Loca- 
tion and  Construction  of  Trunk  and  Feeder  Roads 
with  Special  Reference  to  their  Grades  and  Width 
in  Relation  to  Traffic." 

A.  A.  Murphy,  A.M.E.I.C.—"  Relative  Merits 
of  Various  Types  of  Prime  Movers  Producing 
Electrical  Energy." 

E.  H.  Phillips,  A.M.E.I.C— "A  Consideration 
Affecting  the  Location  of  Roads  with  Respect  to 
Population,  Existing  Railroads  and  Road  Building 
Materials." 

C.  P.  Richards,  A.M.E.I.C.—"  Legal  Inter- 
pretation of  the  Quebec  Act." 

J.  N.  deStein,  M.E.I.C—  "  Remarks  Regarding 
Rural  Roads. 

The  financial  situation  has  been  rendered  rather 
difficult  through  the  new  By-Laws  of  The  Institute, 
cutting  the  Branch  revenue  practically  in  two.  A  special 
levy  had  to  be  made  upon  our  members,  which  brought  our 
income  of  only  $132.40  from  the  parent  Institute  up  to 
$359.97,  with  an  expenditure  of  $340.07.  It  will  be 
necessary  again  to  make  a  special  assessment  amongst  our 
Branch   Members. 

At  the  Annual  Meeting  of  our  Branch  held  on  January 
9th,  the  following  were  elected  officers  for  the  ensuing  year: 
H.  S.  Carpenter,  Regina,  Chairman;  C.  J.  Yorath,  Saska- 
toon, Vice-Chairman ;  J.  N.  deStein,  Sec. -Treasurer; 
H.  R.  Mackenzie,  Regina,  W.  R.  Warren,  Regina,  J.  R. 
C.  Macredie,  Moose  Jaw,  Prof.  A.  R.  Greig,  Saskatoon, 
H.  Mclvor  Weir,  Saskatoon,  Executive  Committee; 
L.  A.  Thornton,  Regina,  G.  D.  Mackie,  Moose  Jaw, 
ex-officio. 

For  the  Saskatchewan  Branch,  The  Engineering 
Institute  of  Canada, 


J.N.  deStein, 

Sec-Treasurer. 


H.  S.  Carpenter, 

Acting  Chairman. 


St.  John  Branch 

Fraser  S.  Keith,  Secretary  of  The  Engineering 
Institute  of  Canada,  addressed  a  meeting  in  the  Royal 
Hotel,  on  March  17th,  last,  on  the  advisability  of  forming 
a  local  Branch  of  The  Institute.  The  twelve  members 
present  agreed  to  this  proposal,  elected  A.  Gray, 
temporary  chairman,  and  A.  R.  Crookshank,  temporary 
secretary,  and  make  formal  application  to  the  Council  of 
The  Institute  for  permission  to  establish  the  St.  John 
Branch  of  The  Engineering  Institute  of  Canada. 

The  Council  authorized  this  on  March  19th,  and  at  a 
meeting  of  the  members  of  The  Institute,  called  by  the 
temporary  chairman,  on  April  4th,  the  Branch  was  estab- 
lished, by-laws  adopted,  officers  nominated,  and  general 
plans  for  the  ensuing  season  made. 

On  May  7th,  the  officers  for  the  year  were  elected  and 
the  by-laws  amended.  At  a  meeting  of  the  Executive  on 
May  13th,  A.  Gray  was  appointed  Chairman  of  Member- 
ship Committee,  with  the  rest  of  the  Executive  as  mem- 
bers. 

J.  A.  Grant  was  appointed  chairman  of  Publicity 
Committee  and  was  authorized  to  appoint  two  Branch 
members,  outside  of  the  Executive,  to  act  with  him. 
G.  G.  Murdoch,  was  appointed  Chairman  of  the  Proceed- 
ings Committee,  with  J.  A.  Grant  and  C.  C.  Kirby 
as  members  of  Committee.  Lots  were  drawn  by  the 
three  elected  Committee  men,  as  called  for  by  the  by-laws, 
and  the  lot  fell  to  J.  A.  Grant  to  serve  the  one  year 
term ;  the  other  two  men  to  serve  for  two  years. 

During  the  year,  there  was  one  preliminary  and  five 
regular  meetings,  held  with  an  average  attendance  of  ten 
members  and  two  visitors,  one  of  these  was  a  joint  meeting 
with  the  Board  of  Trade,  on  Oct.  7th,  at  which  Mr.  Gray 
read  his  paper  on  St.  John  Harbor. 

A  general  professional  meeting  was  held  in  Halifax, 
Sept.  11,  12  and  13,  under  the  joint  auspices  of  the  St. 
John  and  Halifax  Branches.  Attendance  of  St.  John 
Branch  members  was  ten  with  seven  other  New  Brunswick 
visitors.  The  report  of  this  meeting  is  contained  in  the 
October  number  of  The  Journal. 

One  trip  was  made  to  points  of  interest,  when  on 
May  18th,  eight  members  and  ten  visitors  visited 
Grant  &  Home's  shipyard  and  saw  the  "  War  Fundy  " 
under  process  of  construction. 

The  Executive  Committee  met  nine  times  with  an 
average  attendance  of  five  and  transacted  a  large  amount 
of  business. 

The  plans  for  a  programme  of  interesting  meetings 
last  fall  were  upset  and  the  work  disorganized  by  the 
Influenza  epidemic  with  its  consequent  ban  on  public 
meetings. 

Subscriptions  were  asked  for  The  Institute's  overseas 
tobacco  fund,  and  $22.00  was  forwarded  to  the  General 
Secretary  on  Nov.  1st  by  the  Secretary,  as  contribu- 
tions from  twenty-two  Branch  members. 

Considerable  corresponding  has  been  carried  on  during 
the  year,  as  is  shown  by  the  attached  statement.    The 
financial  and  membership  reports  are  also  attached. 
Respectfully  submitted, 

A.  R.  Crookshank, 

Secretary-treasurer. 


80 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Financial  Statement. 

1918 

Receipts. 

Advance  on  account  of  20%  rebate  of  1918  dues  of 
Branch    members    from    The    Engineering 

Institute  of  Canada $50.00 

Tobacco  Fund  for  Members  Over-seas 22.00 

Affiliates'  Fee  for  Season  1919 4 .00 

$76.00 
Expenditures. 

The    Engineering    Institute    of   Canada 

Overseas  Tobacco  Fund $22 .  00 

Postage  on  Notices  and  Correspondence 

and  Exchange 11.18 

Stationery  and  Printing 6 .  55 

Stenography 10 .  00 

One  half  of  Halifax  General  Professional 

Meeting — General  Expenses 12.50 

Halifax  Photo  Group 1 .00 

Balance  in  Royal  Bank  of  Canada 12 .  77 

$76.00    $76.00 

Statement  of  Membership. 

Resi-      Non-        Over-      Total 
dent     Resident      seas 

Members 10  2              1  13 

Associate  Members...  14  3             4  21 

Juniors 3  5  8 

Students 

Branch  Affiliate ....  1  -  1 

Total 28  5  10  43 

Membership  in  Province,  outside  of  Branch  —  52 

Total  membership  in  Province 95 

Applications  pending  election: 

Associate 
Members     Members      Juniors      Affiliates       Total 

2  1115 


Change  in  Membership  during  the  year  1918. 

Decrease — Killed    on     "  Field    of    Honour."     Associate 
Member,  1. 

Increase  Newly         New  Non- 

elected     residents     residents 

Member 1  1              2 

Associate  Member. . .  1  1                  3              5 

Junior 1  1 

Affiliate 1  1 

Totals 3  2  4  9 

Net  increase  for  vear 8 


t  'orresponde 

nee. 

Re- 

Sent 

Membership 

ceived 

out 

Elections 

Total        I 

5 

3 

- 

8 

18 

13 
11 

— 

31 
23 

..       12 

5 

1 

- 

6 

C.       43 

30 

4 

77 

3 

1 

- 

4 

86 

59 

4 

149 

Non-members . . 

Members 

Halifax  Branch 
Other  Branches 
Headquarters,  E.I.C 
Letters  re  forms 


Notice  of  meetings  (only)  6  sets,  about  50  sent  out. 

Circulars  and  notices  of  meetings,  including  circulars, 
11  sets,  about  410  sent  out. 

Ballots,  4  sets,  about  110  sent  out. 

Total,  570  sent  out. 

Grand  total  of  pieces  of  mail  matter  handled,  719. 

Meetings. 

General  Professional 1 

Preliminary  to  Organization 1 

Regular 5 

Industrial  Trip 1 

Total 8 

Executive  Meetings 9 

Total  Meetings 17 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


81 


Programme  of   Ottawa   Meetings 


Arrangements  have  been  completed  for  the  Annual 
General  Meeting  and  the  General  Professional  Meeting 
at  the  Chateau  Laurier  in  Ottawa  on  Tuesday,  Wednesday 
and  Thursday,  February  11th,  12th  and  13th.  The 
programme  is  as  follows: 


Morning, 
10.00  A.M. 

Luncheon, 
1.00  P.M. 


Afternoon, 
4.00  P.M. 

Evening, 
7.30  P.M. 


Morning 


Luncheon, 
1.00  P.M. 


Afternoon 
2.15  P.M. 


Tuesday. 

Business  Session. 

Followed  by, 

Short  Address,  by  His  Excellency  the 
Governor-General. 

Short  Address,  by  C.  A.  Adams,  Presi- 
dent, A.  I.  E.  E. 

Address — International  Affiliation  of  En- 
gineers, by  A.  D.  Flinn,  Secretary  of  the 
United  Engineering  Council. 

Business  Session. 

President's  Address  (invitations). 

Informal  Dinner  and  Smoker. 

Wednesday. 

Unfinished        Business    of      Annual 

Meeting. 

Standards  in  Engineering,   by  Capt. 

R.  J.  Durley,  M.E.I.C,  Chief  of  Division 

of    Gauges    and    Standards,     Imperial 

Ministry  of  Munitions. 

Soldiers'1  Re-establishment,  by  Major 

Anthes,  of  the  Department  of  Soldiers' 

Civil  Re-establishment.    . 

The    Development    and    Future    of 

Aviation  in  Canada,  by  M.  R.  Riddell, 

Chief  Engineer  of  Canadian  Aeroplanes 

Ltd. 

Followed  by, 

Short  Address,  by  Dr.  Ira  Hollis,  Dean, 

Worcester  Polvtechnic,  representing 
A.S.M.E. 

National  Highways  and  Good  Roads, 

by  J.  Duchastel,  M.E.I.C,  Hon.  Presi- 
dent, Good  Roads  Association. 
Frazil,    by    R.    M.    Wilson,    M.E.I.C, 
Chief  Engineer,  Montreal  Light,  Heat  & 
Power,  Ltd. 

Mean  Sea  Level  Datum  for  Canada, 
by  W.  Bell  Dawson,  M.E.I.C,  Supt.  of 


Tidal    Survey,    Department    of    Naval 
Service. 

The  Montreal  Tunnel,  by  J.  L.  Busfield, 
A.M.E.I.C  (Illustrated). 
Evening 

9.00  P.M.      Formal   Gathering. 

Reception  by  President :  Ladies,  Music, 
Refreshments,  Dancing. 


Morning 


Luncheon, 
1.00  P.M. 


Afternoon, 
4.30  P.M. 


Thursday. 
Topical  Discussion  on  the  Economics 
of  Railway  Electrification,  opened  by 
John  Murphy,  M.E.I.C,  Department  of 
Railways  and  Canals,  and  Railway  Com- 
mission; followed  by  discussions  by  F.  H. 
Shepard,  A.A.I.E.E.  New  York,  Director 
of  Heavy  Traction,  Westinghouse  Electric 
&Mfg.  Co. ;  and  W.  G.  Gordon,  F.A.I.E.E. 
Toronto,  Transportation  Engineer,  Can- 
adian General  Electric  Co.,  Ltd. 
Mining  and  Metallurgy  of  Cobalt 
Silver-Ores,  by  Lt.-Col.  R.  W.  Leonard, 
M.E.I.C,  President,  Coniagas  Mines. 

Followed  by, 

Short  Address,  by  Hon.  F.  B.  Carvell, 
Minister  of  Public  Works,  to  be  followed 
by  a  visit  to  the  New  Parliament  Build- 
ings, Ladies. 

Motion  Pictures. 


Luncheon  —  Tuesday,   11.00  to  1.00  p.m.,  at    Chateau 
Laurier. 

Complimentary  tickets  to  visiting  members. 
Informal  Dinner  and  Smoker  — 

Tickets  $2.50,  to  be  obtained  on  registering. 
Luncheon  —  Wednesday  and  Thursday,  February  12th  and 
13th,  1.00  p.m.,  at  Chateau  Laurier.    Tickets  $1.00 
to  be  obtained  on  registering. 

Since  the  last  Annual  Meeting  many  changes  have 
taken  place  in  the  organization  indicative  of  progressive 
development  and  the  new  spirit  that  has  been  aroused  in 
the  affairs  of  the  engineering  profession.  It  is  already 
indicated  that  this  will  be  one  of  the  most  largely  attended 
Annual  Meetings  ever  held.  Members  of  the  Ottawa 
Reception  Committee,  wearing  badges,  will  meet  incoming 
trains  and  will  furnish  information  regarding  accommoda- 
tion and  registration.  The  registration  will  take  place 
on  the  ground  floor  in  the  assembly  room  at  the  rear  of 
the  rotunda. 


82 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Mean  Sea  Level  As  A  General  Datum  for  Canada* 

By  W.  Bell  Dawson,  M.A.,  D.Sc,  M.E.I. C,  M.Inst.C.E.,  F.R.S.C. 


In  regard  to  a  general  datum  for  levels  in  Canada, 
there  can  scarcely  be  a  question  that  the  right  datum  to 
adopt  is  Mean  Sea  level;  since  this  is  used  in  all  civilized 
countries  as  the  general  plane  of  reference  for  levels.  There 
are  some  important  purposes  however,  for  which  other 
zero  levels  are  preferred;  notably  the  Low-water  datum 
for  navigation  and  harbour  works.  Another  plane  of 
reference  that  may  have  some  possible  claim  for  con- 
sideration, is  the  level  of  High  water,  which  some  railway 
companies  and  some  coast  cities  have  adopted.  In  some 
cases  also,  this  is  made  the  reference  level  for  the  height  of 
mountains.  But  apart  from  these,  a  great  number  of 
independent  and  discordant  datums  are  in  use  for  reference 
on  railways  or  in  our  different  cities,  which  are  indefensible 
in  the  sense  that  they  do  not  correctly  represent  any 
physical  plane  of  reference. 

The  object  of  the  present  Paper  is  to  outline  briefly 
the  situation  in  Canada  at  the  present  time;  as  it  is  now 
possible  to  aim  at  the  use  of  one  general  datum,  and 
gradually  to  do  away  with  all  the  undesirable  ones.  The 
Railway  Commission  views  favorably  the  adoption  of  a 
general  datum  of  this  character,  wherever  it  is  practicable 
to  connect  with  it.  The  Superintendent  of  the  U.  S.  Coast 
and  Geodetic  Survey,  in  a  Paper  entitled  "  The  use  of 
Mean  Sea  level,"  published  in  1917,  gives  the  opinions  of 
a  number  of  Engineers  and  others  throughout  the  United 
States  on  the  datum  to  which  elevations  should  be  referred. 
All  are  agreed  that  Mean  Sea  level  should  be  chosen,  and 
that  it  should  be  adopted  without  further  delay.  The 
Engineering  Institute  should  therefore  discourage  the 
reprehensible  practice  of  Engineers  in  beginning  almost 
every  new  undertaking  with  a  fresh  and  independent 
datum,  without  even  inquiring  what  is  already  in  use  in 
the  locality.  This  practice  appears  to  continue  to  the 
present  time. 

In  explaining  the  advantages  of  Mean  Sea  level  as 
a  datum,  we  will  avoid  technicalities;  but  the  way  it  is 
arrived  at  and  its  degree  of  accuracy  are  matters  of 
interest  from  an  engineering  standpoint. 

On  all  shores  of  the  Ocean  there  is  a  tide  which  rises 
and  falls  twice  a  day;  and  the  determination  of  the  mean, 
or  true  level  of  the  sea,  is  necessarily  a  tidal  problem. 
When  this  has  to  be  done  from  the  beginning,  there  are 
several  successive  steps  required ;  as  a  zero  level  from  which 
heights  are  to  be  measured  must  be  established;  and  also 
a  local  Bench-mark  for  reference,  to  maintain  the  levels 
at  a  uniform  elevation  from  year  to  year.  The  best  zero 
level  to  adopt,  is  a  Low- water  datum,  which  can  be  decided 
upon  definitely  as  soon  as  the  first  few  months  of  tidal 
observations  are  obtained. 

This  Low-water  datum  differs  essentially  from  Mean 
Sea  level  in  not  representing  a  constant  or  absolute  eleva- 
tion. It  is  a  plane  of  reference  at  half  the  range  of  the  tide 
below  the  mean  level  of  the  sea;  and  the  range  of  the  tide 
varies  from  4  feet  to  50  feet  in  different  regions.  The  only 
justification  for  the  Low-water  datum  is  its  great  conven- 
ience to  the  mariner,  in  showing  the  least  amount  of  water 
available  in  bays  and  channels  under  the  influence  of  the 

*To  be  read  at  the  General  Professional  Meeting,   Ottawa, 
February  12th. 


tide.  It  is  therefore  universally  used  in  Hydrographic 
Surveys  as  the  datum  for  marine  charts ;  and  by  using  the 
same  datum  as  the  zero  level  in  tide  tables,  the  extra 
depth  due  to  the  rise  of  the  tide  is  made  evident.  To 
this  practice,  Holland  may  be  mentioned  as  an  exception ; 
for  although  a  Low-water  datum  is  used  for  their  charts, 
it  is  not  accepted  for  the  tide  tables,  which  are  everywhere 
referred  to  Mean  Sea  Level  at  Amsterdam.  This  gives 
all  High  waters  a  plus  value  and  all  Low  waters  a  minus 
value ;  which  carries  the  use  of  this  datum  to  its  theoretical 
limit. 

At  a  fully  equipped  tidal  station  the  tide  is  obtained 
by  a  recording  instrument,  as  a  continuous  curve  day  and 
night,  summer  and  winter.  The  equipment  necessary 
to  secure  such  observations,  especially  in  our  climate, 
need  not  be  detailed;  but  it  is  evident  that  the  levels  at 
the  tidal  station  must  be  maintained  accurately  from 
year  to  year  with  reference  to  the  Bench-mark;  the 
individual  observations  being  to  the  nearest  hundreth  of 
a  foot. 

The  ordinates  of  the  tide  curve  above  the  Low-water 
datum  are  then  measured  at  each  hour  throughout  the 
year,  and  the  average  of  these  is  accepted  as  the  best 
value  for  Mean  Sea  level.  It  is  necessary  to  deal  with  a 
complete  year  at  a  time,  to  allow  for  all  the  astronomical 
variations  in  the  tide  itself.  The  resulting  value  being 
thus  the  average  of  8,760  individual  heights,  is  already 
reliable  when  derived  from  one  year.  It  is  clear  that  from 
the  tidal  point  of  view,  the  value  of  Mean  Sea  level  is 
the  final  outcome  of  the  observations. 

This  method,  geometrically  speaking,  makes  Mean 
Sea  level  the  axis  line  of  the  tide  curve,  which  bisects  its 
area  horizontally.  The  only  other  method  is  to  take 
"  Half  tide  "  as  the  mean  level  of  the  sea;  that  is,  half  the 
difference  in  height  between  the  average  levels  of  High 
water  and  Low  water.  This  is  less  accurate,  chiefly 
because  Mean  Sea  level  may  not  be  truly  midway  between 
High  water  and  Low  water,  unless  the  tide  curve  itself  is 
perfectly  symmetrical;  there  being  regions  in  which 
there  is  an  inequality  that  interferes  seriously  with  its 
symmetry. 

The  value  of  Mean  Sea  level  from  the  hourly  ordinates 
of  the  tide  on  an  open  coast,  at  a  point  unaffected  by  river 
outflow,  is  reliable  to  the  third  decimal  of  a  foot  in  any  one 
year.  There  is  a  slight  variation  from  one  year  to  another 
of  perhaps  an  inch  or  two  from  the  mean  value;  for  some 
reason  which  is  not  well  understood.  For  example  in  a 
series  of  15  years  at  St.  Paul  Island  the  extreme  values  in 
individual  years  are  from  0.17  to  0.14  of  a  foot  above  or 
below  the  average  value.  The  average  of  the  determina- 
tions in  three  or  four  complete  years  however,  must  be 
regarded  as  correct  in  the  absolute;  because  the  probable 
error  in  about  100  miles  of  land  levelling  is  greater  than 
the  residual  error  in  the  determination  of  Mean  Sea  level. 
When  a  long  land  line  connects  two  well-situated  tidal 
stations,  any  outstanding  error  must  therefore  be  adjusted 
to  correspond  with  Mean  Sea  level  at  its  two  ends.  This 
is  recognized  in  the  extended  levelling  operations  through- 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


83 


out  India  and  the  United  States.  In  Great  Britain,  special 
tidal  stations  on  the  open  coast  have  been  established  in 
recent  years,  to  avoid  river  influence;  as  all  the  more 
important  harbors  are  in  the  estuaries  of  rivers. 

In  Canada  our  determinations  of  Mean  Sea  level  have 
been  kept  well  ahead  of  levelling  requirements.  The 
Survey  of  Tides  and  Currents  was  organized  in  1893;  its 
primary  purpose  being  for  the  benefit  of  navigation  in 
obtaining  data  for  tide  tables,  and  in  the  investigation  of 
marine  currents,  and  it  was  thus  made  a  branch  of  the 
Marine  department.  It  soon  became  evident  that  tide 
levels  were  valuable  for  construction  purposes  or  dredging, 
even  if  only  locally  determined  in  individual  harbours; 
and  also  that  Mean  Sea  level  would  be  of  importance  at 
some  future  time,  as  a  basis  for  extended  levelling.  The 
extra  work  necessary  to  maintain  accurate  levels  was, 
therefore,  undertaken  from  the  outset  by  the  Tidal  Survey; 
as  it  is  obviously  a  very  different  matter  to  keep  the  levels 
correct  to  the  nearest  0.01  of  a  foot,  as  compared  with 
working  to  the  nearest  half  or  quarter  foot  as  required  for 
chart  soundings  and  navigation  generally. 

By  1903,  reliable  results  became  available ;  and  values 
for  Mean  Sea  level  were  given,  with  other  tide  levels,  in 
a  Paper  by  the  Superintendent,  published  by  the  Canadian 
Society  of  Civil  Engineers.  These  values  were  based  on 
4  to  6  complete  years  of  observation.  Similar  data  for 
harbors  on  the  Pacific  coast  were  published  in  1905. 
About  that  time  also  (in  the  year  1904)  the  Academy  of 
Sciences  of  France  offered  one  of  its  prizes  for  the  best 
determinations  of  Mean  Sea  level  in  any  country  bordering 
on  the  North  Atlantic  ocean;  the  special  object  being 
physical,  in  establishing  a  basis  for  detecting  any 
depression  or  elevation  of  the  coast  relatively  to  the  Ocean 
level.  Somewhat  to  their  surprise,  Canada  took  the  first 
place  in  the  competition;  as  the  Tidal  Survey  had  deter- 
minations of  Mean  Sea  level  covering  eight  degrees  of 
latitude  from  southern  Nova  Scotia  to  Labrador,  and  in 
longitude  from  Cape  Breton  to  the  lower  St.  Lawrence. 
Notwithstanding  this  recognition  from  France,  it  was  not 
until  five  or  six  years  later  that  our  systems  of  Geodetic 
or  precise  levelling  were  connected  with  the  Canadian 
tidal  stations,  at  which  the  determinations  of  Mean  Sea 
level  available  in  1903,  had  been  made  known  by  publi- 
cation to  Engineers. 

The  first  accurate  levelling  which  began  in  the  region 
of  Montreal,  along  the  St.  Lawrence,  the  Richelieu  and  the 
Ottawa,  was  based  on  Bench-marks  on  the  frontier  of  the 
United  States,  connected  with  sea  level  at  New  York  by 
the  United  States  Coast  and  Geodetic  Survey.  The  most 
noteworthy  of  these  Bench-marks  is  at  Rouses  Point  at 
the  north  end  of  Lake  Champlain.  It  appears  to  be  at 
the  end  of  a  line  of  secondary  importance  in  the  United 
States  system;  as  its  original  altitude  was  diminished  in 
1900  by  1.08  feet,  and  its  elevation  was  finally  revised  in 
1903  from  110.06  to  107.95,  an  alteration  of  2.11  feet;  with 
possibly  a  further  small  correction  in  1907.  This  shows  the 
disadvantage  of  having  to  rely  on  United  States  levels; 
when  a  line  of  levels  from  Montreal  to  a  satisfactory  tidal 
station  of  our  own  (at  Father  Point  on  the  Lower  St. 
Lawrence)  is  no  longer  than  the  line  connecting  Montreal 
with  New  York. 


The  first  precise  levelling  in  the  Maritime  Provinces , 
was  also  started  from  a  frontier  Bench-mark  in  the  State 
of  Maine,  which  is  nearly  twice  as  far  from  New  York  as 
from  our  tidal  station  at  Halifax. 

These  points  are  mentioned  to  show  that  there  is  no 
need  to  make  Canada  a  mere  adjunct  of  the  United  States, 
when  our  Canadian  work  may  be  quite  as  good;  and  it 
would  be  equally  unfortunate  at  the  present  juncture  to 
miss  the  opportunity  of  correlating  all  existing  levels,  to 
place  them  on  a  satisfactory  basis. 

What  has  already  been  accomplished  in  accurate 
levelling  may  be  mentioned  in  the  briefest  way  to  indicate 
the  present  situation ;  with  the  endeavor  also  to  state  fairly 
the  amount  accomplished  by  each  Survey  or  Department 
engaged.  There  was  indeed  some  excellent  levelling  along 
our  railways,  especially  in  the  early  days;  no  such  work 
being  better  done  than  on  the  old  European  and  North 
American  Railway  from  St.  John  to  Shediac  in  1859. 
We  may  also  recall  the  careful  instructions  on  levelling 
for  the  Intercolonial  Railway  given  by  Sir  Sanford  Fleming 
about  1870.  But  all  this  is  now  lost,  because  unrecorded 
by  Bench-marks;  and  this  often  happened  on  our  railways 
built  later,  through  the  hurry  during  construction.  Some 
early  levels  have  been  preserved  however,  on  various  canal 
surveys,  though  more  limited  in  extent. 

The  first  work  done  under  the  name  of  Geodetic 
levelling,  was  in  1883  to  1888,  from  Quebec  to  Cornwall 
and  southward  to  connect  with  Rouses  Point;  under  the 
direction  of  Mr.  R.  Steckel  of  the  Public  Works  depart- 
ment; the  St.  Lawrence  section  from  Quebec  to  Montreal 
being  published  in  1891.  In  1904  to  1907  these  levels  were 
carried  through  to  Lake  Huron  by  the  Georgian  Bay 
Canal  Survey.  In  1906,  precise  levelling  was  begun  by 
the  Dominion  Observatory,  their  first  results  being  pub- 
lished in  the  report  of  the  Chief  Astronomer  for  1910. 
The  lines  run  in  the  first  years  were  in  western  and  southern 
New  Brunswick;  and  from  Sherbrooke  to  Colborne, 
Ontario.  The  whole  of  the  work  in  these  regions  was 
based  upon  Bench-marks  on  the  frontiers  of  the  United 
States,  and  chiefly  upon  Rouses  Point ;  but  most  of  it  had 
the  advantage  of  the  revised  elevation  of  1903  for  that 
Bench-mark;  which  was  carefully  correlated  with  others 
in  the  State  of  New  York  by  the  Georgian  Bay  Canal 
Survey  before  the  final  reduction  of  their  levels  in  1907. 

It  was  not  until  1910,  that  the  Geodetic  levelling  in 
the  Public  Works  department  was  continued  eastward 
beyond  Father  Point,  and  through  New  Brunswick  and 
Nova  Scotia  to  Halifax.  It  thus  makes  connection  with 
two  of  the  tidal  stations  at  which  Mean  Sea  level  is 
accurately  determined;  and  the  final  revision,  based  on 
both  stations,  was  made  in  1914.  The  precise  levelling  of 
the  Dominion  Observatory  was  also  connected  with  the 
Halifax  tidal  station  in  1913.  This  precise  levelling  has 
recently  been  organized  as  the  Geodetic  Survey  of  Canada, 
in  the  Interior  Department.  This  then  brings  us  to 
the  date  at  which  the  determinations  of  Mean  Sea  level 
made  by  the  Tidal  Survey,  were  first  utilized  as  a  basis  for 
extended  levelling.  When  required  for  levelling  opera- 
tions, determinations  were  thus  found  ready  to  hand,  which 
had  gradually  been  perfected  during  a  series  of  previous 
years.  The  same  advantage  was  obtained  afterwards 
in  the  two  additional  provinces  of  Prince  Edward  Island 
and  British  Columbia. 


84 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


At  this  juncture  we  may  indicate  concisely  the 
system  of  principal  stations  which  were  established  to 
command  all  Canadian  waters,  as  reference  stations  for 
tides  and  currents;  but  most  of  which  are  also  well  situated 
for  the  purpose  under  consideration.  There  are  eight 
principal  tidal  stations  in  Eastern  Canada  which  are 
maintained  summer  and  winter;  but  at  two  of  these  the 
value  of  Mean  Sea  level  is  not  satisfactory.  At  Quebec 
there  is  still  some  river  slope,  and  Mean  Sea  level,  deter- 
mined locally  by  the  method  described,  is  nearly  iy2  feet 
above  the  true  level  in  the  Ocean.  Even  at  St.  John, 
N.B.,  the  influence  of  the  St.  John  river  appears  to  be 
appreciable.  The  station  at  St.  Paul  Island  in  Cabot 
Strait,  though  invaluable  for  general  tidal  purposes,  is 
inaccessible  for  connection  with  land  levels.  This  leaves 
five,  which  are  well  distributed  on  our  Eastern  coasts: 
namely,  Father  Point,  Halifax,  Yarmouth,  Charlottetown 
and  a  station  in  Belle  Isle  Strait  at  the  extreme  northeast 
of  the  country.  At  all  these  stations,  the  results  are  now 
highly  accurate ;  and  they  are  referred  to  local  Bench- 
marks. 

The  determination  of  Mean  Sea  level  at  Halifax  is 
derived  from  nine  complete  years  of  tidal  observation. 
The  other  determinations  utilized  in  levelling  are  derived 
from  ten  complete  years  at  Father  Point,  five  years  at 
Charlottetown,  and  one  year  at  Yarmouth.  The  value 
of  Mean  Sea  level  at  Charlottetown  has  been  made  the 
basis  for  levelling  over  the  whole  of  the  Railway  system 
of  the  island,  which  was  begun  in  1915  by  the  Department 
of  Railways.  This  will  place  the  levels  throughout  this 
Province  in  a  very  satisfactory  position. 

The  principal  line  of  Geodetic  levelling  of  the  Public 
Works  department  runs  near  to  the  Eastern  coast  of  New 
Brunswick,  and  connects  Halifax  with  Father  Point.  It 
thus  constitutes  a  line  running  north  and  south  for  400 
miles  across  three  provinces,  which  is  connected  at  both 
ends  with  sea  level.  The  lines  of  the  Geodetic  Survey, 
running  from  Halifax  to  the  St.  Lawrence,  lie  further  in  the 
interior  of  New  Brunswick;  and  another  line  extends  from 
Halifax  to  Yarmouth,  being  thus  checked  at  both  ends. 
The  two  systems  of  level  lines  have  been  laid  out  with  care 
to  avoid  duplication,  as  far  as  this  is  practicable.  By 
means  of  these  lines  the  early  levelling  along  the  St. 
Lawrence  and  in  the  Montreal  region,  and  the  system  of 
lines  in  the  Maritime  Provinces,  are  well  connected  and 
brought  to  a  uniform  basis.  On  all  such  lines,  a  series  of 
Bench-marks  is  established  for  reference. 

It  may  be  possible  in  localities  to  which  precise  level- 
ling has  not  yet  reached,  to  make  a  determination  of 
Mean  Sea  level  from  a  few  months  of  tidal  observations, 
to  meet  some  special  requirement.  In  the  Pictou  and 
Sydney  coal  fields  in  Nova  Scotia,  contoured  maps  by  the 
Geological  Survey  have  been  based  on  local  determinations 
of  sea  level  in  those  harbours,  which  afforded  fairly  good 
values,  sufficiently  close  for  the  purpose.  A  basis  for 
levels  required  also  by  this  Survey  in  a  mining  region  on 
Howe  Sound,  B.C.,  was  obtained  similarly  from  a  special 
reduction  of  a  few  months  of  tidal  observations  there. 

The  region  of  the  Great  Lakes  is  related  by  its  situa- 
tion to  sea  level  on  the  New  England  coast  directly 
opposite;  and  the  determination  of  Mean  Sea  level  at 
New  York  thus  affords  the  natural  basis  for  this  region. 
The  lines  of  the  United  States  Coast  and  Geodetic  Survey 


form  a  net  work  by  which  the  Lake  levels  are  well  estab- 
lished ;  and  it  would  appear  that  the  elevations  now  arrived 
at,  can  be  accepted  without  question  of  further  revision. 
These  have  been  carried  across  to  the  Canadian  shores  by 
the  Hydrographic  Survey. 

Passing  to  the  Pacific  coast,  tidal  observations  were 
begun  there  in  1895  and  1902,  which  now  afford  accurate 
determinations  of  Mean  Sea  level  at  Vancouver  and  Port 
Simpson,  at  the  north  and  south  extremes  of  the  coast  of 
the  mainland;  as  well  as  at  Prince  Rupert,  from  observa- 
tions there  since  it  was  founded.  The  Geodetic  Survey 
had  thus  a  sound  basis  for  levelling,  when  it  was  begun  in 
the  region  of  the  lower  Fraser;  and  it  will  be  possible  to 
connect  the  land  lines  which  run  through  the  interior  of 
British  Columbia,  with  Mean  Sea  level  at  both  Vancouver 
and  Prince  Rupert;  two  points  on  the  coast  nearly  500 
miles  apart  in  a  straight  line.  This  is  a  further  example 
of  the  advantage  of  such  a  double  connection  for  long  land 
lines,  especially  in  so  mountainous  a  country. 

There  are  also  tidal  records  available  from  which 
Mean  Sea  level  can  be  worked  out  at  the  heads  of  any  of 
the  long  inlets  on  the  coast,  which  may  possibly  become 
Railway  terminals  in  the  future. 

On  Vancouver  Island,  there  are  three  determinations 
of  Mean  Sea  level  at  well  situated  points;  at  Victoria  and 
Hardy  Bay  at  the  south  and  north  ends,  which  are  260 
miles  apart,  and  at  Clayoquot  near  the  middle  of  the 
west  side.  Land  lines  throughout  the  length  and  breadth 
of  the  island  can  be  based  on  the  determinations  at  these 
three  tidal  stations.  Already  the  Geological  Survey  is 
utilizing  the  value  of  Mean  Sea  level  at  Victoria  for  a 
contoured  map  in  that  region. 

The  Geodetic  Survey  has  recently  completed  con- 
nections which  give  a  through  line  of  levels  across  the 
width  of  Canada  from  Halifax  to  Vancouver.  These 
levels  are  also  checked  by  United  States  Bench-marks 
near  the  boundary  in  the  middle  of  the  Continent. 
Towards  the  western  side,  a  net-work  of  lines  now  extends 
from  Vancouver  to  Regina,  and  from  Edmonton  to  Leth- 
bridge. 

In  these  central  regions,  levels  are  also  being  carried 
along  the  meridians  and  other  boundary  lines  which 
are  laid  out  by  the  Surveyor  General's  department. 
This  can  be  done  by  the  same  surveying  parties,  and  it 
helps  to  extend  the  levels.  This  work  is  correlated  with 
the  elevations  established  by  the  Geodetic  Survey  and 
is  kept  in  harmony  with  it. 

A  valuable  work  of  reference,  entitled  "Altitudes  in 
Canada,"  has  been  compiled  by  Mr.  James  White,  which 
gives  the  results  obtained  by  all  methods,  including 
precise  levelling,  re-levelling  on  railways,  and  reconnais- 
sances. The  earliest  edition  was  published  by  the  Geolo- 
gical Survey  in  1901;  and  the  later  editions  have  been 
largely  extended,  under  the  Conservation  Commission. 
The  elevations  throughout  are  referred  to  Mean  Sea 
level,  and  a  description  of  the  primary  determinations  by 
the  Tidal  Survey  is  given.  This  work  is  of  great  assistance 
in  familiarizing  Engineers  with  the  use  of  a  general  datum 
throughout  the  country. 

To  sum  up  the  situation,  we  have  at  present  a  net- 
work of  levelling  in  Eastern  Canada,  which  has  been  built 
up  by  three  systems  of  levelling  operations  since  1883, 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


85 


and  is  now  correlated  accurately  with  Mean  Sea  level. 
The  levelling  in  the  Public  Works  department,  extending 
from  Georgian  Bay  through  the  Montreal  region,  and  now 
connected  with  the  tidal  stations  on  the  Lower  St. 
Lawrence  and  at  Halifax,  was  finally  revised  in  1914. 
The  lines  of  the  Geodetic  Survey  in  the  Maritime  Pro- 
vinces, connected  with  the  tidal  station  at  Halifax  since 
1913,  extend  by  other  routes  continuously  to  the  region 
of  the  Great  Lakes.  On  the  Pacific  coast,  the  lines  of 
levels  are  also  beginning  to  form  a  net- work;  and  the  two 
sides  of  the  country  are  united  by  a  through  line  across  the 
Continent  finally  connected  in  1916  and  1917,  by  the 
comprehensive  work  of  the  Geodetic  Survey.  There  is 
thus  at  present  a  system  of  Bench-marks  throughout  all 
the  more  inhabited  parts  of  Canada  for  reference;  and  the 
dates  mentioned  show  that  this  is  quite  recently  accom- 


plished. It  is  obviously  desirable  therefore,  that  all 
Engineers  should  now  utilize  the  uniform  datum  thus 
established,  and  that  all  railway  profiles  should  be  referred 
to  it,  to  eliminate  the  confusion  arising  from  the  adoption 
of  independent  datums  which  is  still  in  vogue. 

The  only  necessary  exception  to  this  rule  is  for  marine 
charts  and  dredging,  for  which  a  Low-water  datum  must  be 
used;  as  well  as  for  the  height  of  the  tide  in  tide  tables. 
It  may  be  a  question  whether  it  is  essential  to  use  Low 
water  or  High  water  as  the  datum  for  harbour  con- 
struction and  dry  docks;  but  if  so,  it  should  be  possible 
to  give  a  correlation  with  Mean  Sea  level.  These  two 
datums  correspond  with  the  land  surface  of  the  country 
which  is  out  of  water,  and  the  harbours  and  maritime 
approaches  to  its  shores  which  are  below  sea  level. 


LIEUT.-COL.  R.  W.  LEONARD,  M.E.I.C. 
President,  Coniagas  Mines,  President  Elect.,  The  Engineering  Institute  of  Canada. 


86 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


The  Mining  and  Metallurgy  of  Cobalt  Silver-Ores 

By  Lieut-Col.  R.  W.  Leonard,  M.  E.  I.  C. 


In  the  Temiskaming  &  Northern  Ontario  Railway 
Commission's  Report  for  1916  on  the  Mining  Industry  in 
that  part  of  Northern  Ontario,  served  by  the  T.  &  N.  O. 
Railway,  Mr.  Arthur  A.  Cole,  Mining  Engineer  for  the 
Commission,  makes  the  following  remarks: 

"Along  the  Temiskaming  &  Northern  Ontario 
Railway  from  Cobalt  to  Porquis  Junction,  a  distance 
of  125  miles,  it  was  noticeable  this  year  that  there  was 
hardly  a  station  from  which  some  mining  operations 
were  not  being  carried  on.  New  districts  were  being 
reported  from  time  to  time,  and  the  older  districts 
were  looking  better  as  work  proceeded. 

"Anyone  who  looked  over  the  unbroken  forests 
of  Northern  Ontario  a  dozen  years  ago  and  predicted 
that  this  district  would  soon  be  producing  over  twenty 
millions  in  gold  and  silver  annually  would  have  been 
put  down  as  a  fantastic  dreamer;  but  that  figure  is 
surpassed  today  by  three  million  dollars,  and  the 
output  is  continually  increasing. 

"And  yet  only  a  small  portion  of  the  country  has 
been  prospected.  Running  north-east  and  north- 
west from  Cobalt  and  extending  to  the  Arctic 
Ocean  is  the  great  pre-Cambrian  shield,  the  basement 
formation  of  the  Continent.  It  contains  thousands 
of  square  miles  and  offers  to  prospectors  better  chances 
of  locating  valuable  mineral  deposits  than  can  be  found 
in  any  other  country  in  the  world." 

The  principal  camps  referred  to  by  Mr.  Cole  are  the 
Cobalt  silver  and  the  Porcupine  gold  areas,  and  if  to  this 
we  add  the  world-famed  copper-nickel  deposits  of  the 
Sudbury  district,  lying  about  160  miles  south  of  Porcupine 
and  80  miles  south-west  of  Cobalt,  we  have  a  very  inter- 
esting group,  of  which  two  are  the  most  wonderful  mineral 
deposits  in  the  world. 

In  1918,  Sudbury  is  credited  by  the  Deputy  Minister 
of  Mines,  Ontario,  with  a  production  of  Nickel  valued,  in 
matte  form,  at  $26,800,000.00,  and  of  Copper,  valued  in 
matte  form,  at  $8,500,000.00,  making  a  total  of 
$35,300,000.00.  The  market  value  of  the  refined  products 
would  exceed  these  figures  very  materially,  and  in  time 
the  refining  of  these  products  in  Canada  will  greatly 
stimulate  the  production  of  heavy  chemicals,  machinery 
and  many  other  materials  required  in  the  process. 

In  addition  to  the  silver  and  gold  produced  in  the 
Northern  Ontario  district  covered  by  Mr.  Cole's  Report, 
we  have  the  metal  cobalt,  existing  in  greater  concentration 
than  in  any  other  known  deposit,  enabling  Canada  to 
supply  for  some  years  past  practically  the  entire  world's 
consumption  of  refined  cobalt  products.  This  metal 
cobalt,  together  with  nickel  and  arsenic,  are  associated 
with  silver  in  the  Cobalt  ores,  and  in  this  same  district 
served  by  the  T.   &  N.  O.  Railway  are  found  copper, 


*To   be   read    at  the  General  Professional  Meeting,  Ottawa, 
February  12th. 


molybdenite,  barite,  fire-clay  and  pottery-clay,  all  in 
notable  commercial  deposits.  For  the  working  of  these 
deposits  the  district  affords  an  abundance  of  wood,  water- 
power  and  large  areas  of  peat  which  have  been  favorably 
reported  upon  by  A.  Anrep,  peat  expert  to  the 
Dominion  Government,  suggesting  its  use  in  the  form  of 
peat  powder,  even  for  locomotive  fuel. 

Before  proceeding  to  a  description  of  the  mining  and 
metallurgy  of  silver,  which  is  the  principal  mineral  pro- 
duced in  this  district  up  to  the  present  time,  just  a  word 
in  regard  to  the  gold  mines  of  the  Porcupine  Camp  which 
were  discovered  in  1907.  Since  that  year  to  December 
31st,  1918,  the  production  of  gold  has  reached  a  value  of 
$46,000,000.00,  and  the  working  mines  have  paid  dividends 
of  $13,312,310.00.  Gold  has  also  been  discovered  in 
notable  deposits  in  many  other  parts  of  this  district 
served  by  the  T.  &  N.  O.  Railway,  and  a  number  of  these 
occurrences  are  of  a  very  promising  nature. 

During  the  past  year  the  Cobalt  Camp  produced 
about  12} 4rv  of  the  total  world's  output  of  silver,  and  this 
was  achieved  by  a  camp  about  four  miles  in  length  and 
the  same  in  width.  The  Cobalt  silver  mines  have  paid  in 
dividends  to  December  31st,  1918,  over  $76,000,000.00, 
which,  added  to  the  dividends  paid  by  the  Porcupine  gold 
mines  of  over  $13,000,000.00,  gives  a  grand  total  of  more 
than  $89,000,000.00  paid  in  dividends  by  the  mines  of 
these  two  camps  since  1904. 

Notwithstanding  the  shortage  of  labour  due  to  the 
war,  the  gold  and  silver  mines  of  Northern  Ontario  are 
employing  about  7000  men  at  present  with  an  annual 
pay-roll  of  at  least  $8,500,000.00;  and  it  is  estimated  that 
up  to  the  present  time,  at  least  $100,000,000.00  has  been 
spent  by  the  operating  mines  in  labour,  equipment  and 
supplies. 

The  numerous  promising  discoveries  of  gold  through- 
out the  whole  territory  served  by  the  railway  gives  assur- 
ance that  the  gold-mining  industry  of  Northern  Ontario  is 
yet  in  its  infancy. 

In  1917,  there  were  fifteen  dividend-paying  silver 
mines  and  five  dividend-paying  gold  mines  in  Northern 
Ontario,  as  compared  with  nine  dividend-paying  silver 
mines  and  three  dividend-paying  gold  mines  in  1918. 

Notwithstanding  that  silver  was  discovered  on  the 
north-east  side  of  Lake  Temiskaming  about  a  century 
ago  when  operations  were  carried  on  at  the  Wright  Mine, 
the  history  of  the  Cobalt  mining  camp  began  in  1903, 
when  the  T.  &  N.  O.  Railway  was  in  course  of  con- 
struction, native  silver  being  discovered  at  that  time  at 
both  the  north  and  south  ends  of  Cobalt  Lake.  These 
spectacular  finds  of  native  silver  aroused  immediate  and 
widespread  attention  and,  as  a  result  of  the  work  done  by 
the  large  number  of  miners  and  prospectors  who  flocked 
into  the  country,  a  number  of  mines  were  rapidly  opened 
up,  and  these  mines  paid  handsomely  from  the  grass-roots 
down. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


87 


The  total  output  of  silver  from  the  Cobalt  district 
from  1904  to  the  end  of  1918,  is  as  follows: — 


Average 
price, 
Cents 
per  oz. 

1904 57.2 

1905 60.4 

1906 66.8 

1907 67.5 

1908 52.9 

1909 51.5 

1910 53.5 

1911 53.3 

1912 60.8 

1913 57.8 

1914 54.8 

1915 49.69 

1916 65.661 

1917 81.418 

Estimated— 19 18... 96 .  772 


Ounces 


206,875 
2,451,356 
5,401,766 
10,023,311 
19,437,875 
25,897,825 
30,645,181 
31,507,791 
30,243,859 
29,681,975 
25,162,841 
24,746,534 
19,915.090 
19,401,893 
17,500,000 


Value 


$ 


111,887.00 

1,360,503.00 

3,667,551.00 

6,155,391.00 

9,133,378.00 

12,461,576.00 

15,478,047.00 

15,953,847.00 

17,408,935.00 

16,553,981.00 

12,765,461 

12,135,816 

12,643,175 

16,131,013 


00 
00 
00 
00 


16,935,100.00 


292,224,172    $168,895,661.00 


While  there  is  no  doubt  that  the  Cobalt  Camp  is 
rapidly  becoming  exhausted,  there  is  every  prospect  of 
other  workable  deposits  being  discovered  of  the  same 
geological  formation,  which  covers  an  enormous  area 
of  this  Northland,  in  the  vast  territory  which  remains  as 
yet  unprospected,  and  this  promise  is  borne  out  to  a  limited 
extent  by  notable  finds  of  silver  in  South  Lorraine  and 
Casey  Townships,  and  up  the  Montreal  River. 

Geologically,  the  Cobalt  Camp  consists  of  a  founda- 
tion of  Keewatin  rocks,  upon  which  a  slate  conglomerate 
has  been  uncomformably  deposited,  the  whole  broken  in 
places  by  eruptions  of  diabase  forming  dykes  and  sills  and 
causing  vertical  cracks  which  were  afterwards  filled  with 
mineral.  The  most  valuable  silver  deposits  are  found  in 
these  vertical  veins  cutting  through  the  conglomerate, 
and  the  silver  almost  invariably  disappears  in  depth  at 
the  contact  with  the  Keewatin.  Some  valuable  veins 
have  been  found  in  the  diabase  rocks  which  have  produced 
a  notable  amount  of  silver. 

In  the  opening  up  of  some  of  the  mines  in  the  early 
days  a  few  hand-drills  or  a  machine-drill,  a  derrick  and 
a  hoisting  engine  formed  the  only  plant  necessary  to 
sacking  the  rich  ore  and  shipping  it  in  carloads  to  the 
smelters,  these  carloads  of  ore  netting  as  high  as 
$100,000.00  per  car  when  silver  was  selling  at  about  60c. 
per  ounce.  This  method  of  mining,  however,  rapidly 
gave  way  to  mining  from  shafts  and  levels  underground 
with  overhand  stoping,  the  rich  ore  being  sorted  and 
sacked  in  the  mine  and  the  remainder  sent  to  concen- 
trating mills  before  shipment  to  the  smelters.  The  camp 
now  boasts  of  some  very  excellent  examples  of  mining 
and  milling  equipment,  with  resultant  up-to-date  operating 
methods,  as  reflected  in  the  costs  of  mining  and  milling 
at  the  Coniagas  Mine,  which  mine  has  produced  to  date 
over  26,000,000  ounces  of  silver  and  has  paid  in  dividends 
$9,240,000.00. 


The  total  cost  of  mining  and  milling  at  the  Coniagas 
Mine,  including  development,  head  office  and  adminis- 
tration and  all  overhead  charges,  have  declined  from: 

$19 .  75  per  ton  in  1908 
to      9.24     "     "   "   1910 
to      6.13     "     "    "   1915 
to      5.67     "     "   "    1917 
and  increased  to      5.88     "     "    "    1918 
The  cost  per  ounce  of  fine  silver  produced,  including 
the  above  charges,  freight,  treating  and  refining  at  the 
company's  smelter  at   Thorold,   Ont.,    war    taxes    and 
shipment  to  London,  England,  have  ranged  from: 
17.53c.  in  1908 


to  11.06 

'  1911 

to  13.06 

'  1913 

to  18.26 

'  1916 

to  25.69 

'  1917 

to  41.35 

'  1918 

For  the  description  which  follows  of  the  Milling  and 
Hydrometallurgy  of  Cobalt  ores  I  am  indebted  to 
F.  D.  Reid,  Mine  Manager,  Coniagas  Mines,  Cobalt; 
and  for  that  portion  which  deals  with  the  smelting  and 
refining  of  these  ores,  to  R.  L.  Peek,  manager,  The 
Coniagas  Reduction  Co.  Ltd.,  Thorold,  Ont. 

Ore   Treatment. 

The  outstanding  features  of  the  practice  of  recovery 
of  values  from  Cobalt  ores  followed  at  the  various  mills  are : 

1.  The  utilization  of  jigs  and  tables  to  recover 
a  large  percentage  of  the  silver  and  cobalt  content  of 
the  ore  prior  to  treatment  by  flotation  or  cyanidation 

2.  The  grinding  of  the  table  tailing  to  a  slime 
to  obtain  a  maximum  net  return  from  the  cyanidation 
treatment ; 

3.  The  necessity  of  grinding  the  table  tailing 
to  pass  a  100-mesh  screen  to  obtain  a  maximum  net 
return  from  the  flotation  process; 

4.  The  use  of  Sodium  Sulphide  as  a  precip'tant, 
and  Aluminum  in  a  caustic  soda  solution  as  ade- 
sulphurizer.     (Footnote  1.) 

5.  The  treatment  of  concentrates  by  the 
hypochlorite  method.     (Footnote  2.) 

Since  much  of  the  silver  now  produced  comes  from 
low-grade  ore,  chiefly  wall  rock,  the  treatment  of  this  low- 
grade  ore  is  described  more  in  detail.  In  this  connection 
cyanidation,  flotation  and  gravity  concentration  processes 
are  discussed. 

The  hypochlorite-cyanide  process  which  has  been 
recently  introduced  for  the  reduction  of  high-grade  ores 
is  also  dealt  with  somewhat  fully. 

Brief  Historical  Review. 

For  the  first  three  years  following  discovery  only 
high-grade  ore  was  sought  and  no  attempt  was  made  to 
extract  silver  from  the  low-grade  material.  Much  of  the 
ore  was  sacked  underground  and  the  rest  was  hand-sorted 
in  washing  plants.  In  this  way  three  products  were 
obtained  and  shipped  to  the  smelter,  viz.:  (1)  ore 
carrying  from  2000  to  4000  ounces  of  silver  per  ton; 


88 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


(2)  ore  carrying  about  400  ounces;  (3)  a  grizzly  product 
carrying  about  125  ounces.  The  discarded  material  with 
a  value  of  from  15  to  30  ounces  went  to  the  low-grade 
dump  for  future  treatment. 

In  the  summer  of  1907  the  McKinley-Darragh 
Mining  Company  erected  and  put  into  operation  a  five- 
stamp  mill  equipped  with  classifiers,  a  Wilfly  table  and 
Frue  Vanners,  with  a  view  to  treating  their  low-grade  ore. 
Shortly  after  this  the  Coniagas  Mill  was  put  into  operation 
with  a  daily  capacity  of  60  tons.  Then  followed  the 
Buffalo  and  others,  until  to-day  there  are  thirteen  mills 
in  operation  with  a  total  daily  capacity  of  approximately 
3000  tons. 

Preliminary  Treatment. 

The  general  practice  at  present  is  to  hand-sort  the 
high-grade  ore,  either  underground  or  in  washing  plants 
and  send  the  low-grade,  consisting  of  country  rock  con- 
taining a  portion  of  the  vein  matter,  to  the  mill.  Here  it 
is  crushed  in  breakers,  sized,  and  given  a  preliminary 
treatment  on  jigs,  thereby  practically  recovering  the 
balance  of  the  vein  matter. 

The  wall-rock,  containing  finely  disseminated  mineral 
and  fine  leaf  silver,  passes  on  to  the  stamps,  ball  or 
Hardinge  mills,  for  further  reduction  and  concentration. 

Concentrating  by  Gravity  Machines. 

In  general  it  may  be  said  that  the  silver,  when  in  a 
gangue  of  smaltite  or  niccolite,  is  readily  recoverable  by 
jigging;  or,  when  coarser  than  200-mesh  and  finer  than 
8-mesh,  by  concentrating  on  Wilfly,  Deister  or  James 
tables.  This  class  of  vein  matter  has  a  specific  gravity  of 
6  to  6.5,  whereas  the  specific  gravity  of  the  wall-rock  is  2.7. 

Losses  occur  in  concentrating  this  vein  matter  when 
crushed  to  finer  than  200-mesh.  Filmy  leaf  silver,  various 
brittle,  complex  silver  compounds,  oxidized  vein  matter  in 
the  form  of  slime,  and  silver  in  a  finely  disseminated  state 
in  the  wall  rock,  are  also  sources  of  loss  in  subsequent 
treatment.  However,  from  an  ore  containing  25  ounces  of 
silver  to  the  ton  80%  of  the  values  can  be  recovered  by  the 
gravity  concentrating  methods  at  a  comparatively  low 
cost — the  cost  depending  largely  on  the  capacity  of  the 
mill.  The  cost  of  crushing  the  ore  to  the  size  required 
and  concentrating  on  jigs  and  tables  is  approximately 
$1.00  per  ton  for  a  mill  with  a  capacity  of  200  tons  per  24 
hours.  This  does  not  include  overhead  charges  nor  the 
cost  of  marketing  the  concentrates.  In  general,  the  cost 
of  concentrating  the  prepared  ore  on  tables  is  approxi- 
mately 20c.  per  ton.  Gravity  concentration,  therefore, 
serves  its  purpose,  namely,  to  reduce  the  silver  content 
of  the  ore  to  approximately  5  ounces,  at  a  low  cost. 

The  introduction  of  the  Cyanide  process  and  later 
the  Flotation  process  was  with  a  view  to  recover  this 
elusive  five  ounces.  The  cyanide  process  has  the  additional 
advantage  of  producing  silver  in  the  form  of  bullion. 

Note  1. — See  "Sodium  Sulphite  Precipitation  of  Silver  at  the 
Nipissing  Mine"  (R.  B.  Watson)  Transactions,  Canadian  Mining 
Institute,  1917. 

Note  2. — See  "Notes  on  Metallurgy  at  Cobalt  during  1916." 
CR.  B.  Watson),  The  Canadian  Mining  Journal,  March,  1917. 


Mechanical  Concentration  followed  by  Cyanidation. 

Cyanidation  as  an  adjunct  to  mechanical  concentra- 
tion is  employed  in  three  mills,  the  Cobalt  Reduction, 
O'Brien  and  Nipissing. 

The  practice  at  the  Nipissing  and  Cobalt  Reduction 
Mills,  is  to  concentrate  as  closely  as  is  economically 
possible  on  concentrating  tables,  and  to  reconcentrate  the 
rougher  concentrates  to  obtain  a  product  assaying  from 
2000  to  3000  ounces  of  silver  to  the  ton.  This  concen- 
trate is  then  treated  by  the  hypo-chlorite  cyanide  process, 
to  be  described  later.  The  tailings  from  the  tables  after 
being  slimed  in  tube  mills  is  run  to  the  low-grade  cyanide 
plant  for  further  treatment.  The  O'Brien  practice  is 
similar  to  that  of  the  Nipissing  and  Cobalt  Reduction, 
excepting  that  the  concentrate  recovered  is  shipped  direct 
to  their  smelter  at  Deloro. 

The  run  of  mine  ore  after  receiving  a  preliminary 
treatment  in  the  washing  plant  to  recover  the  vein  matter, 
is  crushed  in  a  0.12%  cyanide  solution  to  pass  a  4-mesh 
battery  screen.  The  battery  discharge  is  then  concen- 
trated on  12  Wilfly  tables,  the  concentrate  going  to  the 
hypo-chlorite  cyanide  plant  and  the  tailings  discharging 
into  Dorr  classifiers  in  closed-circuit  with  tube  mills  until 
the  product  is  reduced  to  a  slime.  The  slime  product  is 
re-concentrated  on  slime  tables,  the  tailing  assaying 
approximately  6  ounces  is  given  a  48  hour  treatment  in  a 
0.25%  cyanide  solution.  The  pregnant  solution  is  then 
recovered  by  filtering  in  vacuum  filters  and  the  residue 
containing  from  2  to  2.5  ounces  of  silver  to  the  ton,  is  run 
to  waste.  The  silver  in  the  pregnant  solution  is  pre- 
cipitated by  the  addition  of  sodium  sulphide  and  the 
precipitate  desulphurized  by  being  brought  into  contact 
with  aluminum  in  a  caustic  soda  solution.  It  is  then 
refined  in  a  reverberatory  furnace  to  999  parts  per  thousand 
fine. 

Hypochlorite-Cyanide  Process. 

The  Nipissing  Mining  Company  and  the  Mining 
Corporation  of  Canada,  recover  approximately  97%  of  the 
silver  contained  in  their  high-grade  ore  and  concentrates, 
by  the  hypo-chlorite  cyanide  process. 

Until  recently  it  was  thought  that  concentrates  could 
not  be  treated  economically  by  the  cyanide  process. 
The  method  outlined  below,  however,  is  now  in  successful 
operation,  due  to  the  combined  efforts  of  J.  J.  Denny, 
research  manager  of  the  Nipissing  Mining  Company 
and  M.  F.  Fairlie,  manager  of  the  Mining  Corporation. 

Five  to  seven  tons  of  ore  or  concentrates  is  charged 
into  a  tube  mill  along  with  the  required  amount  of  iron 
balls  for  grinding  and  water  to  give  a  1  to  1  dilution.  The 
tube  mill  is  then  revolved  for  18  hours,  as  extremely  fine 
grinding  is  necessary  to  get  maximum  results.  Calcium- 
hypo-chlorite  is  then  added  at  the  rate  of  from  50  to  75 
pounds  per  ton  of  ore  treated,  depending  on  amount  of 
sulphides  present,  and  the  grinding  continued  for  an 
additional  six  hours.  The  pulp  is  then  discharged  into  a  tank 
and  fed  to  a  Dorr  classifier  to  separate  the  coarse  metallic 
silver  from  the  slime  pulp.  The  metallic  silver  discharged 
from  the  Dorr  classifier  is  held  over  and  re-charged  into 
the  tube  mill,  with  the  next  charge  of  ore,  for  further 
grinding.    The  slime  overflow  from  the  Dorr  classifier, 


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discharges  into  a  collecting  tank  and  is  allowed  to  settle, 
the  solution  is  then  decanted  and  the  thickened  pulp 
discharged  into  a  vacuum  filter  to  be  further  de- watered. 

The  de- watered  pulp  is  then  discharged  into  a  cyanide 
treatment  tank  and  the  charge  made  up  to  a  dilution  of 
20  to  1  and  the  cyanide  strength  maintained  at  0.5%. 
The  pulp  is  then  thoroughly  agitated  and  aerated  for 
fourteen  hours.  The  pulp  is  then  allowed  to  settle  and 
the  excess  solution  decanted.  After  being  again  agitated 
the  thickened  pulp  is  pumped  to  a  stock  tank  for  filtering. 
The  discharged  residue  from  the  filter,  containing  from 
50  to  75  ounces  of  silver,  with  the  cobalt,  nickel  and  arsenic 
content,  is  sold  to  the  smelters. 

The  silver  is  recovered  from  the  pregnant  solution  by 
the  soldium-sulphide  process. 

It  is  possible  by  this  process  to  recover  in  the  form  of 
fine  bullion  approximately  97%  of  the  silver  content  of 
the  ore,  in  a  period  of  96  hours. 

The  Flotation  Process 

In  September,  1916,  the  Buffalo  Mines  Limited,  put 
in  operation  a  Callow  flotation  plant,  of  600  tons  daily 
capacity,  to  treat  a  arge  accummulation  of  sand  tailings 
and  as  an  adjunct  in  the  treatment  of  its  low-grade  ores. 
Today  there  are  ten  mills  in  the  district  using  the  flotation 
process  with  a  total  daily  capacity  of  approximately, 
2000  tons. 

The  flotation  machines  used  are  the  Callow  pneu- 
matic and  the  Groch  centrifugal  types.  The  former  de- 
pends for  its  action,  entirely  on  air  forced,  from  below, 
through  a  porous  medium,  at  a  pressure  of  5  pounds;  the 
latter  depends  on  mechanical  agitation  and  air,  the  air 
being  drawn  into  the  pulp  through  a  hollow  shaft  by  the 
centrifugal  force  of  impellers. 

Oil  Mixtures. 

Experiments  have  been  carried  out  with  a  number  of 
oils  and  combinations  thereof.  A  mixture  of  20%  pine 
oil,  70%  coal  tar  creosote  and  10%  coal  tar,  is  now  in 
general  use,  with  slight  modifications  to  meet  varied 
conditions. 

The  amount  of  oil  used  ranges  from  %  pound  to  V/» 
pounds  per  ton,  depending  upon  the  dilution  of  the  pulp, 
the  amount  of  mineral  present,  the  fineness  of  the  product 
and  the  skill  of  the  operator. 

The  oil  mixture  is  usually  fed  into  the  tube  mills  to 
insure  an  adequate  mixing  of  the  oil  with  the  pulp. 

Practice. 

The  practice  in  general  use,  with  slight  modifications 
is  to  concentrate  the  battery  or  ball  mill  discharge  on 
reciprocating  tables  to  recover  the  coarse  free  mineral  and 
to  reduce  the  silver  content  in  the  slime  tailings.  The 
table  tailings  go  direct  to  the  Dorr  classifiers  and  are  kept 
in  closed  circuit  with  tube  mill,  where  the  oil  mixture  is 
added,  until  ground  to  pass  through  a  100-mesh  screen. 


This  product,  with  a  dilution  of  approximately  4  to 
1,  is  sent  to  the  flotation  machines,  where  it  is  fed  into 
the  rougher  cells  and  agitated  or  aerated  to  effect  a  separa- 
tion of  the  mineral  from  the  gangue.  The  mineral  is 
floated  and  discharged  in  the  form  of  a  froth,  assaying 
approximately  75  ounces  of  silver  to  the  ton.  The  tailing, 
varying  in  value  from  1  to  3  ounces,  is  sent  to  waste. 

The  rougher  concentrate  is  reconcentrated  in  cleaner 
cells  to  raise  the  value  to,  approximately,  250  ounces. 
The  cleaner  cells  discharge  a  nine  ounce  middling  product, 
which  is  returned  to  the  head  of  the  rougher  cells  for 
further  treatment.  The  final  concentrate  is  allowed  to 
settle  in  Dorr  thickeners,  filtered,  dried  and  sent  to  the 
smelters. 

General 

The  gravity  concentration  process  of  Cobalt  was 
developed  when  the  price  of  silver  ranged  from  50  to  65 
cents  an  ounce. 

Mill  operators,  employing  straight  concentrating 
methods,  concluded  that  an  economic  limit  of  extraction 
had  been  reached  when  the  silver  content  of  the  ore  was 
reduced  to  5  ounces.  Forty  percent  of  this  final  tailing 
was  slime,  assaying  approximately  6  ounces  per  ton  and 
the  balance  sand,  with  a  silver  content  of  4  ounces. 

With  silver  at  55  cents  an  ounce,  it  was  possible  to 
treat  the  current  slime  tailing  at  a  small  profit,  by  the 
flotation  process.  It  was  not,  however,  until  the  price  of 
silver  advanced  to  above  65  cents  an  ounce,  that  a  profit 
could  be  made  from  the  4  ounce  sand. 

The  present  activity,  in  the  treatment  of  these  low- 
grade  products  cannot  be  attributed  entirely  to  the 
flotation  process,  as,  owing  to  the  advance  in  the  price  of 
silver,  other  attractive  processes  were  available.  The 
cyanide  process,  which  did  not  look  economically  attractive 
when  a  tailing  of  only  $2.50  was  going  to  waste,  was  worthy 
of  consideration  when  this  value  was  raised  to  $5.00. 

It  must  not  be  supposed,  therefore,  that  the  silver 
now  being  recovered  by  the  flotation  process  would,  other- 
wide,  have  been  lost. 

The  uncertainty  in  the  price  of  silver  influenced 
operators,  using  the  gravity  concentrating  methods,  to 
adopt  the  flotation  process,  owing  to  the  comparatively 
low  cost  of  installation  and  to  the  satisfactory  results 
obtained  by  experiment.  On  the  other  hand,  the  high 
cost  of  marketing  the  flotation  concentrates,  which  is 
approximately  80  cents  per  ton  of  ore,  is  an  objectionable 
feature  to  the  process.  It  is  possible  that  research  may 
develop  a  process  to  treat  this  concentrate  locally  or  to 
raise  the  value  of  the  concentrate  by  elimniation  of  the 
silica,  which  is  about  65%  of  the  product  shipped,  and  so 
render  this  process  of  more  value  to  the  district. 

Smelting  and  Refining. 

Up  to  the  early  part  of  1908  all  the  ore  from  the  Cobalt 
camp  was  shipped  to  reduction  works  in  the  vicinity  of 
New  York  and  Camden,  N.J.,  for  treatment.  There  was 
previously  a  natural  desire  to  treat  the  ores  in  Canada, 
coupled  with  a  just  appreciation  of  the  complexity  of  the 


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JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


problem  such  treatment  presented.  There  was  very  little 
useful  information  bearing  on  the  treatment  of  these 
singular  ores  to  be  gleaned  from  the  literature  available, 
and  it  cannot  be  said  that  those  operating  then  existing 
works  minimized  the  difficulties  to  be  met  with.  That 
these  difficulties — metallurgical,  commercial,  financial 
and  hygienic — were  very  real  may  be  inferred  from  the  fact 
that  of  eleven  works  actually  built  in  Ontario  for  the 
treatment  of  Cobalt  ores,  only  three  survive  as  going 
concerns.  To  the  wastage  chargeable  against  the  mining 
industry  as  the  result  of  misdirected  prospecting,  exploita- 
tion of  unremunerative  mineral  deposits,  and  so-called 
"  wildcatting,"  may  be  compared  the  very  considerable 
losses  incurred  by  the  backers  of  the  eight  defunct  plants 
just  referred  to. 

Leaving  out  of  consideration  the  methods  of  treat- 
ment that  have  been  used  and  discontinued,  the  usual 
procedure  is  to  first  fine-grind  and  sample  the  ore  or 
concentrate,  and  then  smelt  in  a  blast  furnace.  This  at 
once  separates  the  non-metallic  or  rock  materials  as  a 
slag;  effects  a  separation  of  a  part  of  the  silver  combined 
with  antimony  and  arsenic — the  so-called  silver  buttons; 
volatilizes  a  part  of  the  arsenic  as  fume,  and  so  leaves  the 
cobalt  and  nickel  combined  with  arsenic  in  the  blast 
furnace  speiss. 

This  primary  separation  having  been  made  by  the 
very  simple  process  of  melting  the  ore  with  a  coke  fire,  it 
becomes  necessary  to  consider  the  four  primary  products. 
This  consideration  leads  us  far  from  what  has  been 
called  "  the  sweet  simplicity  of  fire,"  as  applied  to  the 
the  treatment  of  ores  and  metals. 

The  treatment  of  the  slag  is  summary;  it  is  thrown 
over  the  dump  or  used  to  ballast  the  track. 

Silver  Buttons  usually  consist  of  about  80-85 %  silver, 
the  balance  being  chiefly  antimony.  Most  of  the  unde- 
sired  components  may  be  removed  by  melting  and  blowing 
with  air.  Silver  does  not  oxidize  under  the  conditions  and 
so  remains  on  the  furnace  hearth,  while  the  oxides  of  the 
impurities  either  depart  as  fume  or  are  raked  off  as 
skimmings.  By  appropriate  means  the  silver  may  be 
refined  on  the  hearth  to  the  extent  desired,  or  it  may  be 
cast  as  anodes  for  electrolytic  refining. 

In  the  electrolytic  refinery  the  crude  silver  anodes 
are  treated  in  an  electrolyte  of  silver  and  copper  nitrates 
to  an  electric  current.  The  anode  undergoes  dissolution 
and  the  silver  only  plates  out  on  the  cathodes.  The 
impurities  of  the  -anodes  remain  either  in  solution  or  fall 
as  sediment  in  the  anode  compartments  whence  they  may 
be  removed  and  disposed  of.  The  cathode  silver  is  of  the 
highest  purity  and  has  only  to  be  washed,  melted  and  cast 
into  bars  for  shipment. 

Arsenical  fume  from  the  blast  furnace  is  collected  in 
cloth  dust  filters  called  bag  houses.  As  the  fume  laden 
gas  current  from  the  furnace  top  is  rather  hot,  it  is  led 
through  appropriate  flues  wherein  it  may  partly  cool  and 
deposit  coarse  dust  particles  before  it  is  filtered.  Under 
proper  operating  conditions  the  bag  house  retains  all  the 


solids  in  the  gas  stream,  and,  without  it,  it  may  be  said 
that  such  ores  as  those  of  Cobalt  could  not  be  safely 
treated  in  any  even  partly  settled  locality. 

After  collection  in  the  bag  house,  the  fume  is  put  into 
refining  furnaces  from  whence  white  arsenic  is  volatilized 
and  collected  in  suitable  condensing  and  filtering  arrange- 
ments. This  white  arsenic  is  sold  chiefly  to  plate  glass 
works  and  to  makers  of  insecticides.  At  one  time  a 
demand  arose  from  one  of  the  belligerent  powers  for 
metallic  arsenic.  This  demand  was  met  by  the  manu- 
facturers of  the  metal  by  the  reduction  of  white  arsenic 
with  carbon  in  large  cast  iron  retorts.  This,  though  but  a 
small  matter,  is  one  more  item  in  the  record  of  war  time 
achievement  to  the  credit  of  this  country. 

When  one  takes  up  the  treatment  of  speiss,  he  takes 
upon  himself  a  most  grievous  task.  Essentially  an 
artificial  arsenide  of  a  metal  or  metals  of  the  iron  group, 
it  may  present  a  degree  of  complexity  that  is  quite  dis- 
conserting.  Iron,  Cobalt,  Nickel,  Zinc,  Copper,  Lead, 
Silver,  Antimony,  Sulphur,  Arsenic,  are  the  substances 
practically  always  present  in  Cobalt  Speiss,  and  usually 
small  amounts  of  several  other  elements  are  also  found. 

The  practice  in  one  works  is  to  grind  and  roast  the 
speiss  with  salt  to  chloridize  the  silver  and  then  leach  out 
the  silver  with  a  solution  of  sodium  cyanide.  The 
silver  is  then  thrown  out  with  aluminium  powder,  washed 
and  melted  to  make  bars  of  great  purity.  Other  practice 
does  not  extract  the  silver  at  this  stage,  but  recovers  it  in 
the  smelting  of  the  insoluble  residue  after  separating  the 
greater  part  of  the  cobalt  and  nickel. 

All  processes  separate  the  cobalt  and  nickel  from  the 
speiss  by  dissolving  them  out  from  the  roasted  speiss  with 
acids.  Sulphuric  acid  is  usually  employed  on  account  of 
its  cheapness.  The  solution  of  sulphates  is  next  purified 
until  it  is  technically  free  from  undesirable  substances, 
when  the  cobalt  and  nickel  are  successively  precipitated 
as  hydroxides  by  hypochlorate  and  alkali  respectively. 
These  hydroxides  are  dehydrated  in  suitable  furnaces  and 
either  ground  and  sold  as  Cobalt  and  nickel  oxides,  or 
reduced  with  carbon  to  produce  the  metals. 

Until  the  last  four  or  five  years  practically  all  the 
Cobalt  produced  was  utilized  in  the  form  of  oxide  for  the 
manufacture  of  enamels,  ceramic  colors  and  for  correcting 
the  color  of  crockery  made  from  inferior  clays.  The 
development  of  "  Stellite,"  a  hard  alloy  of  cobalt,  chro- 
mium and  other  metals  led  to  a  considerable  demand  for 
metallic  cobalt.  There  was  also  some  demand  for  the 
metal  from  the  makers  of  high  speed  steels,  many  of  whom 
add  small  amounts  of  cobalt  to  toughen  and  improve 
the  wearing  qualities  of  their  product.  Most  of  the 
cobalt  metal  used  throughout  the  world  is  made  in  Cana- 
dian works  by  reduction  of  the  oxide  with  carbon  and 
melting  the  metal  in  electric  furnaces. 

The  nickel  derived  from  the  cobalt  ores  is  only  a 
trifling  part  of  the  Canadian  output  of  that  metal,  as  the 
very  great  production  from  the  Sudbury  ore  entirely  over- 
shadows it.  Neverthless  it  is  of  interest  that  metallic 
nickel  has  been  regularly  produced  in  Canadian  works  from 
Cobalt  ore  before  any  commercial  quantity  was  made  in 
Canada  from  Sudbury  ores. 


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91 


National  Highways  and  Good  Roads* 

By  Capt.  J.  A.  Duchastel  de  Montrouge,  B.A.Sc.  M.E.I.C, 
Hon  y  Pres.,  Canadian  Good  Roads  Association. 


It  is  somewhat  embarrassing,  addressing  a  meeting 
of  Engineers  on  the  subject  of  Good  Roads,  one  would  feel 
more  at  home  in  talking  to  a  gathering  of  the  rank  and 
file,  men  requiring  to  be  taught  the  gospel  of  good  roads. 
Every  engineer  realizes  the  very  great  importance  of  a 
system  of  good  roads.  It  will  be  unnecessary  for  me  to 
point  out  the  great  benefits — material,  social  and  econ- 
omical— that  go  with  road  improvement. 

Permit  me  to  bring  to  your  attention  some  of  the 
conditions  we  have  in  Canada  today.  At  the  present 
hour  and  with  increasing  rapidity,  we  will  be  face  to  face 
with  the  great  problem  of  finding  employment  for  our 
returned  men  and  munition  workers.  Many  industries 
will  be  in  the  period  of  reorganization  for  months  to  come ; 
railroad  construction  will  practically  be  at  a  standstill, 
and  that  for  many  years.  Means  will  have  to  be  taken  to 
create  work,  and  road  construction  offers  in  a  great  measure 
the  opportunity  of  converting  for  the  good  of  the  country 
the  surplus  labor  it  will  have  for  a  long  period. 

We  have  to  admit  to  ourselves  that,  except  in  a  few 
instances  our  road  construction  has  been  sadly  neglected, 
as  compared  to  European  practice.  True  enough  our 
distances  are  very  large,  our  population  scarcely  settled, 
and  our  resources  limited.  Again,  nature  has  in  two  ways 
assisted  us — first,  in  providing  a  wonderful  system  of 
navigable  streams  and  chains  of  lakes,  which  takes  care  of 
the  transportation  of  a  great  number  of  our  natural 
products;  secondly,  the  cold  weather  we  experience  during 
several  months  of  the  year  permits  the  transformation  of 
many  poor  country  roads  into  excellent  winter  roads  for 
sleighing,  and  in  some  localities  a  great  deal  of  our 
transportation  is  accomplished  during  this  period. 

Railroad  companies  have  expanded  in  a  wonderful 
manner;  we  have  three  transcontinental  roads  parallelling 
one  another  at  close  range.  Many  localities  depend 
entirely  on  the  railroad  facilities  for  all  their  commodities. 
This  condition  of  affairs  is  all  very  well  up  to  a  certain 
point,  but  there  comes  a  time  when  feeders,  in  the  way  of 
highways  to  these  railway  trunk  lines  have  to  be  de- 
veloped. The  districts  situated  twenty  miles  or  more 
each  side  of  the  trunk  lines  of  these  railways  have  to  be 
tapped,  and  the  only  way  of  doing  so  is  to  build  good 
roads  permitting  the  settlers  and  farmers  to  economically 
transport  their  produce  to  the  railroad. 

A  great  deal  of  talk  has  recently  been  indulged 
about  the  help  the  Federal  Government  should  give 
towards  road  construction.  Several  methods  of  govern- 
ment aid  have  been  advocated.  The  French  system  has 
been  advocated  by  some.  There  is  no  question  that  it  is 
a  very  wonderful  one  and  its  results  clearly  show  its 
excellence.    The  roads  of  France  have  in  a  great  measure 


*To  be  read  at   the    General    Professional    Meeting,  Ottawa, 
February  12th. 


helped  to  win  the  great  victory  of  democracy  over 
aristocracy.  But  unfortunately  for  us  the  French  road 
policy  is  based  on  a  different  political  organization  to  ours. 
In  France  everything  is  centralized,  the  Department  of 
Ponts  and  Chaussees  constructs  and  maintains  all  roads — 
Nationales,  Departementales,  Vicinales,  etc. 

Here  the  situation  is  quite  different ;  the  British  North 
America  Act  has  vested  with  the  different  Provinces  the 
obligation  of  building  and  maintaining  public  roads.  We 
know  that  Provincial  rights  are  sacred  and  rightly  so. 
Our  situation  in  the  road  problem  is  very  similar  to  that 
of  the  United  States.  I  would  like  to  study  with  you  an 
Act  passed  by  Congress  in  July,  1916,  destined  to  aid  the 
several  States  of  the  Union  in  road  construction.  I 
believe  that  our  Federal  Government  should  adopt  a 
measure  somewhat  on  these  lines,  as  in  my  mind,  it  is  the 
most  practical  method  to  meet  our  conditions. 

These  remarks  are  made  with  the  sole  purpose  of 
inviting  discussion,  and  my  sincere  hope  is  that  it  will  be 
extensive  and  fruitful. 

The  law  in  question  is  entitled  "An  Act  to  provide  that 
the  United  States  of  America  shall  aid  the  States  in  the 
construction  of  Rural  Post  Roads  and  for  other  purposes." 
It  can  be  summarized  as  follows: — 

1.  Congress  appropriated  a  sum  of  $85,000,000.00 
to  be  apportioned  amongst  the  different  States  of  the 
Union  during  a  period  of  five  years  in  the  following 
manner: 

S  5,000,000  to  be  apportioned  during  the  fiscal  year  ending  June  301917 
10,000,009  do  do  June  30/1918 

15,000,000  do  do  June  30/1919 

20,000,000  do  do  June  30/1920 

25,000,000  do  do  June  30/1921 

Also  a  sum  of  $1,000,000.00  annually  for  ten  years  up 
to  and  including  the  fiscal  year  ending  June  30th,  1926, 
for  the  survey,  construction  and  maintenance  of  roads  and 
trails  within  or  partially  within  the  national  forest. 

2.  The  apportionment  of  the  amount  available  for 
grants  to  each  State  is  done  in  the  following  manner: 

One-third  in  the  ratio  which  the  area  of  each 
State  bears  to  the  total  area  of  all  the  States; 

One-third  in  the  radio  the  population  of  each 
State  bears  to  the  total  population  of  all  the  States; 

One-third  in  the  ratio  which  the  mileage  of  rural 
delivery  routes  and  star  routes  in  each  State  bears  to 
the  total  mileage  of  rural  delivery  routes  and  star 
routes  in  all  the  States. 


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3.  Any  amount  apportioned  to  any  State  for  any 
fiscal  year  as  remains  unexpended  at  the  close  there  of  shall 
be  available  for  expenditure  in  that  State  until  the  close 
of  the  third  fiscal  succeeding  the  year  for  which  appor- 
tionment was  made.  Any  amount  apportioned  and  unex- 
pended after  a  period  of  three  years  shall  be  re-apportioned 
to  all  the  States. 

4.  The  Secretary  of  Agriculture,  who  is  intrusted 
with  the  application  of  the  Law,  is  authorized  to  co-operate 
with  the  States  through  their  respective  State  Highway 
Department,  in  the  construction  of  rural  post  roads. 

5.  All  roads  constructed  under  the  provisions  of  this 
Act  shall  be  free  from  all  tolls. 

6.    The  Federal  authorities  contribute  only  50%  of 
the  total  cost  of  constructing  any  portion  of  road. 

7.  Any  State  desiring  to  avail  itself  of  the  benefits 
of  the  Act  must  submit  its  project  to  the  Federal  authori- 
ties. Before  any  grant  is  made,  surveys,  plans  and 
specifications  must  be  submitted  and  approved,  as  well 
as  the  location,  character  and  methods  of  construction. 

8.  No  payments  on  account  of  any  work  are  to  be 
made  until  the  Secretary  of  Agriculture  has  assured 
himself  that  the  work  has  been  constructed  according  to 
plans  and  specifications,  and  no  payment  shall  be  made  in 
excess  of  $10,000.00  per  mile,  exclusive  of  the  cost  of 
bridges  of  more  than  twenty  feet  clear  span. 

9.  The  construction  work  and  labor  in  each  State 
shall  be  done  in  accordance  with  its  laws  and  under  the 
direct  supervision  of  the  State  Highways  Department, 
and  subject  to  inspection  and  approval  of  the  Secretary 
of  Agriculture. 

10.  It  is  the  duty  of  the  different  States  to  maintain 
the  roads  constructed  under  the  provisions  of  the  Act, 
and  the  Secretary  of  Agriculture  shall,  if  any  such  road 
is  not  being  properly  maintained,  penalize  the  State  by 
refusing  any  further  grants  under  the  Act. 

11.  Items  including  engineering,  inspections,  and 
unforseen  contingencies,  shall  not  exceed  ten  per  centum 
of  the  total  estimated  cost  of  the  work. 

12.  The  cost  of  administering  the  provisions  of  the 
Act  must  not  exceed  three  per  centum  of  the  appropriation 
of  any  fiscal  year. 

13.  In  the  Act: 

(a)  the  term  "  rural  post  route  "  is  construed  to 
mean  any  public  road  over  which  the  United  States 
mails  are  now  or  may  hereafter  be  transported, 
excluding  any  street  or  road  in  a  locality  having  a 
population  of  over  2500  or  more,  except  when  on 
portions  of  streets  or  roads  along  which  the  distance 
between  the  houses  average  more  than  200  feet  apart. 

(b)  the  term  "  construction  "  is  construed  to 
include  reconstruction  and  improvement  of  roads. 

(c)  the  term  "  properly  maintained  "  is  con- 
strued to  mean  the  making  of  needed  repairs  and  a 
preservation  of  reasonably  smooth  surface,  con- 
sidering the  type  of  the  road,  but  shall  not  be  held 
to  include  extraordinary  repairs  nor  reconstruction. 


For  the  purpose  of  drawing  a  discussion  allow  me  to 
present  to  you  my  views  in  the  matter  of  Government 
aid. 

I  believe  that  a  Highway  Branch  of  the  Public  Works 
Department  or  Railways  and  Canals  Department  should 
be  organized,  and  that  this  Branch  should  be  intrusted 
with  the  duty  of  examining  and  reporting  on  all  projects 
brought  up  by  the  different  Provinces,  with  a  view  of 
obtaining  Federal  aid. 

Each  province  should  maintain  its  sovereignty  over 
the  roads  constructed  within  its  boundaries,  and  the 
Provincial  Highway  Departments  should  continue  to 
exercise  the  same  authority  and  duties  they  have  at  the 
present  time. 

No  project  should  be  considered  by  the  Federal 
authorities  unless  presented  and  vouched  for  by  a  Pro- 
vincial Highway  Department. 

We  should  do  our  best  to  keep  politics  out  of  the 
administration  of  a  Good  Roads  Aid  Act. 

The  Federal  government  should  provide  but  50% 
of  the  funds  necessary  to  build  roads  of  national  im- 
portance, or  international  highways.  By  "  roads  of 
national  importance,"  I  mean  roads  connecting  centres 
having  a  population  of  at  least  20,000  inhabitants. 

A  sum  of  $50,000,000.  should  be  voted  immediately 
by  the  Federal  government  to  aid  the  construction  of 
roads  throughout  the  different  provinces,  and  this  sum 
should  be  apportioned  to  the  provinces  during  a  period  of 
five  to  seven  years.  Apportionment  of  this  amount 
should  be  made  only  on  the  basis  of  population;  the  areas 
of  our  provinces  having  no  relation  to  their  needs  or 
importance.  The  relation  of  the  mileage  of  existing  roads 
in  each  province  to  the  total  mileage  in  the  country 
having,  in  my  mind,  little  or  no  importance  in  our  case. 

Any  amounts  unexpended  by  a  province  during  a 
given  fiscal  year  should  be  carried  over,  for  a  limited 
number  of  years,  to  the  credit  of  the  said  province,  as  in 
the  American  Act. 

All  roads  constructed  under  Federal  government  aid 
should  be  free  from  tolls. 

All  road  specifications,  plans  and  details  should  be 
standardized  and  adopted  by  the  different  Provincial 
Highway  Departments  and  Federal  Department. 

A  higher  limit  than  $10,000.  per  mile  as  the  contri- 
bution of  the  Federal  Authorities  should  be  fixed.  It  is 
the  feeling  in  the  United  States  today  that  this  amount  is 
not  always  sufficient. 

As  one  of  the  most  important  problems  in  road 
construction  is  "  maintenance,"  our  bill  should  go  the 
limit  on  this  score,  and  compel  each  province  to  thoroughly 
maintain  all  highways  over  which  the  Federal  Government 
has  spent  money. 

No  time  should  be  lost  in  obtaining  Federal  aid  for 
the  construction  of  roads,  because  it  will  take  considerable 
time  to  organize  a  Federal  Roads  Department,  and  the 
study  of  the  different  problems  submitted  will  also 
require  some  time. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


93 


Design  and  Construction  of  Reinforced  Concrete  Viaducts 

At  Mileages  0.9  &  1.8  North  Toronto  Subdivision, 
of  the  Canadian  Pacific  Railway 

By  B.  0.  Eriksen,  A.M.E.I.C.  and  H.  S.  Deubelbeiss,  A.M. E.I. C. 


General  Description  and  Design. 

The  greatly  increasing  freight  traffic  and  a  still 
greater  prospective  increase  in  passenger  traffic,  due  to  the 
agreement  between  the  Canadian  Pacific  Railway  and  the 
Canadian  Northern  Railway,  whereby  the  latter  acquired 
running  rights  over  the  Canadian  Pacific  Railway,  from 
Leaside  Junction  to  North  Toronto  Station,  necessitated 
the  double-tracking  of  the  line  between  these  two 
stations. 


heavier  motive  power  on  this  important  link.  Bridge 
1.8,  being  located  at  the  limit  of  the  North  Toronto  yard 
required  an  extra  track  for  switching  purposes,  so  as  not 
to  interfere  too  much  with  the  main  line  traffic. 

Estimates  for  both  bridges  were  made  for  building 
them  in  either  steel  or  reinforced  concrete.  The  higher 
cost  of  steel  viaducts  and  the  uncertainty  of  the  delivery 
of  structural  steel  were  the  deciding  factors  in  the  choice 
of  Reinforced  Concrete  Trestles  as  built  and  here  described. 


Canadian  Pacific  Railway  Viaduct,  Toronto. — Bridge  1.8  Completed. 


While  this  line  is  only  about  two  miles  long,  several 
reinforced  concrete  culverts  required  extensions  and  two 
important  bridges,  one  at  Mileage  0.9  from  Leaside  Junc- 
tion and  the  other  at  Mileage  1.8  therefrom  had  to  be 
rebuilt.  The  existing  single  track  steel  viaducts  at  these 
two  points  not  being  adequate  for  the  present  heavy  rolling 
stock,  and  still  less  for  future  requirements,  had  to  be 
rebuilt,  so  that  these  bridges  would  not  limit  the  use  of 

*Read  at  a  meeting  of  Montreal  Branch,  Thursday,  January  16th. 


While  no  designs  were  prepared  for  concrete  arches 
at  these  points,  the  possibility  of  building  such  was  con- 
sidered. The  limited  right  of  way  at  the  bridge  sites, 
however,  and  the  necessity  of  building  temporary  trestles 
within  these  limits,  made  the  maintenance  of  traffic  in 
building  arch  structures  a  most  difficult  problem.  The 
designs  adopted,  where  all  slabs  were  pre-moulded  and 
the  bulk  of  the  concrete  could  be  cast  in  forms  on  the 
ground,  promised  a  much  speedier  and  safer  construction, 


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JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


ffar/z.ftne  P  (per  berf).   rP- 


-F16.  I- 

and  permitted  the  carrying  of  traffic  within  our  right  of 
way  without  difficulty.  These  considerations  justified 
the  dropping  of  further  studies  of  reinforced  concrete 
arches,  and  the  adoption  of  designs  of  which  the  principal 
dimensions  are  shown  on  Plate  1. 

It  will  be  noted  that  continuous  piers  have  b^en  used 
instead  of  individual  pedestals,  as  is  customary  for  steel 
viaducts.  These,  together  with  the  very  stiff  caps,  made 
each  bent  act  as  one  unit. 

The  columns  are  thoroughly  bonded  to  the  piers  by 
the  recesses  and  the  rods  in  tops  of  same,  which  correspond 
to  the  reinforcing  rods  in  the  columns. 

In  designing  the  columns,  rectangular  and  octa- 
gonal sections  were  considered;  the  rectangular  section 
was  adopted  as  the  mos  suitable  to  resist  the  great 
bending  moments  that  the  columns  would  be  subject  to. 
The  columns  are  reinforced  with  longitudinal  rods  an- 
chored into  the  concrete  by  %"  diameter  bands.  On 
account  of  the  unusual  size  of  these  columns,  these  bands 
were  made  in  sections,  so  that  intermediate  bars  would  be 
thoroughly    anchored   into    the    body   of   the    columns. 


These  bands  were  not  considered  to  act  as  hooping  owing 
to  their  rectangular  shape.  The  tower  bracing  consists 
of  struts  reinforced  to  resist  the  bending  moments  due  to 
their  own  weight  and  the  various  horizontal  forces  acting 
on  the  tower.  In  order  to  improve  the  appearance  and 
reduce  the  weight,  the  vertical  faces  of  the  longitudinal 
struts  were  given  a  three  inch  recess.  It  will  be  noted  that 
the  longitudinal  and  transverse  struts  are  arranged 
alternately.  At  all  intermediate  points,  bending  moments, 
due  to  transverse  forces,  will  then  be  practically  zero,  where 
the  moments  caused  by  the  longitudinal  forces  are  maxi- 
mum. Sliding  surfaces  for  the  main  slabs  are  provided 
by  y2"  steel  bearing  plates  on  caps  of  the  bents;  the  plates 
are  held  in  position  by  VA"  dowels.  As  these  plates  are 
continuous  over  the  caps  of  the  bents,  they  strengthen 
the  caps  against  stresses  produced  by  longitudinal  forces 
on  the  bridge. 

Each  track  is  supported  by  two  pre-moulded  simple 
T  Beams.  The  end  brackets  shewn  on  these  slabs  do 
not  bear  on  the  caps,  but  are  kept  clear  by  the  steel 


mr 


East 


©  ©  ©  ® 

—  General    Elevation  — 


—  Bridge  18  Reservoir  Ravine.— 


.1,    X-f    I,    uv 


\      ;B      ifft 


AV     .1.      16  0       I      W     \     Jf--f 

166-r  &cr~u  ,a?  if  ~aMn>M&. 


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J/'tr     i     XV 


—  General    Plan.  — 


tor 


EA3T. 


<S>  ©  ©  ® 

—  General  Elevation. — 


-Bridge  0  9  Belt  Line  Ravine.- 


3  111 

.  J6-P    I    n-r    \    36ir 


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J/iT    I     3fi      I      MV 


JXV  f*r/e&*  afgat&miB 


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■QMEAlQan  — 


Canadian  Pacific  Railway. 

Bridges  0-9*18  North  Toronto  Subdiv. 

at  North  Toronto. 


tmm- 


■  Typical  BfNT  Bridge  N?/8.  —       —  Typical  Bow  -Soioec  WO  9. — 
Bridges  0.9  &  1.8  North  Toronto  Subdivision  at  North  Toronto. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


95 


Canadian  Pacific  Railway  Viaduct,  Toronto. — Turning  of  Slabs. 


A  wind  load  of  30  pounds  per  square  foot  on  exposed 
surfaces  of  train  and  slabs,  and  a  similar  load  on  l1 4  times 
the  vertical  projection  of  towers  was  assumed. 

Bending  moments  in  columns  due  to  dead  load  of 
struts  were  included  in  calculations.  While  this  is 
usually  neglected  in  steel  structures,  it  becomes  necessary 
here,  owing  to  the  great  weight  of  the  struts.  These 
latter  moments,  and  also  the  moments  due  to  traction, 
were  calculated  by  the  elastic  theory — the  equations 
being  so  ved  by  the  Area  Moment  Method.  Plate  X 
indicates  how  these  equations  were  developed.  The 
application  of  this  theory,  however,  for  the  calculation  of 
moments,  due  to  transverse  forces,  becomes  extremely 
involved,  owing  to  the  shape  of  the  bents.  For  this 
reason,  points  of  inflection  were  assumed  as  shewn  on 
Fig.  1.  Comparison  between  results  obtained  by  similar 
assumptions  in  the  case  of  longitudinal  forces  with  those 
obtained  by  the  use  of  the  elastic  theory  shewed  that  the 
method  adopted  would  give  results  sufficiently  accurate 
for  the  purpose.  Stresses  in  columns  including  bending 
moments  when  one  span  only  was  fully  loaded  were  cal- 
culated, but  found  to  be  below  maximum  shewn  on  stress 
sheet. 


bearing  plates  which  they  overhang ;  they  are  intended  to 
strengthen  the  horizontal  flanges  and  improve  the  appear- 
ance of  the  structure.  The  top  surfaces  of  the  slabs  have 
a  smooth  finish  and  are  sloped  towards  drain  pipes,  placed 
along  coping  blocks  and  between  the  tracks. 

The  ballast  is  held  in  position  by  the  coping  blocks 
which  were  pre-moulded  in  sections  and  anchored  to  the 
slabs  by  1"  dowels.  After  the  erection  of  the  slabs  and 
coping  blocks,  the  surfaces  in  contact  with  the  ballast 
were  waterproofed  with  a  membrane  type  of  water- 
proofing. This  was  laid  continuously  from  abutment  to 
abutment,  the  gaps  between  slabs  being  reinforced  by 
additional  layers  of  felt  and  mastic. 

The  sidewalks  are  composed  of  pre-moulded  T  shaped 
slabs,  supported  on  brackets  projecting  out  from  the  main 
slabs.  The  flanges  of  the  sidewalk  slabs  fit  into  a  hori- 
zontal groove  in  the  coping  blocks;  these  coping  blocks 
are  heavy  enough  to  counteract  any  tendency  of  the  T 
beams  to  overturn.  1"  dowels  hold  these  slabs  in  position 
on  the  brackets.  The  hand-railing  consists  of  pre-moulded 
concrete  posts  and  three  rows  of  2"  pipe. 

The  bridges  are  designed  to  carry  Cooper's  E-50  load- 
ing, with  an  impact  allowance  of  .90-^rrr iL.L.,  where 

L.L.  =  live  load  and  1=  loaded  distance  in  feet.  Where 
stresses  are  produced  by  the  loading  of  more  than  one  track 
1  is  multiplied  by  the  number  of  tracks.  The  design 
is  in  accordance  with  the  Specification  for  Reinforced 
Concrete  of  the  Engineering  Institute  of  Canada. 

In  addition  to  dead  load,  live  load  and  impact,  the 
towers  had  to  be  designed  to  resist  stresses  due  to  traction 
and  wind.  A  traction  force  equal  to  9%  of  the  wheel 
load  was  assumed  to  act  at  the  rail  level.  This  coeffi- 
cient of  traction  was  derived  from  diagram  in  Mr. 
Blumenthal's  paper  on  "  Traction  Stresses  "  (Transaction 
of  the  Can.  Soc.  C.  Engrs.,  vol.  xxiv,  Part  II.). 


Canadian  Pacific  Railway  Viaduct,  Toronto. 
Bridge  0.9  Tower  Partly  Stripped. 


96 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


^nV-T       ,W.4>b#s  ab>  3Fi  e/oC.        W-?=^ 


f2"  jhee/wg—i 

Wedges  s  4T-4' 

•wwn  T>PJ  we//  fedt/ecf  //t  g/vurtd. 


Canadian  Pacific  Railway. 

Bridges  09*18  North  Toronto  5ubdik 

at  North  Toronto. 

DrraiLi  or  Forms  eor  Jmbs. 


—  Caoss  -  Sect/ on.  — 

Bridges  0.9  &  1.8  North  Toronto  Subdivision  at  North  Toronto. 
Details  of  Forms  for  Slabs. 

Maintenance  of  Traffic. 

Traffic  on  both  bridges  was  maintained  on  temporary 
wooden  trestles,  erected  on  the  north  side  of  the  old  main 
line  track.  This  was  contemplated  from  the  very  first 
for  Bridge  1.8,  as  the  spans  of  the  existing  bridge  were 
so  arranged,  that  to  build  a  concrete  trestle  and  keep 
clear  of  existing  steelwork  would  be  impracticable.  At 
Bridge  0.9,  however,  it  was  found,  that  if  the  new  bridge 
were  laid  out  with  34  ft.  tower  and  36  ft.  intermediate 
spans,  there  would  be  no  interference  with  existing  steel- 
work and  traffic  could  be  maintained  on  the  old  bridge.  This 
arrangement  of  spans  was,  therefore,  adopted  for  both 
bridges.  However,  when  excavation  was  started  it  was 
found  that  the  condition  of  existing  masonry  would  not 
permit  excavation  for  new  piers  to  be  carried  down  to  the 
required  depth  without  endangering  the  safety  of  traffic. 
It  was,  therefore,  considered  advisable  to  build  a  tem- 
porary wooden  trestle  for  this  bridge  also,  rather  than 
attempt  to  support  masonry  pedestals  on  these  steep 
hillsides. 


Plant — Bridge  1.8. 

A  plant  for  storage  and  mixing  was  installed  at  each 
end  of  the  bridge,  and  one  at  the  slab  yard  about  a  quarter 
of  a  mile  east  of  the  bridge.  The  stone  and  sand  were 
piled  in  the  open  about  25  feet  from  the  mixer.  They  were 
stored  on  plank  bottoms  to  prevent  admixture  of  earth. 
The  cement  was  stored  in  three  sheds  having  capacities  of 
five  carloads  each.  They  were  built  of  dressed  lumber  and 
roofed  with  ready  roofing  paper.  The  floors  were  kept 
about  8"  clear  of  the  ground  in  order  to  make  the  sheds 
damp-proof.  Each  carload  was  piled  separately;  there 
being  a  space  of  at  least  one  foot  all  around  each  pile. 

The  various  materials  were  wheeled  in  barrows  to  the 
mixers — stone  and  sand  were  measured  by  barrow  loads. 
One  bag  of  packed  cement  was  considered  one  cubic  foot. 
Water  barrels  were  filled  from  the  City  line  through  2" 
pipes,  and  the  water  was  measured  with  pails.    At  each 


Canadian  Pacific  Railway. 
Bridge  0-9  North  Toronto  Suboivi 
Belt  Line  Ravine  at  North  Toronto 
Details  of  Tower  5-6. 


-  JTRUT  si. 


Bridge  0.9.  North  Toronto  Subdivision,  Belt  Line  Ravine  at  North  Toron(j 

Details  of  Tower  5-6. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


97 


[11^2 


SI  ■  KJOV  urtk 

'■■.'. '-  '»«  -   - 


-Cross  Jcction. — 

s-Z4-tf?brl  -W  hrQUSxtCO 
f  f/fect.  Ami  oftMiim-55'  •  UJ5/' 


—H/ILF  ELEVATIOH- 


te/if//i  y BMbe  -J86P  Mir iKlan/engnttiViffitW/tiperti-jck 
TkxfarmSrutp.n,  S//yf/a}t/  -  107000 /if. 
Ttx//M  w/Tairfr-  £$?■  -  3/MC  /Ai,a/j//zjv/ii/  iftnret/r  /mes  jm/ 
av/fi'  £2i/u/ff/v  M p/p/vrZ/iVT  foMfir  refpec/tiv  &tw/i&  c///w//<?. 

§  imatim  Ajfuan^  affi&{//0/!.mlf/7/7r<xJrm/y  litutiM. 

Bend/if  Mrmt/rti  fattr  IVaSj/rjtio  in  /y/mmf  d/rec/icn  jm/  cmfivfa/ 


H  !.*■<:■*  it^j  M   h/W|     Lfi»*      [      H: 


^ 


—  BEH0IN6  MOMEHT  DIAGRAMS  — 

—  Outer  Cauttw -  —Inner  Columns.  — 

4t/r  ftfovrerr/s  jtioiv/r  Sy  frejvy  L/rv 


-HAIfjECT/ON  — 


Jecl  Modulus -ism. 

•         \~Z4-K* ton  -  i4i°& Stl.lBuBC. 
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:fcfir /<m  .* ft/  -J5-J6  ■  1SW 


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fir  jn**p/T*r/7/ sat/  /fitrrifr  y  /em/orr/m  isrr.  jt?4 


Otet  «m  °/a>-3s-56  •  aw 
H4-SZ  ■   Z7f° 


Canadian  Pacific  Railway. 
Brioge  0  9  North  Toronto  5ubdiv 
3aT  iine  Rapine  at  north  Toronto. 

5TRES5   5HEET   OF  TOWER  5"6. 


Sx-ibd  AH-M1U       XcikdBB-tUM     *&6  6r  Mu  turn 

Bridge  0.9  North  Toronto  Subdivision  Belt  Line  Ravine  at  North  Toronto. — Stress  Sheet  of  Tower  5-6. 


4  C  of  Trxks 
5-6'  6-e 

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7    *   1 


66 


a.  -''" 


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l4tB 


1  1 

\  ~&<&  fwrti/d  N  h  St  jpjted  jif  i 
jpjrf  fjj&vtf  to  faff  rcrfj  np^/if  'O 
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t 

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Canadian  Pacific  Railway. 
Bridge  0-9  North  Toronto  Subdiv. 
Belt  Line  Ravine  at  North  Toronto. 
Details  of  56  R  Slabs. 


•  Jmni/K  "/." 


3TIRRUPS   "Li" 

rVOTE- 

Concrete  IMix/ure  •IMS 


StiARups  'Li ' 


Jhmups '/-'. 


—  Arrangement  or  Stirrups. — 
Bridge  0.9  North  Toronto  Subdivision  Belt  Line  Ravine  at  North  Toronto.      Details  of  36  Foot  Slabs. 


98 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Canadian  Pacific  Railway  Viaduct,  Toronto. 
Bridge  1 .8,  Finished  Deck. 


end  of  the  bridge  a  75  ft.  hoisting  tower  was  erected  from 
which  concrete  was  conveyed  to  the  various  piers  and 
towers  by  spouting.  At  the  slab  yard  the  concrete  was 
wheeled  in  buggies  along  a  trestle  built  on  a  level  with  the 
tops  of  forms,  and  dumped  directly  into  the  forms. 

Plant  at  Bridge  0.9. 

At  this  bridge  only  two  storage  and  mixing  plants 
were  installed,  one  at  the  west  end  of  the  bridge  and  one 
at  the  slab  yard,  half  a  mile  east  of  the  bridge.  At  the 
slab  yard,  materials  were  stored  and  handled  in  the  same 
manner  as  at  Bridge  1.8.  The  plant  at  the  bridge  site, 
however,  was  entirely  different;  the  stone  received  here 
was  too  large  and  had  to  be  crushed  and  screened  to  1" 
size.  Between  the  storage  pile  and  the  mixer  a  Gyratory 
crusher  belt  connected  to  a  gasoline  engine— was 
mounted  on  a  platform  about  10  ft.  high.  This  crusher 
was  fed  from  the  storage  pile  by  a  one  yard  grab  bucket  and 
derrick.  The  crushed  stone  dropped  through  the  floor 
of  the  platform  to  an  inclined  screen,  which  screened  out 


all  particles  %"  and  less.     The  stone  was  then  delivered 


from  the  crusher  to  an  elevated  stone  bin  with  an  inclined 
bottom,  located  directly  above  the  hopper  of  the  mixer, 


"~T-r^. 


Method  tor  Calculating  Dead  Load  — 

-ffENDING   MOD/EIYTJ- 

Mi  Wz  t,  Ws  alr/to/e  trtrpfi/  p*r  //n  /r*  a//rjpef4rt  jM/tf 


Equations  /'  ts  6'/w/  reduced. 
(£)  m  s   *Zn?6 

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®  Zmj  hi  -  m  k  I  - Imz  t* Ii  -mkft 

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GbZ0Jfo£-mfoZ-  2Mz  lit  -3m  I  Iz  -3m  Hz 

@  ZmtrsIe-msfaA  -  2MsLIs-3mtlIi  -3m Lis. 


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#rtgu/jr  duo/bcem*/?/    <fit  =  -ffi 

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®     /fop/far  drjpteremfrtt     fy   -  -£&- 

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(j,     (ms*m6)>fyft5>%h5  -  m5*t!3'frjrs         q 

r*.    fas'mslhhs'ftfis  -  m6'/r3*hfo      m  /h  fmj  *m4)'khi*?sfa  -  ms'fo'frhi 


Tz 

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Tuiz  Ts 

(w/m)-li/ii'&fo  -  me ■/"■  'Ail  -&M- HI  - fa  -m].u 

Its  Is  a 


-Method  rot/  Calculating  Tractioh- 

-  BET/DING  M0/HCiVT3.  - 

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endenl  Ihjl : 

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lor  l/rrrjr  jnd  jnaofer  d/j/fecewlj  oA/ji/vd '  ty  /At 
toft  /IfODie/IT  D/tTHOO  mUfari/y  lfvj/it>m  rvu//: 

mJiblfi-m-Ai     rni-M'1s''/ti   tmi.mi.M-lflil 
It  "     Ii-y,l  TTThl 

Tm; .mJHih -multi    Im-mhlii-'h'hl   AtfmrU.'/i-til 

Tl  "         U-H  '        Hit 

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Is  Ji.'ltl 

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ffl'/l-0/./ii        mid      //m  -mjH 


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rp.  HH-liz-  mJ-lii 
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J/6 


Canadian  Pacific  Railway 
Bridges  09*18  North  Toronto  Subdiv 

at  North  Toronto. 
Method  of  Calculating  Moments  in  Towers. 


Bridges  0.9  &  1.8  North  Toronto  Subdivision  at  North  Toronto. — Method  of  Calculating  Moments  in  Towers. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


99 


which  was  set  up  on  a  foundation  about  four  feet  above  the 
ground.  The  flow  of  the  stone  from  stone-bin  to  hopper 
was  regulated  by  a  steel  plate  gate,  and  the  hopper  was 
graduated  to  receive  the  correct  quantities  of  stone.  The 
screenings  from  the  crusher  were  used  mixed  with  the  sand. 
The  sand  was  stored  on  plank  bottoms  as  at  Bridge  1.8, 
and  delivered  from  there  to  the  elevated  bin  adjacent  to 
the  stone  bin  and  handled  in  same  way  as  the  stone. 
The  cement  was  stored  in  a  shed  of  similar  construction 
to  those  at  Bridge  1.8  and  was  delivered  to  the  mixer  by 
the  derrick.  No  hoisting  tower  was  used  at  this  bridge 
for  conveying  the  concrete.  It  was  wheeled  in  dump 
cars  running  on  a  narrow  gauge  track  on  a  trestle  con- 
structed at  the  track  level  along  the  bridge.  The  concrete 
was  dumped  into  hoppers  at  various  points  along  the  deck 
of  the  trestle  and  delivered  from  there  to  piers  and  towers 
by  metal  chutes  connected  to  the  hoppers. 

Materials. 

Stone. — The  stone  used  was  partly  trap  rock  and 
partly  hard  limestone,  ranging  in  size  from  1"  down  to  l4". 

Sand. — The  sand  was  a  natural  bank  and  of  a  granity 
composition,  well-graded  from  }i"  down. 

Cement. — Two  brands  of  cement  were  used. 
"  Pyramid  Brand,"  manufactured  by  the  St.  Mary's 
Cement  Company,  and  "  Canada  Brand,"  manufactured 


by  the  Canada  Cement  Company.  They  were  fairly  slow 
setting  cements;  averaging  about  3  hours  for  initial 
set,  and  about  5 j 2  hours  for  final  set. 


Canadian  Pacific  Railway  Viaduct,  Toronto. 
Bridge  0.9  Completed. 


J/sit  Is  t?  eric  lit/  di  fomitrfd  m  OaiJ  Section  . 

af/<&  AM/arlt?/  *  //j  //off  /ex/to?  f/r*  ■/ J& /wr  tJ/rr/rf  mjfttm 
it  ////«/ '  *>airir  /of/rj  &x//i&r/&'f>  to  if  mvem/. 
<!•    ■*,-  t.nj  fr,j  t/ffaf  Tjehle  u /# it  wtd  for sjrtrnf  jj  jf.mn  "> 
Me/rri  ate*  J/jtj  2*3  m// /.tm  te /*Ktd /n Mine 
Jbt  Mi>4  /»*f>/r  rjn  te  .i*rrro  J'rr'f  fa //J  ///rj/pa.,/ 


CANADIAN  PACIFIC  RAILWAY 
Bridge  0  9  North  Toronto  5ubdiv 
Belt  Line  Ravine  at  North  Toronto. 
Scheme  for  Erection  of  Slabs. 


Cross  Jtrcr/cw  "A-A" — 


Cross  Scction  B-b:  — 


Bridge  0.9  North  Toronto  Subdivision  Belt  Line  Ravine  at  North  Toronto. — Scheme  for  Erection  of  Slabs. 


100 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


While  the  cement  was  being  unloaded  from  the  cars, 
one  bag  in  every  50  was  opened  and  a  small  sample  taken 
from  it.  These  small  samples  were  mixed  into  one  com- 
posite sample  for  each  car  (one  car  contained  an  average 
of  760  bags).  These  samples  were  then  forwarded  to  the 
testing  laboratory  in  Montreal,  shipped  in  air  tight  lever 
top  tins  which  insured  that  cement  did  not  air  slack  in 
transit.  Each  car  load  of  cement  was  stored  separately 
in  sheds,  given  a  number  corresponding  to  number  of 
sample  and  held  until  the  inspector  was  notified  that  the 
test  had  proved  satisfactory.  All  cement  used  was  in 
conformity  with  the  C.  P.  R.  Cement  Specification,  1912. 

Treatment  of  Forms. 

The  forms  were  treated  with  one  application  of 
Petrolatum  and  neutral  oil,  mixed  in  the  proportion  of  one 
of  Petrolatum  to  two  of  neutral  oil,  or  until  a  creamy  con- 
sistency existed.  After  the  forms  were  fabricated,  all 
holes  and  large  cracks  were  filled  with  putty,  all  knots 
and  putty  fillings  were  then  shellacked.  The  above 
mixture  was  then  applied  on  inside  of  forms  with  a  white- 
wash brush;  the  neutral  oil  penetrated  about  34"  into  the 
wood,  leaving  a  thin  waxy  film  of  petrolatum  on  the 
surface.  The  forms,  thus  treated,  did  not  warp  or  wind, 
and  moisture  did  not  cause  the  grain  of  the  wood  to  rise. 
A  number  of  the  forms  were  used  as  often  as  eight  times, 
and  all  that  was  necessary  after  each  stripping  was  to  dust 
or  sweep  them  off  with  an  old  bag  or  broom. 

Heating. 

In  the  month  of  November,  when  the  temperature 
dropped  to  40°F.,  heating  of  the  materials  was  commenced. 
A  live  steam  jet  was  introduced  into  each  water  barrel, 
which  kept  the  water  nearly  to  the  boiling  point  while 
the  mixer  was  running.  Sand  and  stone  were  heated  by 
perforated  steam  pipes  placed  under  sand  and  stone  piles. 
For  the  very  cold  weather,  the  steam  was  kept  on  night  and 
day.  The  temperature  of  the  concrete  as  it  left  the  mixer 
was  about  55°  to  60°F.  during  the  very  coldest  weather. 
For  the  main  track  slabs,  concrete  was  poured  in  as  low 
a  temperature  as  25°F.  After  pouring  of  concrete,  the 
tops  of  slabs  were  covered  with  tar  paper,  kept  about  6" 
clear  of  the  surface  of  concrete,  a  layer  of  straw  was  then 
packed  around  the  entire  form  and  the  whole  covered  with 
tarpaulins.  The  sidewalk  slabs  and  coping  blocks  were 
protected  in  a  similar  manner  to  the  main  slabs.  The 
hand-rail  posts  were  cast  in  a  shed  heated  by  a  stove. 

Bents  were  housed  in  from  top  to  bottom  with 
y%'  tongued  and  grooved  boards;  this  housing  was  built 
about  three  feet  away  from  the  forms  and  steam  pipes 
were  run  into  this  space.  As  an  auxiliary  to  the  steam 
heat,  a  battery  of  four  (4)  coke  burning  salamanders  was 
placed  on  the  ground.  With  these  precautions  concrete 
was  poured  at  a  temperature  as  low  as  10°  F.,  and  the 
space  around  the  forms  could  be  kept  at  a  temperature  of 
about  50°  F.  Heat  was  maintained  for  at  least  three  days 
after  pouring  was  completed. 

The  longitudinal  struts  were  also  housed  in  and  a 
steam  line  run  along  each  side  near  the  bottom  of  the 


housing.  The  bottoms  of  the  housings  for  struts  were 
packed  with  straw — the  tops  were  covered  with  tar  paper 
clear  of  concrete,  on  this  was  placed  a  packing  of  straw  and 
the  whole  covered  with  tarpaulins. 

Details  of  Construction. 

Excavation  was  started  during  the  middle  of  August, 
1917,  the  soil  encountered  was  generally  a  hard  blue  clay, 
in  some  cases  coarse  sand.  Before  any  concrete  was 
placed,  each  foundation  was  subjected  to  a  loading  test 
at  both  ends.  An  ordinary  table  having  4-3"  x  3" 
legs  was  used  for  this  purpose;  the  table  was  loaded  with 
cement  bags  filled  with  sand,  the  total  load  corresponding 
to  four  (4)  tons  per  square  foot. 

Piers. — Concrete  in  the  piers  was  poured  in  three 
consecutive  runs  as  follows :  The  footing  course  was  poured 
in  the  open  excavation;  before  this  had  a  chance  to  set 
large  boulders  and  stone  from  the  old  pedestals,  broken 
up  to  one  man  size,  were  imbedded  in  the  top  surface  in 
three  rows  and  about  three  feet  apart;  thus  a  good  bond 
was  obtained  with  the  next  course.  After  the  footing 
course  had  taken  its  final  set,  forms  were  erected  for  the 
pier  proper  and  the  surface  was  thoroughly  scraped  and 
slushed  with  water  until  all  signs  of  laitance  had  been 
removed.  The  concrete  was  now  poured  for  the  vertical 
portion  of  pier.  After  the  top  surface  of  same  had  been 
treated  in  the  same  way  as  the  footing  course,  concrete 
was  finally  poured  for  the  batter  course  of  the  pier.  For 
recesses  of  columns,  templets  in  the  shape  of  a  box  with 
proper  number  of  holes  spaced  to  receive  the  anchor  rods 
were  placed  and  fastened  in  position  to  the  forms  of  the 
batter  course.  After  the  last  batch  of  concrete  was  poured, 
the  anchor  rods  were  inserted  in  the  holes,  and  driven  to 
the  right  depth  in  the  wet  concrete.  The  forms  of  the 
piers  were  stripped  after  two  days  and  the  exposed  surfaces 
rubbed  with  carborundum  stones. 

Towers. — Details  of  towers  are  shewn  on  Plate  IV, 
and  photographs  show  clearly  the  details  of  forms.  In 
erecting  the  forms  great  care  was  taken  not  to  have  any 
parts  braced  to,  or  allow  any  to  come  in  contact  with  the 
trestle  carrying  traffic,  so  as  to  avoid  disturbance  of 
concrete  while  it  was  setting.  The  concrete  was  poured 
from  strut  to  strut,  the  brackets  at  the  end  of  each  strut 
forming  hoppers  to  receive  concrete.  At  every  con- 
struction joint,  trap  doors  had  been  arranged  in  the  column 
forms  in  order  to  permit  removal  of  all  laitance  and  thor- 
roughly  to  clean  the  surface  before  any  new  concrete  was 
poured.  The  concrete  in  the  column  forms  was  spaded 
by  long  handled  spades,  and  the  outsides  of  the  forms  were 
beaten  with  wooden  mallets  to  free  any  air.  A  good 
smooth  surface  with  very  few  air  pockets  resulted  there- 
from. The  column  forms  were  stripped  after  four  or 
five  days  in  warm  weather,  and  after  a  week  or  ten  days 
in  cold  weather.  The  strut  sides  were  stripped  after  seven 
days  in  warm  weather  and  after  two  weeks  in  cold  weather. 
The  bottoms  of  the  struts  were  not  stripped  until  absolutely 
necessary  and  never  before  three  weeks  in  warm  and  four 
weeks  in  freezing  weather.  All  surfaces  of  towers  were 
rubbed  down  with  carborundum  stones. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


101 


Slabs. — Details  of  slabs  are  shown  on  Plate  V  and 
details  of  forms  on  Plate  VI.  Forms  were  made 
collapsible,  as  is  clearly  shewn  in  details.  A  new  bottom, 
however,  was  made  for  each  slab.  After  assembling  of 
forms  one  end  was  left  open  until  all  reinforcing  bars  were 
properly  placed  and  wired  together.  Bars  were  sup- 
ported on  pre-moulded  dove-tailed  concrete  blocks  1~W 
thick ;  this  made  suspending  wires  unnecessary,  thus 
avoiding  obstructions  to  levelling  off  top  surface  of  slabs. 
On  slabs,  only  the  exposed  surfaces  of  outer  slabs  were 
rubbed  down  with  carborundum  stones. 

Erection  of  Slabs. — Erection  of  Main  slabs  of  Bridge 
0.9  was  started  on  February  22nd  and  completed  on 
April  10th,  1918.  On  Bridge  1.8  erection  started  on  April 
11th  and  the  last  slab  was  placed  on  June  1st,  1918. 

The  longest  slab  weighs  56  tons. 

As  the  100-ton  wrecking  crane  did  not  have  the  reach 
required  for  placing  these  heavy  slabs,  a  special  scheme  of 
erection  had  to  be  devised.  This  is  shewn  on  Plate  VII, 
and  photographs.  At  the  slab  yard,  one  end  of  the  slab 
was  lifted  on  to  a  freight  car  truck,  the  other  end  suspended 
from  the  crane.  The  slab  was  thus  pushed  ahead  by  the 
crane  on  to  the  bridge.  Two  timber  trusses  specially 
constructed  for  the  purpose  were  placed  far  enough  apart 
to  permit  the  slab  to  be  lowered  down  to  the  bents.  The 
end  of  slab  resting  on  the  track  was  then  hitched  to  a 
trolley,  which  was  running  on  rails  on  top  chord  of  trusses. 
The  derrick  was  then  moved  ahead  until  the  slab  had 
reached  the  position  for  lowering  down  to  rollers  on  caps; 
after  the  slab  was  on  rollers,  it  was  moved  sideways  on 
them  to  its  final  position.  When  all  slabs  of  one  span 
were  erected,  the  erection  trusses  were  moved  forward 
by  the  crane  to  the  next  span  and  same  operation  repeated. 

The  actual  cost  per  cubic  yard  of  concrete  in  the 
various  parts  of  the  structure  at  1.8  North  Toronto,  was 
as  follows: 

Piers. 

Forms. — Including  labor,  o.h.  expenses, 

and  contractors'  commission $1 .35  per  cu.  yd. 

Concrete. — 

Materials 3.94 

Freight  for  sand,  stone  and  cement  0.87 

Labor 1.61 

Incidentals,  o.h.  exp.  and  comm.  0.98 

Steel 1.07 

$9.82  per  cu.  yd. 

Abutments. 

Forms. — Including  labor,  o.h.  exp.  and 

commission $4 .  38  per  cu.  yd. 

Concrete. — 

Materials 3 .  70 

Freight  on  sand,  stone  and  cement  0.76 

Labor 3 .  38 

Heating 1.28 

Drainage  and  waterproofing 0 .  16 

Incidentals,  o.h.  exp.  and  comm.  1.59 

Sin  I 2.54 


Toivcrs. 

Forms. — Material,  labor,  o.h.  exp.  and 

commission $13 .  32  per  cu.  yd. 

Concrete. — ■ 

Materials 4 .  53 

Freight  on  sand,  stone  and  cement  1 .00 

Labor 5.75 

Heating 4.19 

Incidentals,  o.h.  exp.   and   comm.  2.65 

Steel 14.12 


$45.56  per  cu.  yd. 


Slabs. 


Forms. — Material,  labor,  preparing  of 
slab  yard,  incidentals,  o.h.  exp. 
and  commission $9 .  15  per  cu.  yd. 

Concrete. — 

Materials 5.67 

Freight  on  sand,  stone  and  cement  0.97 

Heating 0.20 

Labor 3.11 

Incidentals,  o.h.  exp.   and  com..  1.55 

Steel 13.45 

$34.10 
Cost  of  erection  of  slabs,  per  cu.  yd.  7. 18 


$17.79  per  cu.  yd. 


$41.28 

Regarding  the  item,  Heating  of  Towers,  the  average 
cost  of  $4.19  is  shewn;  as,  however,  only  about  three 
fifths  of  the  towers  required  heating,  the  actual  cost  per 
cu.  yd.  was  approximately  $7.00. 

The  average  cost  of  materials  used  and  the  average 
rates  of  wages  paid  were  as  follows: 

Materials. — 

Lumber $38 .  50  per  M. 

Stone 993  per  ton. 

Sand 295       " 

Cement  (including  bags) 2 .00  per  bbl. 

Wages. — ■ 

Carpenters 51  cts.  per  hour. 

Carpenters  helpers 40 

Laborers 37^ 

Engineers  on  mixers 55 

Concrete  finishers 41  " 

The  work  was  carried  out  under  the  direction  of 
J.  M.  R.  Fairbairn,  chief  engineer,  P.  B.  Motley, 
being  Engineer  of  Bridges  -  -  J.  H.  Barber,  with 
A.  H.  Munson  as  assistant,  was  engineer  in  charge  of 
construction,  while  the  necessary  investigations,  calcula- 
tions and  details  were  worked  out  by  the  writers.  The 
contractors  for  Bridge  1.8  were  Wells  &  Grey  Ltd.,  and 
for  Bridge  0.9  The  Dominion  Construction  Company,  both 
of  Toronto. 


102 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Can  Earth  Roads  be  Made  Satisfactory? 

By  II.  S.  Carpenter,  A.M.E.I.C.,  Deputy  Minister,  Department  of  Highways 


Many  states  south  of  the  International  Boundary  are 
known  to  the  road  building  fraternity  as  "  earth  road 
states."  To  be  thus  characterized  does  not  of  necessity 
imply  a  reflection  on  the  condition  of  the  roads.  It  may 
mean  that  these  states  like  the  Province  of  Saskatchewan 
have  not  been  supplied  by  nature  with  material  from  which 
broken  stone  or  other  hard  road  metal  can  be  obtained 
within  their  boundaries,  and  that  they  are  obliged  to  make 
the  best  of  the  clay,  sand  and  gravel  which  is  found 
comercially  available  for  road  construction  purposes. 
We  know  that  some  states  have  used  this  inferior  road 
building  material  to  good  purpose.  If  in  addition  to  being 
known  as  an  "  earth  road  state  "  a  state  has  earned  the 
right  to  be  called  also  a  "  road  drag  state,"  it  will  have 
gone  a  long  way  towards  removing  any  reproach  which  the 
former  term  may  imply. 

Saskatchewan  is  an  earth  road  province  and  although 
it  would  be  rashness  for  any  one  to  state  that  sometime  in 
the  future  this  province  may  not  be  served  by  main  roads 
surfaced  with  some  form  of  durable  road  metal  we  have 
to  face  the  fact  that  there  is  not  at  present  available 
material  from  which  to  obtain  broken  stone  with  which  to 
build  hard  surfaced  roads.  This  material  has  been  shipped 
into  the  province  for  use  in  paving  our  city  streets.  There 
is  also  the  possibility  that  it  may  be  obtained  from  the 
rock  deposits  which  cover  the  northern  parts  of  the  pro- 
vince. The  cost  of  this  material  at  present  makes  its 
use  prohibitive  for  any  extensive  program  of  improvement 
of  our  country  roads.  The  same  may  be  said  of  the 
relatively  small  amount  which  can  be  obtained  from  field 
stone. 

We  sometimes  indulge  in  speculation  as  to  whether 
or  not  some  process  of  treatment  may  not  be  devised  by 
which  our  Saskatchewan  clays  or  gumbo  soils  may  be 
converted  into  a  material  which  may  be  used  as  a  substitute 
for  the  broken  stone,  slag,  or  other  hard  durable  road- 
building  material  found  in  other  countries.  It  is  pointed 
out  that  it  took  many  years  of  patient  labor  and  experi- 
menting to  demonstrate  that  the  soil  of  this  great  north- 
west would  produce  crops.  Many  of  us  remember  not  so 
many  years  ago  when  it  was  said  that  the  Regina  plains 
were  barren.  Other  sections  of  this  country  were  at  one 
time  looked  upon  as  hopeless  from  an  agricultural  point 
of  view.  Through  the  hard  work,  perseverance  and 
intelligence  of  the  earlier  settlers  all  difficulties  were 
overcome  and  it  was  demonstrated  that  Saskatchewan 
mud  could  be  so  treated  as  to  be  converted  into  the  very 
best  of  farm  lands.  It  is  reasoned  then  that  there  is 
reason  to  hope  that  the  road  builder  may  in  a  similar 
manner  work  out  his  own  salvation,  and  in  time  evolve 
ways  and  means  of  converting  the  prairie  soils  into  service- 
able road  metal.  Certain  characteristics  of  Regina  gumbo 
it  must  be  admitted  are  such  as  to  lend  encouragement 
to  this  optimistic  outlook.  If  you  will  go  out  onto  one  of 
the  unpaved  streets  of  this  city  a  few  hours  after  a  rain 
when  the  surface  has  dried  out  sufficiently  to  have  lost  its 
stickiness,  but  is  still  plastic,  it  will  be  found  that  portions 

*Read  before  the  Annual  Meeting  of  the  Saskatchewan  Branch, 
January  9th,  1919. 


of  the  surface  which  have  been  rolled  out  and  compressed 
by  heavy  motor  wheels  have  been  converted  into  a  material 
which  in  that  state  would  make  a  good  road  surface.  It  is 
so  hard  that  it  will  take  a  polish,  as  tough  as  leather,  and  so 
dense  that  one  would  expect  it  to  be  waterproof,  as  it 
dries  out  under  the  rolling  of  traffic  these  properties  in- 
crease. If  we  could  devise  some  means  of  fixing  it  in  this 
condition  it  might  be  utilized  as  a  serviceable  road  metal. 
But  we  know  only  too  well  what  happens  to  it  the  next  time 
it  rains. 

Methods  of  burning  clays  have  been  tried  in  the  con- 
struction of  "  burnt  clay  "  roads.  This  has  met  with 
more  or  less  success  in  districts  where  fuel  is  plentiful  and 
cheap,  but  this  treatment  does  not  promise  success  in  this 
province  where  fuel  is  scarce. 

We  do  not  wish  to  dampen  the  enthusiasm  of  the 
optimist  or  even  of  the  dreamer,  on  the  contrary  they 
should  be  encouraged,  but  in  the  meantime  it  does  not  seem 
wise  that  we  should  defer  our  hopes  of  providing  this 
province  with  good  roads  until  some  genius  has  evolved 
some  magical  process  of  transmuting  Saskatchewan 
mud  into  hard  road  metal. 

It  would  seem  then  that  we  should  devote  our  energies 
to  making  the  best  use  of  the  material  commercially 
available  which,  generally  speaking,  is  the  material  which 
is  within  scraper  haul  or  at  most  waggon  haul  of  our  roads. 
This  does  not  imply  that  we  should  not  make  a  judicious 
selection  of  this  material.  In  fact  it  is  the  neglect  to 
exercise  judgment  in  this  respect  which  is  responsible  for 
the  construction  of  a  great  many  miles  of  poor  earth  roads. 
Instances  of  this  are  noted  in  the  attempt  to  construct 
grades  across  sloughs  when  advantage  is  taken  of  a  dry 
season  to  build  the  grade  from  the  soft  alkali  mud  which 
often  forms  the  bed  of  the  slough  regardless  of  the  fact 
that  good  material  can  be  obtained  from  the  banks  of  the 
slough.  Even  where  it  is  necessary  to  cut  down  these 
banks  to  provide  a  suitable  grade  at  each  end  of  the 
fill,  good  material  excavated  from  these  banks  is  some- 
times wasted  rather  than  incur  the  little  longer  haul  that 
its  use  involves,  as  compared  with  scraping  in  the  material 
from  the  bottom  of  the  slough. 

Again  attempts  are  made  to  build  a  road  entirely  of 
light  sandy  material  or  even  of  fine  sand,  when  clay  could 
conveniently  be  obtained  to  mix  with  the  sand  to  construct 
a  sand  clay  road,  or  conversely  a  clay  road  is  built  not- 
withstanding the  fact  that  sand  suitable  for  mixing  with 
the  clay  can  be  conveniently  obtained. 

It  may  be  noted  also  that  we  are  not  making  the 
most  of  our  resources  in  gravel.  In  many  districts 
gravel  can  be  obtained  convenient  to  our  roads,  and 
although  the  presence  of  these  gravel  deposits  is  more  or 
less  generally  known  in  each  locality  this  is  ignored 
by  those  in  charge  of  road  improvement  work.  In  order 
that  greater  advantage  may  be  taken  of  our  gravel  supplies 
it  would  be  well  for  each  rural  municipality  to  undertake 
a  survey  of  the  municipality  to  ascertain  its  resources  in 
the  way  of  gravel  and  sand.  This  information  should  be 
so  recorded  as  to  be  available  in  connection  with  any 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


103 


scheme  of  road  improvement  planned  by  the  municipality. 
Control  of  many  of  these  deposits  could  probably  be  more 
readily  obtained  now  than  later  on  after  the  value  of  the 
gravel  and  sand  has  increased.  A  start  has  been  made  by 
the  Department  of  Highways  to  collect  information  as  to 
location,  extent  and  quality  of  gravel  and  sand  deposits  in 
the  province.  It  is  hoped  this  information  will  be  very 
useful  both  to  the  department  and  to  the  rural  munici- 
palities in  carrying  out,  not  only  road  construction,  but 
also  in  connection  with  the  construction  of  concrete 
culverts  and  bridges. 

It  cannot  be  too  forcibly  insisted  on  that  the  question 
as  to  whether  or  not  earth  roads  will  prove  satisfactory  is 
largely  a  question  of  maintenance.  The  necessity  for  this 
should  be  faced  at  the  inception  of  any  scheme  of  road 
improvement.  Provision  for  financing  the  improvement 
should  also  include  provision  for  adequate  maintenance. 

The  satisfactory  road  to  be  built  in  any  locality  we 
may  assume  to  be  that  road  which  is  most  suitable  to  the 
conditions  for  which  the  road  is  to  be  used.  The  conditions 
to  be  considered  are  soil,  climate,  nature  and  extent  of  the 
traffic,  and  the  materials  available,  but  also  unfortunately 
we  cannot  overlook  the  condition  that  the  road  must  be 
suitable  to  our  ability  to  pay  for  it.  This  latter  condition 
so  dominates  the  others  that  it  is  generally  accepted  that 
we  are  justified  in  expending  on  a  scheme  of  highway 
improvement  only  so  much  as  will  represent  a  safe  sound 
investment  upon  which  dividends  will  be  paid,  not  in 
actual  cash  disbursements  but  in  actual  cash  savings  to  the 
community  to  be  served  and  which  has  to  bear  the  cost. 
That  is,  the  tax  which  will  have  to  be  borne  to  finance  the 
improvement  must  not  exceed  the  tax  which  is  imposed 
because  of  the  poor  condition  of  the  roads. 

The  suitable  class  of  roads  then  is  the  one  that  can  be 
built,  financed,  and  maintained  from  the  annual  savings 
represented  by  the  difference  in  cost  of  hauling  over  poor 
roads  and  the  cost  of  hauling  over  the  improved  road. 
A  careful  study  of  the  costs  of  hauling  over  different 
classes  of  roads  has  been  made  by  the  United  States  Office 
of  Public  Roads,  and  also  by  officials  of  some  of  the  high- 
way departments  of  the  different  states.  The  United 
States  Office  of  Public  Roads  gives  the  cost  of  hauling  on 
unimproved  roads  throughout  several  different  states  as 
varying  from  24  to  37  cents  per  ton  per  mile,  or  an  average 
of  30  cents.  From  the  insufficent  data  I  have  been  able  to 
gather  it  would  appear  that  the  cost  in  Saskatchewan  is 
at  least  as  high  as  30  cents. 

The  cost  of  hauling  on  improved  roads  is  given  as 
10  cents  per  ton  mile  on  the  first  class  roads  in  European 
countries  before  the  war,  making  allowances  for  extreme 
variations  in  wages  between  Europe  and  the  United 
States,  the  cost  in  this  latter  country  is  given  as  not  to 
exceed  20  cents  on  improved  earth  or  sand  clay  roads,  and 
from  15  to  12  cents  on  good  gravel,  macadam  or  other 
more  expensive  pavements.  Similar  figures  for  Saskat- 
chewan are  for  obvious  reasons  not  available. 

B.  K.  Coughlan,  Professor  of  Highway  Engineer- 
ing in  the  Agricultural  and  Mechanical  College  of  Texas, 
gives  the  following  very  conservative  -figures  for  the 
saving  in  the  cost  of  hauling  effected  by  the  following 
classes  of  improved  roads  in  cents  per  ton  mile :  earth  or 


sand  clay  roads,  l\-2  cents;  gravel  roads,  10  cents;  bit- 
uminous macadam,  concrete  or  other  expensive  pave- 
ments, 15  cents.  These  figures  are  made  use  of  in  the 
computations  submitted  below.  It  should  be  noted  here 
that  these  figures  do  not  take  into  consideration  the  saving 
in  wear  and  tear  on  vehicles,  harness  and  animals,  nor  do 
they  include  the  undoubtedly  great  benefits  to  the 
community  from  improved  social  opportunities,  greater 
comforts,  and  other  benefits  resulting  from  improved 
roads  which,  however  apparent,  are  difficult  to  value  in 
dollars  and  cents. 

Having  then  the  annual  saving  in  hauling  costs,  if 
we  ascertain  the  annual  traffic  which  the  road  system 
slated  for  improvement  will  carry  reduced  to  ton  miles 
we  can  calculate  the  annual  saving  to  the  community  which 
the  improvement  will  produce.  We  can  then  capitalize 
this  amount  and  thus  determine  the  class  of  road  which  is 
economically  suitable.  Or  conversely  having  the  cost  of 
constructing,  financing  and  maintaining  a  certain  class  of 
road  it  can  be  ascertained  the  minimum  of  traffic  which 
would  be  necessary  to  justify  the  investment. 

In  this  discussion  it  is  assumed  the  money  necessary  to 
cover  the  improvement  will  be  obtained  by  the  sale  of 
bonds  or  debentures.  This  means  that  included  in  the 
cost  must  be  ample  provision  for  annual  maintenance 
sufficient  to  preserve  the  investment  during  the  currency 
of  the  bond.  This  provision  is  a  matter  that  is  too  fre- 
quently overlooked.  Bond  money  should  not  be  spent  for 
road  improvement  unless  the  arrangement  provides  for 
adequate  maintenance. 

The  annual  cost  of  the  improvement  then  is  the 
interest  on  the  bonds,  the  annual  sum  needed  to  retire  the 
bonds  at  maturity,  and  the  annual  cost  of  maintenance. 
The  bonds  for  earth  and  sand  clay  roads  should  not  run 
over  20  years.  This  may  be  extended  to  30  years  for 
gravel,  macadam  and  the  more  expensive  pavements. 

Following  then  the  method  of  calculation  adopted 
by  Professor  Coughlan  we  can  determine  the  amount  of 
traffic  which  a  road  will  have  to  carry  to  justify  an  issue 
of  bonds  to  convert  it  into  an  improved  road  of  any 
particular  class  as  follows: 

Earth  Road. 

Cost  of  construction  estimated  at  $1000  per  mile. 
Annual  cost  of  maintenance  at  $75  per  mile;  Interest 
on  bonds  at  6%.  Interest  on  sinking  fund  3}4%-  Bonds 
to  run  20  years.  The  annual  cost  then  equals  .09536  x 
1000  plus  75  equals  $170.36,  which  at  a  saving  of  7^  cents 
per  ton  mile  would  require  a  traffic  of  2270  tons  or  about 
8  tons  for  each  working  day. 

Sand  Clay  Road. 

Cost  of  construction  estimated  at  $1500  per  mile. 
Annual  cost  of  maintenance  at  $125  per  mile.  Interest  on 
bonds  at  6%.  Interest  on  sinking  fund  at  314%.  Bonds 
to  run  20  years.  The  annual  cost  then  equals  .09536  x 
1500  plus  125  equals  268.04,  which  at  a  saving  of  7]/2  cents 
per  ton  mile  would  require  a  traffic  of  3570  tons  or  about 
12  tons  for  each  working  day. 


104 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


(travel  Road. 
Cost  of  construction  estimated  at  $3000  per  mile. 
Annual  cost  of  maintenance  at  $225  per  mile.  Interest  on 
bonds  at  6('( .  Interest  on  sinking  fund  at  3^%.  Bonds 
to  run  30  years.  The  annual  cost  then  equals  3000  x  .07937 
plus  $225  equals  463.11,  which  at  a  saving  of  10  cents  per 
ton  mile  would  require  a  traffic  of  4630  tons  or  about  15 
tons  for  each  working  day. 

Water  Bound  Macadam  Road. 
Cost  of  construction  estimated  at  $9200  per  mile. 
Annual  cost  of  maintenance  at  $525  per  mile.  Interest 
on  bonds  at  6%.  Interest  on  sinking  fund  at  3 ]  2 f  <•  - 
Bonds  to  run  30  years.  The  annual  cost  then  equals 
.07937  x  9200  plus  525  equals  1255.20,  which  at  a  saving 
of  15  cents  per  ton  mile  would  require  a  traffic  of  8366 
tons  or  about  28  tons  for  each  working  day. 

Bituminous  Bound  Macadam  Road. 
Cost  of  construction  estimated  at  $10,300  per  mile. 
Annual  cost  of  maintenance  at  $700  per  mile.  Interest  on 
bonds  at  6% .  Interest  on  sinking  fund  at  3^9?  •  Bonds 
to  run  30  years.  The  annual  cost  then  equals  .07937  x 
10,300  plus  700  equals  1517.50,  which  at  a  saving  of  15 
cents  per  ton  mile  would  require  a  traffic  of  10,116  tons 
or  about  34  tons  for  each  working  day. 

The  cost  of  constructing  water  bound  macadam  and 
bituminous  bound  macadam  roads  used  above  at  $9200 
and  $10,300  per  mile,  respectively,  is  taken  from  a  report 
of  the  United  States  Office  of  Public  Roads  on  the  average 
cost  of  constructing  in  the  years  1908  to  1911  of  137  miles 
of  the  former  class  of  road  and  85  miles  of  the  latter,  the 
width  of  the  road  paved  being  in  both  classes  15  feet. 
I  would  not  venture  an  estimate  of  what  these  two 
classes  of  pavement  would  cost  in  Saskatchewan. 

I  have  endeavored  to  give  the  results  of  the  above 
calculations  a  local  application,  but,  unfortunately,  traffic 
census  on  any  of  our  main  roads  are  not  available.  Lacking 
more  definite  data  I  have  assumed  a  hypothetical  case. 
Assuming  a  main  market  road  leading  out  from  a  market 
center  in  one  direction  for  a  distance  of  twelve  miles  and 
considering  only  the  traffic  which  originates  on  the  farms 
for  which  the  road  is  the  main  market  road ;  neglecting  then 
the  traffic  in  coal,  lumber,  and  other  supplies  from  the 
market  town  to  the  farms,  also  any  traffic  which  may  use 


the  road,  but  which  originates  outside  the  area  tributary 
to  the  road.  I  have  assumed  that  each  quarter  section 
will  annually  yield  30  tons  of  produce  or  equivalent  to 
1000  bushels  of  wheat.  The  traffic  on  each  mile  num- 
bering from  the  town  out  would  be  as  follows: 

1st  mile 7320  tons 

2nd   "   7200   " 

3rd    "   6800  " 

4th    "  6400  " 

5th    "  5880  " 

6th    "   5280  " 

7th    "  4680  " 

8th    " 4080  " 

9th    "   3000  " 

10th    "  2520  " 

11th    "  900  " 

12th    "   840  " 

Comparing  these  figures  with  the  results  of  the  com- 
putations for  each  class  of  road  we  find  that  on  no  part  of 
this  road  would  the  traffic  warrant  the  construction  of 
either  water  bound  or  bituminous  bound  macadam  surfaces. 
The  theoretically  suitable  road  would  be  constructed  of 
gravel  for  the  first  six  miles,  sand  clay  for  the  next  two 
miles  earth  for  the  ninth  and  tenth  miles  and  the  last  two 
miles  would  not  carry  sufficient  traffic  to  warrant  even  an 
earth  road.  In  actual  practice,  of  course,  the  total  length 
of  the  road  would  be  included  in  the  scheme  of  improve- 
ment and  the  class  of  road  built  be  that  which  the  average 
traffic  over  the  whole  stretch  would  justify. 

If  the  road  under  discussion  in  addition  to  being  a 
local  market  road  were  also  an  interurban  road  or  a  trunk 
road  there  might  be  added  to  the  local  traffic  sufficient 
through  traffic  to  justify  more  durable  and  more  expensive 
pavements.  We  must  face  the  fact,  however,  that  in 
comparison  with  our  small  population  we  have  a  very 
large  mileage  of  roads  to  construct  and  maintain;  so  that 
when  we  are  confronted  with  the  question  as  to  whether 
we  should  use  the  money  available  to  build  one  mile  of 
bituminous  bound  macadam  road  or  ten  miles  of  improved 
earth  road,  we  are  forced  to  the  conclusion  that  the 
province  will  be  best  served  by  making  the  best  use  of  the 
material  commercially  available  and  that  for  the  present 
at  least  we  should  devote  our  energies  to  the  improvement 
of  our  organization  for  constructing,  maintaining  and 
financing  our  earth  roads. 


Economy  in  Ocean  Transportation 

By  A.  W.  Robinson,  M.E.I.C. 


The  purpose  of  this  paper  is  to  direct  attention  to  a 
few  points  connected  with  ocean  transportation  which 
are  deserving  of  special  attention  now  in  view  of  the  altered 
conditions  consequent  upon  the  war.  In  the  replacement 
of  lost  tonnage  we  have  now  an  opportunity  to  make  a 
distinct  advance  upon  previous  practice.  It  is  incumbent 
upon  us  to  make  such  an  advance  and  to  increase  the 
efficiency  of  everything  connected  with  ocean  transporta- 
tion to  the  utmost  possible  extent  in  view  of  the  new  con- 
ditions of  increased  cost  of  fuel,  labor  and  materials,  and 
the  competition  of  other  nations. 

*To  be  read  before  the  Montreal  Branch,  Thursday,  February  6th. 


Conservation  of  fuel  whether  it  be  coal  or  oil  is  now  a 
national  necessity.  Economy  in  the  generation  and  use 
of  propelling  power  is  now  highly  developed,  and  the 
gains  that  can  be  made  in  that  direction  are  comparatively 
small.  It  is  in  the  direction  of  larger  units  more  efficiently 
employed  that  we  must  look  in  order  to  obtain  a  greater 
output  per  man  and  per  horse-power. 

How  can  larger  and  more  economical  vessels  be  pro- 
fitably utilized,  what  is  their  relative  economy,  and  what 
are  their  limitations  ?  The  writer  will  endeavor  to  present 
facts  and  data  that  will  enable  an  independent  judgment 
to  be  formed. 


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105 


During  the  four  years  that  have  elapsed  there  would, 
in  ordinary  times,  have  been  a  natural  increase  of  require- 
ments to  be  provided  for,  but  this  cannot  be  figured  at  the 
normal  rate  because  of  the  great  interruption  to  trade  and 
commerce.  Much  of  that  trade  will  now  have  to  begin 
where  it  left  off  and  the  enormously  increased  transport 
due  to  war  material  having  now  ceased  is  no  longer  a 
factor. 

During  the  closing  months  of  war  a  powerful  impetus 
was  given  to  building  vessels  of  any  kind  that  would 
promise  quick  delivery,  and  a  large  programme  was 
entered  upon,  the  United  States  alone  undertaking  to  build 
25  million  tons.  All  other  nations  are  striving  to  contri- 
bute their  quota.  It  is  impossible  to  foresee  the  future  or 
to  say  how  far  the  present  building  programme  will  be 
pushed,  but  if  one  may  venture  on  an  opinion,  there  will 
soon  be  a  superabundant  supply  of  the  smaller  class  of 
ships  now  being  built.  It  is  now  necessary  to  meet  new 
conditions  and  build  more  permanent  tonnage.  It  is 
most  important  that  the  permanent  ships  now  building 
and  to  be  built,  should  be  in  every  way  suited  to  carry 
cargo  at  the  least  cost  and  that  all  the  factors  that  contri- 
bute to  this  end  should  be  most  carefully  studied. 

The  increased  cost  of  construction  and  of  fuel  and 
labor  and  the  likelihood  of  competition  from  Japanese 
and  other  sources  all  have  to  be  met.  The  earlier  ships 
built  during  the  present  period  will  be  handicapped  by 
excessive  first  cost  and  to  some  extent  also  by  inferior 
construction  due  to  haste  and  inexperience.  For  reliable 
service  under  stress  of  all  weathers  and  for  freedom  from 
repairs  and  breakdowns  nothing  but  the  best  and 
staunchest  construction  dictated  by  long  sea  experience 
will  suffice.  In  view  of  the  increased  cost  of  fuel  and 
labor  it  will  be  necessary  to  improve  the  design  not  only 
of  the  ship  itself  but  of  every  thing  connected  with  ocean 
transportation,  including  means  for  rapid  and  economical 
handling  of  cargo  and  improved  terminal  facilities  in 
general. 

These  questions  are  receiving  close  study  and 
attention  from  both  naval  architects  and  ship  owners  as 
well  as  shipping  registry  societies  and  port  authorities. 
There  is  a  society  of "  Terminal  Engineers,"  and  a  monthly 
journal  called  "  Freight  Handling  and  Terminal  En- 
gineering," now  in  its  fourth  volume. 

There  is  also  a  comprehensive  survey  of  the  resources 
and  development  of  the  British  Dominions  contained  in 
the  great  report  of  the  Dominions  Royal  Commission, 
already  referred  to.  This  report  being  prepared  by  the 
most  competent  authorities  and  having  for  its  object  the 
economic  linking  up  of  the  great  Dominions  of  the  Empire 
merits  our  most  careful  study  and  earnest  co-operation. 

This  Commission  was  appointed  by  the  British 
Government  in  April,  1912,  and  made  its  final  report  in 
March,  1917,  so  that  it  covers  much  of  the  war  peried. 
Its  proceedings  and  evidence  are  contained  in  nine  volumes 
and  include  the  most  complete  and  exhaustive  study  of  the 
relations  of  the  Dominions  to  the  Empire  and  to  each 
other  that  has  ever  been  made. 

That  portion  of  the  report  dealing  with  the  question 
of  ocean  transportation  is  so  important  that  I  quote  a  part 
of  it  as  follows: 


"The  war  has  abundantly  demonstrated  that  the  life 
of  the  Empire  depends  upon  its  sea  communication. 
Whatever  the  existing  magnitude  of  the  ocean-borne 
commerce  between  the  United  Kingdom  and  the  Do- 
minions, and  whatever  the  prospect  of  its  development  in 
the  future,  producer,  manufacturer  and  merchant  alike 
are  concerned  and  vitally  concerned  with  securing  cheap, 
regular  and  efficient  transport  for  their  goods,  and  conse- 
quently with  the  progressive  improvement  of  the  Empire's 
shipping  facilities." 

"  We  emphasize  this  point  for  we  feel  that  in  discus- 
sions as  to  the  best  means  of  fostering  trade  within  the 
Empire,  its  importance  has  been  obscured  by  other 
factors  affecting  the  exchange  of  merchandise,  and  in 
particular  to  the  prominence  given  to  fiscal  legislation. 
In  our  view  cheap  sea  transport  is  not  only  of  importance 
in  relation  to  other  means  of  fostering  exchange  of  mer- 
chandise, but  it  also  confers  absolute  advantages  on  the 
countries  which  possess  it.  So  long  as  freights  are  cheaper 
and  means  of  communication  better  between  the  Mother 
country  and  the  Dominions  overseas,  and  between  the 
Dominions  themselves,  than  between  foreign  countries 
and  the  Dominions,  so  long  will  trade  naturally  follow 
Imperial  channels.  If,  therefore,  it  is  possible  to  devise 
some  means  of  permanent  betterment  of  sea-routes  within 
the  Empire,  a  powerful  impulse  will  have  been  given  to 
Imperial  trade,  while  the  strength  and  cohesion  of  the 
Empire  will  be  notably  increased." 

'  The  development  of  cheap,  regular  and  efficient 
transport  (and  indeed  of  quick  transport)  depends  in  the 
last  resort  on  increase  in  the  size  and  draft  of  sea-going 
vessels,  and  consequently  on  the  existence  of  harbours 
and  waterways  of  a  capacity  and  particularly  of  a  depth 
adequate  to  receive  such  vessels." 

'To  some  extent  these  considerations  have  influenced 
the  minds  of  ship  owners,  naval  architects  and  harbour 
authorities,  but  the  improvement  of  isolated  harbours  is 
of  little  avail  unless  all  the  harbours  on  a  given  route  are 
brought  up  approximately  to  the  same  level.  Joint 
co-ordinated  action  is  required.  Individual  disconnected 
effort  is  of  little  use.  It  is,  therefore  obvious  that  efforts 
should  be  made  to  correlate  and  develop  the  existing  and 
future  capacity  of  harbours  and  waterways  on  the  great 
trade  routes  of  the  Empire,  and  to  suggest  a  general  scheme 
for  improving  the  ports  on  these  routes." 

The  report  goes  on  to  state  that  so  far  as  the 
Dominions  are  concerned,  Canada  is  most  favored  by 
nature  with  deep  and  extensive  harbours  both  on  the  east 
and  west  coasts.  Full  data  is  given  of  all  trade  routes 
and  available  depths  at  present  in  all  principal  harbours, 
and  estimated  work  to  be  done  at  various  points  to  bring 
them  up  to  standard. 

A  depth  of  40  ft.  is  recommended  as  being  the  limit 
at  present  available  in  principal  ports,  and  that  can  be 
attained  in  some  other  secondary  ports  within  reasonable 
time.  We  have,  or  soon  will  have  this  depth  at  our  own 
ports  on  the  Atlantic  and  Pacific.  The  Panama  Canal 
is  40  ft.  Hong  Kong,  Singapore,  Sydney,  Hobard  and 
Capetown  are  all  40  ft.    Shanghai  contemplates  50  ft. 

The  most  efficient  size  of  a  vessel  fixed  upon  by  this 
Commission  is  the  largest  that  can  make  use  of  these 
main  ports,  and  will  be  a  vessel  660  ft.  long,  38  ft.  draft, 


106 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


and  about  25,000  tons  deadweight  capacity.  Vessels 
of  this  size  are  proposed  for  the  main  trade  routes  to 
Australia,  via  Capetown,  and  to  Canada.  Also  a  line 
from  a  British  port  to  New  Zealand,  via  Halifax,  Bermuda, 
Jamaica  and  Panama  Canal,  giving  a  faster  mail  route 
than  via  Suez.  It  is  not  generally  realized  that  the 
Panama  Canal  is  directly  on  the  shortest  sailing  line  from 
Britain  to  New  Zealand  and  that  the  distance  is  560 
nautical  miles  shorter  than  the  mail  route  via  Suez. 

Mail  services  are  also  an  important  subject  for  dis- 
cussion. Much  improvement  can  be  made  in  the  methods 
that  prevailed  before  the  war  in  our  transatlantic  mail 
service.  Instead  of  numerous  trans-shipments  by  methods 
involving  delay,  injury  and  risk  of  loss,  it  should  be  pos- 
sible to  run  a  mail  train  alongside  the  ship  and  fit  portable 
rubber  belt  conveyors  that  would  take  the  mail  bags  from 
the  railway  car  and  deliver  them  directly  into  the  mail 
room  of  the  ship  through  a  door  in  the  ship's  side  designed 
for  the  purpose.  A  further  improvement  would  be  an 
ample  postal  station  as  part  of  the  railway  terminal,  so 
that  trucking  the  mail  bags  through  the  streets  or  along 
station  platforms  among  passengers  and  baggage  would  be 
avoided. 

The  increased  cost  of  labor  and  fuel  makes  it  necessary 
to  devise  new  ways  and  means  to  meet  this  cost.  If  all 
countries  suffered  the  same  relative  increase  we  would  be 
in  much  the  same  position  as  before.  Manual  labor 
must  be  superseded  by  mechanical  appliances.  Where 
manual  labor  cannot  be  dispensed  with  it  should  be  sup- 
plied with  such  mechanical  aids  as  will  render  it  more 
effective.  In  the  manufacturing  industries  it  has  been 
shown  repeatedly  that  the  most  important  factor  in 
cheap  production  is  not  the  rate  of  wages,  but  rather  the 
increase  of  output.  We  can  well  afford  to  pay  high  wages 
with  efficient  plant  and  large  output. 

As  in  railroads  economy  in  haulage  has  been  obtained 
by  increase  of  train  loads,  so  in  marine  transport  the 
simplest  and  most  direct  way  to  reduce  costs  is  to  increase 
the  capacity  of  ships  so  as  to  carry  more  tons  of  freight 
per  unit  of  labor  and  fuel.  Theoretically  the  larger  the 
vessel  the  greater  the  economy  but  practically  there  are 
limitations.  These  limitations  are  not  rigid,  and  do 
not  bind  down  the  ship  as  do  railroad  limits  of  size,  but 
are  elastic  and  depend  on  commercial  considerations  of 
traffic,  freight  handling  and  depth  of  water,  and  can  be 
expanded  to  any  extent. 

The  question  is,  how  far  can  we  go  efficiently  in 
increasing  the  size  of  ships  ?  The  discussion  which  follows 
will  enable  us  to  find  the  answer. 

In  November,  1902,  the  writer  read  a  paper  before 
this  Society  on  "  The  Economy  of  Large  Ships,  "in  which 
he  stated  the  principles  governing  the  case  and  pointed 
out  that  when  the  30  ft.  channel  to  Montreal  was  completed, 
we  could  employ  a  vessel  520  ft.  long,  61  ft.  beam  and  30  ft. 
draft,  which  would  carry  12,000  tons  deadweight  at  13 
knots  speed  on  5  lbs.  of  coal  per  100  ton  miles.  He  also 
pointed  out  the  economy  that  would  result  in  even  larger 
sizes  and  deeper  draft.  That  limit  has  been  long  since 
reached  and  passed.  A  very  full  discussion  was  contri- 
buted to  that  paper  by  the  late  E.  L.  Corthell  and  printed 
in  our  transactions,  in  which  he  ably  reviewed  the  develop- 
ment of  ocean  traffic  up  to  that  date 


The  degree  to  which  size  can  be  carried  to  be  profitable 
is  limited,  not  by  any  problem  of  construction  but  by 
depth  of  water  and  commercial  considerations  of  traffic. 

The  superior  economy  of  the  large  vessel  is  generally 
recognized.  There  exists  some  difference  of  opinion  as  to 
the  limits  to  which  great  size  can  be  carried  to  advantage. 
Economy  in  railway  transport  has  been  attained  by  heavier 
train  loads  and  full  car  loading.  The  same  principle 
applies  to  ships  except  that  they  are  not  limited  like 
railways,  and  hence  can  derive  a  greater  benefit. 

The  following  table  shows  the  comparative  economy 
of  cargo  vessels  of  2500  to  25,000  tons  deadweight  capacity: 

Deadweight  Capacity  tons    2500     5000    10,000  15,000  20,000  25,000 

Length  of  vessel ft.  215  300  430  510  590  675 

Beam               "       "  36  44  58  68  72  80 

Draft  of  water,  loaded.  "  22  25  28^  32  34  36 

Speed,  sea-miles 11  11  11  11  11  11 

Indicated  H.  P 1460  1900  2800  3750  5000  6000 

Coal  per  hour lbs.  2920  3600  5000  6380  7350  7950 

Coal  consumption  lbs. 

per  100  ton-miles. . .  10.6  6.5  4.5  3.9  3.3  2.9 

In  the  above  table  the  dimensions  may,  of  course,  be 
varied  to  suit  different  designs,  as  for  instance,  if  deeper 
draft  can  be  allowed  the  hulls  may  have  less  length  and 
beams,  but  the  comparison  is  sufficient  to  illustrate  the 
great  saving  in  coal  consumption  in  the  larger  sizes. 
Thus,  a  vessel  of  2500  tons  deadweight  consumes  10.6  lb. 
of  coal  per  100  ton-miles  at  11  knots,  while  a  vessel  of 
25,000  tons  only  consumes  2.9  lb.  per  100  ton-miles  at  the 
same  speed.  In  other  words:  a  given  amount  of  cargo 
is  carried  in  the  larger  vessel  with  27  per  cent  of  the  fuel, 
a  saving  of  73  per  cent,  with  intermediate  sizes  in  pro- 
portion. Not  only  is  there  a  saving  in  fuel  but  in  labor 
also.  These  savings  are  cumulative  as  the  space  saved 
by  reduced  percentage  of  machinery  and  fuel  goes  to 
increase  the  paying  cargo  space.  It  will  be  seen  that  the 
largest  size  vessel  in  the  table  corresponds  closely  with 
that  proposed  by  the  Dominions  Royal  Commission. 

The  saving  in  labor  in  the  large  vessel  is  also  most 
important.  The  question  of  finding  crews  for  a  great 
number  of  small  vessels  is  already  proving  a  problem. 
Inevitably  the  standard  of  skill  and  experience  must  be 
lowered  and  this  will  result  in  loss  and  inefficiency.  The 
number  of  crew  will  vary  in  different  services,  but  roughly 
speaking  a  vessel  of  5000  tons  deadweight  may  have  a  crew 
of  35,  while  a  vessel  of  25,000  tons  would  only  require 
about  68.  That  is  to  say  twice  the  crew  would  carry 
five  times  the  cargo.  For  oil-burning  vessels  the  saving 
would  be  still  more  marked. 

A  further  advantage  of  the  large  vessel  is  that  less 
wharf  frontage  is  required  for  a  given  tonnage.  Thus  a 
berth  for  one  vessel  of  25,000  tons  deadweight  would  be 
about  700  ft.  long,  whereas  berths  for  two  vessels  of  12,500 
tons  would  be  1,000  ft.  and  for  four  vessels  of  6250  tons, 
about  1500  ft.,  and  so  on,  in  proportion.  Consequently 
the  cost  of  wharfage  accommodation  is  actually  less  for 
the  large  vessels,  although  the  depth  of  water  required  is 
a  few  feet  more.  The  concentration  of  so  much  cargo  on 
a  small  frontage  will,  however,  make  necessary  more  floor 


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107 


space  in  the  sheds  and  much  better  distribution  facilities 
than  for  the  smaller  ships.  In  other  words,  the  harbor 
accommodation  must  be  designed  to  suit  the  vessel  and  the 
traffic. 

What  are  the  conditions  essential  to  enable  us  to  use 
successfully  these  large  and  efficient  vessels? 

Unless  they  can  be  worked  under  suitable  conditions 
they  will  yield  no  benefit.  These  are:  (1)  Sufficient 
volume  of  trade  on  a  regular  route  to  furnish  full  cargoes, 
or  nearly  so;  (2)  Sufficient  terminal  and  warehouse 
facilities  at  both  ends  of  the  route  to  collect  and  hold 
available  a  full  cargo  ready  for  loading  during  the  time  in 
port;  (3)  Improved  mechanical  appliances  for  rapid 
loading  and  unloading  so  that  the  time  in  port  can  be 
reduced  to  a  satisfactory  minimum;  (4)  Sufficient  depth 
of  water  and  sufficient  space  for  manoeuvering  in  port. 

Let  us  consider  more  specifically  the  foregoing  points. 
The  first  condition,  that  of  sufficient  traffic,  can  be  deter- 
mined from  statistics  of  any  given  trade  route,  with  allow- 
ance for  future  changes.  We  are  not  now  considering  the 
tramp  steamer,  which  must  seek  trade  where  it  can  find  it, 
and  which  must  necessarily  be  restricted  to  the  smaller 
class  of  vessel.  There  is  no  doubt  of  ample  traffic  being 
available  on  the  main  trade  routes. 

The  second  condition,  that  of  terminal  facilities,  is 
one  which  is  now  receiving  great  attention.  To  utilize 
the  large  economical  ship,  we  must  assemble  25,000  tons 
of  outgoing  cargo  at  a  time  in  sufficiently  close  proximity 
to  the  ship's  side  so  that  it  can  be  rapidly  handled,  and  at 
the  same  time  provide  for  incoming  cargo.  We  must  also 
consider  the  rail  and  water  facilities  for  assembling  this 
cargo  economically.  It  will  require  about  15  train  loads 
to  fill  such  a  ship. 

Improved  mechanical  appliances  for  handling  cargo 
are  essential  to  economy.  In  the  case  of  bulk  cargoes  as 
grain,  coal  or  oil,  mechanical  means  can  be  and  are  used 
most  efficiently,  and  the  time  of  loading  and  unloading 
is  very  short.  But  with  miscellaneous  freight  no  means 
have  yet  been  devised  to  supersede  hoisting  by  slings  or 
skips  which  must  be  loaded  by  hand  in  the  hold  of  the 
ship.  The  limiting  point  will  be,  therefore,  the  rate  at 
which  slings  or  skips  can  be  loaded.  The  hoisting 
apparatus  should  be  so  improved  that  the  lifts  are  made 
with  safety  and  high  speed,  and  the  capacity  of  the  lifts 
should  be  in  excess  of  the  capacity  of  the  men  to  load  them 
so  that  there  should  be  no  waiting.  The  number  of 
hatches  should  be  as  many  as  can  be  arranged  on  the 
vessel,  and  with  as  large  openings  as  possible  so  that  two 
or  more  lifts  can  be  used  at  each  hatch. 

The  chief  mechanical  improvements  which  can  be 
made  are  the  adoption  of  electric  hoists  on  shore  instead 
of  steam  winches  on  the  ship,  and  electric  trucks  to  receive 
the  load  directly  from  the  hoist  and  carry  it  away  to  avoid 
congestion.  In  this  way  manual  labor  can  be  reduced  and 
hand  trucking  done  away  with.  The  electric  winch  should 
be  double  drum,  and  the  hoist  arranged  with  two  points 
of  suspension,  one  over  the  hatch  and  one  over  the  point 
of  deposit.  In  this  way  perfect  control  at  high  speed  can 
be  obtained,  and  no  swinging  booms  or  derricks  are 
required. 

If  the  25,000  tons  of  cargo  in  the  ship  proposed  by  the 
Dominions  Royal  Commission  can  be  unloaded  at  eight 
hatches  with  sixteen  hoists,  each  working  at  40  tons  per 
hour,  the  ship  can  be  unloaded  in  40  hours.  Much  depends, 
of  course,  on  the  character  of  the  cargo. 

As  long  as  we  are  obliged  to  handle  miscellaneous 
freight  in  packages  of  every  conceivable  size  and  shape 


so  long  will  the  loading  process  be  subject  to  more  or  less 
delay  due  to  hand  manipulation.  Some  improvement 
might  be  effected  by  giving  a  preferred  rate  to  standardized 
packages  specially  adapted  to  quick  loading.  Something 
may  also  be  done  to  save  the  ship's  time  by  carrying  small 
freight  in  large  crates  or  containers  that  can  be  quickly 
lifted  and  closely  stowed. 

In  repetition  work  as  in  unloading  a  vessel,  a  time 
study  should  be  made  of  each  movement  to  a  fraction  of 
a  second  showing  where  the  losses  are  and  the  methods  so 
improved  as  to  eliminate  them. 

It  has  been  a  time-honoured  custom  for  each  ship  to 
have  a  complete  outfit  of  steam  winches  and  derricks  to 
discharge  her  own  cargo.  For  the  tramp  steamer  and 
for  ports  not  properly  equipped  this  is,  of  course,  necessary. 
But  why  perpetuate  it,  and  why  carry  a  deckload  of  obso- 
lete winches  and  derricks  cumbering  the  ship  and  weighing 
hundreds  of  tons  when  the  work  can  be  better  done  by 
electrically  operated  winches  on  shore  ?  The  steam  winch 
as  used  on  shipboard  is  probably  the  most  wasteful  form 
of  power  known.  With  its  long  steam  pipes  and  general 
maintenance  it  costs  at  least  ten  times  as  much  to  operate 
as  an  electric  motor  on  shore.  Hatchways  could  be  made 
larger  if  the  winches  were  omitted,  and  the  weight  of  the 
whole  outfit  added  to  paying  cargo  capacity.  Elecricity 
can  also  be  made  available  for  rapid  distribution  and 
stowage  of  the  cargo  on  shore. 

To  give  effect  to  this  plan  requires  that  all  ports  of 
call  for  this  special  ship  be  fully  equipped  with  all  the 
necessary  appliances  and  standardized  to  suit  the  ship. 
A  point  for  discussion  is,  shall  we  construct  our  ships  to 
suit  present  terminal  facilities  and  channel  depths,  and' 
thus  put  a  limitation  on  them,  or  shall  we  adopt  a  size  and 
type  of  ship  that  will  give  the  utmost  economy  for  a 
particular  route,  and  then  design  the  terminals  and  shore 
equipment  at  both  ends  of  the  route  to  suit  that  ship  ? 
The  writer  believes  that  the  latter  should  be  adopted  and 
that  great  economies  would  thereby  result. 

The  most  perfect  example  of  the  success  of  this 
policy  is  found  in  the  ore-carrying  fleet  of  the  Great 
Lakes.  Here,  as  is  well-known,  the  vessels  are  standard- 
ized, no  unloading  equipment  is  carried  on  them,  and  the 
utmost  economy  and  quick  despatch  is  secured.  The 
hatchways  are  spaced  a  uniform  distance  apart  so  that 
a  vessel  of  any  length  and  any  number  of  hatchways 
will  fit  under  a  row  of  fixed  loading  shoots  and  also  under 
the  unloading  equipment.  While  the  Great  Lakes  type 
of  vessel  and  unloading  equipment  would  not  be  suitable 
for  ocean  traffic  with  miscellaneous  cargo,  the  central  idea 
of  a  standardized  vessel  with  all  cargo  handling  equipment 
co-ordinated  to  it  and  placed  on  shore  finds  full  vindication. 
Portable  and  inexpensive  high-speed  electric  hoists  could 
be  spaced  along  to  suit  any  number  and  arrangement  of 
hatches,  having  a  double  wire-rope  tackle  carried  in  snatch- 
blocks  overhead,  and  requiring  no  swinging  booms  or 
expensive  cranes  except  for  special  or  heavy  lifts.  They 
would  also  be  flexible  and  would  suit  any  spacing  of  hatches. 

The  elaborate  equipment  of  travelling  and  revolving 
cranes  at  some  foreign  ports  is  often  referred  to  as  an 
example  for  us  to  copy.  The  author  thinks  that  any 
system  of  cranes,  especially  those  involving  heavy  travel- 
ling or  revolving  parts,  is  much  too  slow. 

It  has  been  customary  hitherto  to  consider  the  design 
of  a  cargo  vessel  as  inseparably  connected  with  the  number 
of  hatches  and  derrick  systems  that  can  be  arranged  along 
the  deck,  and  to  consider  the  time  required  to  unload  the 


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cargo  by  this  means  as  one  of  the  factors  acting  adversely 
to  the  large  vessel.  This  was  brought  out  by  a  paper  by 
John  Anderson,  on  "The  most  suitable  sizes  and  speeds  for 
General  Cargo  Steamers,"  read  before  the  Institution  of 
Naval  Architects,  March,  1918.  In  this  paper  the  author 
discusses  fully  the  characteristics  of  five  sizes  of  cargo 
vessels  with  the  number  and  arrangement  of  winches  and 
derrick  systems  to  each  and  shows  that  at  the  estimated 
rate  of  working  the  time  in  port  would  vary  from  2.37 
days  for  1800  tons  deadweight  to  13  days  for  18,000  tons 
The  latter  is  the  largest  size  he  considers  and  he  concludes 
that  at  this  size  the  large  vessel  begins  to  be  less  efficient 
because  of  the  long  time  required  in  port.  The  most 
efficient  cargo  liner  he  places  at  450  ft.  long  and  a  maximum 
draft  of  28  ft.,  and  in  view  of  this  maximum  draft  he 
thinks  it  is  an  open  question  whether  the  proposed  deep- 
ening of  trade  routes' should  be  considered  prior  to  other 
improvements.  Mr.  Anderson  is  undoubtedly  right  in 
his  conclusions,  based  on  the  slow  unloading  rate  of  ships' 
winches,  but  instead  of  resting  content  at  28  ft.  draft 
because  of  inefficient  unloading  appliances,  the  writer 
thinks  that  the  cargo  handling  arrangements  and  terminal 
facilities  should  be  improved  so  that  we  can  reap  the  bene- 
fit of  the  large  vessel  as  already  pointed  out. 

The  relative  advantages  and  disadvantages  of  large 
ships  are  clearly  pointed  out  by  Mr.  Anderson  in  his  paper 
as  follows.  The  principal  advantages  are :  1st,  reduced 
initial  cost  in  relation  to  the  deadweight;  2nd,  reduced 
horsepower,  crew  and  coal  required  in  relation  to  the 
deadweight;  and  3rd,  greater  seaworthiness.  These 
are  all  indisputable  and  well  recognized. 

The  disadvantages  he  states  as  follows :  The  increased 
length  of  time  required  to  load  and  discharge;  the  un- 
suitability  of  certain  harbors,  loading  berths  and  dry 
docks,  and  greater  loss  in  case  of  mishap  or  disaster. 
Let  us  consider  these  disadvantages  specifically.  First, 
as  to  longer  time  to  load  and  unload.  Undoubtedly  it 
will  take  longer  time  to  discharge  25,000  tons  than  a  less 
amount,  but  this  can  be  greatly  reduced  by  improved  and 
faster  methods  as  already  pointed  out.  Furthermore,  the 
cargo  can  be  discharged  from  the  large  ship  at  a  much 
faster  rate  than  from  the  small  owing  to  the  greater 
number  of  hatchways  and  hoists  in  use  at  once,  conse- 
quently the  detention  does  not  increase  as  the  weight  of 
cargo,  but  in  a  much  smaller  ratio. 

The  second  disadvantage  is  the  unsuitability  of  many 
harbors,  berths  and  dry  docks,  etc.  My  answer  is,  let 
these  small  and  unsuitable  harbors  continue  to  be  served 
by  the  smaller  vessels  and  by  the  tramp  steamers,  of 
which  we  will  soon  have  a  superabundance,  and  let  us 
equip  certain  harbors  on  our  main  trade  routes  specially 
for  the  most  economical  ship. 

The  last  point  is  the  greater  risk  of  loss  in  the  large 
vessel.  The  best  answer  to  this  is  experience,  and  statistics 
show  that  total  losses  of  large  and  seaworthy  ships  are 
comparatively  infrequent.  Furthermore,  as  pointed  out 
in  my  former  paper  on  "  Economy  of  Large  Ships,"  the 
risk  of  accident  is  in  proportion  to  the  number  of  voyages 
and  these  are  less  in  the  large  ship.  Finally  the  risk  of 
possible  loss  can  hardly  be  adduced  as  a  valid  argument 
to  cause  us  to  forego  the  undoubted  advantages. 

The  question  of  draft  of  water  is  one  of  the  most 
important  as  affecting  the  use  of  the  large  and  efficient 
ship.  The  660  ft.  ship  proposed  by  the  Dominions 
Royal  Commission  will  have  a  draft  of  38  ft.  requiring  a 
40  ft.  channel  at  least.  The  ruling  depth  of  ports  of  the 
first-class  at  the  present  time  is  40  ft.    The  depth  of 


Panama  Canal  is  40  ft.  The  present  depth  of  Suez 
Canal  is  about  30  ft.,  but  is  soon  to  be  33  ft. 

A.  D.  Swan  in  his  paper  on  "  Deep  Water  for 
Harbors  and  Cargo  Handling,"  read  before  the  American 
Association  of  Port  Authorities,  Sept.,  1918,  gives  a 
resume  of  the  question  and  quotes  authorities  on  the 
subject.  The  British  authorities  "  expressed  a  preference 
for  at  least  45  ft.  as  the  minimum  depth  which  harbor 
engineers  should  recommend  and  work  for,  because 
although  at  the  present  moment  40  ft.  might  be  a  satis- 
factory minimum  working  depth,  the  demand  for  shipping 
would  grow  so  steadily  as  to  make  45  ft.  necessary  before 
even  this  depth  could  be  achieved." 

The  same  paper  also  quotes  Prof.  Biles'  calculations 
showing  that  the  most  efficient  draft  for  a  ship  1,000  ft.  long 
would  be  57  ft.  6  in.  and  that  it  was  not  unreasonable  to 
predict  that  within  20  or  30  years  a  depth  of  harbor  of  60 
ft.  could  be  profitably  employed. 

It  is  clear  that  deep  draft  more  than  any  other  factor 
contributes  to  the  economy  with  which  heavy  loads  can 
be  carried,  in  fact  it  is  impossible  to  reap  the  benefit  of 
cheap  transportation  without  adequate  depth  of  water. 
Hence  the  efforts  that  are  now  being  made  to  increase 
the  depth  in  all  harbors  to  a  point  commensurate  with 
their  needs. 

Another  point  in  which  improvement  can  be  made  is 
in  provision  for  life-saving.  By  the  rules  now  existing 
ships  are  obliged  to  carry  a  load  of  life-boats  adequate  for 
the  whole  population  on  board.  In  a  passenger  liner 
carrying,  say  4000  people  this  is  an  onerous  and  useless 
requirement.  In  emergency  this  fleet  of  boats  cannot  be 
launched,  and  the  history  of  most  disasters  is  that  people 
are  precipitated  into  the  sea  and  left  to  cling  to  a  chance 
oar  or  piece  of  wreckage.  The  writer  has  long  advocated 
that  the  life-boat  accommodation  be  reduced  and  that  the 
supply  of  automatically  floating  accommodation  be 
increased  in  the  form  of  rafts,  pontoons  or  floatable  sections 
of  deck-houses.  The  entire  bow  and  stern  superstructure 
of  the  ship  might  be  made  to  float  off  by  disconnecting 
fastenings.  The  lifeboat  is  a  survival  from  early  condi- 
tions, and  while  we  cannot  supersede  it  entirely  we  should 
made  a  more  comfortable  and  safe  means  of  keeping  afloat 
for  the  short  time  now  necessary"  until  relief  arrives. 

In  conclusion  the  writer  has  endeavored  to  point  out 
some  lines  along  which  progress  can  be  made  towards 
further  economy  in  ocean  transportation.  The  subject  is 
too  large  and  many  sided  to  reach  definite  conclusions 
without  much  further  discussion,  but  it  is  certain  that 
there  is  room  for  great  improvement,  and  that  the 
opportunity  is  now. 

When,  as  has  been  shown,  the  25,000  ton  ship  can 
carry  two  and  a  quarter  times  as  much  cargo  on  the  same 
fuel  consumption  as  a  5000  ton  ship  and  do  it  with  two- 
fifths  of  the  crew  and  less  first  cost,  it  is  clear  that  immense 
savings  can  be  made  that  will  vitally  affect  the  whole 
system  of  ocean  transportation.  We  may  not  be  able  to 
make  sweeping  changes  in  the  existing  order  of  things,  but 
we  can  at  least  endeavor  to  see  that  the  additions  made  are 
in  the  right  direction.  It  will  be  an  immense  step  forward 
if  the  suggestions  of  the  Dominions  Royal  Commission  can 
be  carried  out  as  to  a  service  of  large  and  efficient  cargo 
liners  on  our  main  trade  routes. 

What  we  need  is  co-ordination,  co-operation  and 
standardization.  By  means  of  these  properly  applied  we 
can  have  a  merchant  marine  which  will  be  so  efficient  as 
to  more  than  hold  its  own  with  any  nation,  and  which  will 
link  up  the  empire  with  lines  of  vessels  that  will  be  the 
closest  bond  of  union  and  that  will  carry  our  products  to 
every  corner  of  the  globe. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


109 


Modern  Boiler  Practice 

By  F.  A.  Combe,  A.M.E.I.C.j 


The  object  of  this  paper  is  to  give  a  brief  outline  of 
the  principles  governing  boiler  and  furnace  design,  with 
a  review  of  our  present  knowledge  of  the  laws  related 
thereto,  and  the  trend  of  modern  practice,  together  with 
some  general  notes  regarding  boiler  installation  and  opera- 
tion which  may  be  of  interest  to  Canadian  engineers  and 
possibly  timely  in  view  of  the  number  of  new  steam  plants 
and  extensions  to  existing  plants  which  it  is  expected  will 
be  undertaken  in  this  country  now  that  war  restrictions 
have  been  withdrawn. 

During  the  last  eight  years  there  has  been  a  con- 


efficient  furnaces,  boiler  settings  and  plant  operation, 
and  engineers  and  plant  owners  are  beginning  to  pay  more 
attention  to  this  very  important  part  of  power  production. 
In  the  past  it  has  been  too  often  thought  that  anyone 
could  lay  out  a  boiler  room,  with  the  result  that  plants 
have  been  put  in  without  proper  consideration  of  their 
suitability  for  the  particular  conditions,  or,  even  when 
good  boilers,  stokers  and  main  apparatus  were  installed, 
no  facilities  for  economic  operation  were  provided.  More 
money  can  be  saved  or  lost  in  the  boiler  room  than  in 
any  other  part  of  the  plant,  yet,  while  the  latest  refine- 


3^1X1 


Standard  Longitudinal  Drum  Sectional  Header  Boiler. 


siderable  advance  in  the  art  of  generating  steam,  following 
a  better  understanding  of  the  combustion  of  fuel  and  heat 
transmission  in  boilers,  which,  while  not  leading  to  any 
radical  change  in  actual  construction,  has  resulted  in 
improved  arrangement  of  boiler  heating  surface,  with  more 

*Read  at  Montreal  Branch  January  30th. 

fEngineer  for  Canada,  for  Babcock  &  Wilcox  Limited. 


ments  may  have  been  added  to  the  engine  room  and 
electrical  side,  the  boiler  room  has  been  considered  as 
a  necessarily  dirty  place  to  be  avoided  as  much  as  possible. 
The  condition  of  this  same  boiler  room  under  operation 
is,  however,  usually  a  direct  indication  of  the  ability 
of  the  plant  designer  or  management,  or  both,  as  a  boiler 
room    need    not   be   dirty,    and   dirt   generally   means 


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JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


inefficiency  and  bad  management  somewhere.  At  the 
present  time  when  the  question  of  fuel  supply  is  of 
such  importance  in  Canada,  every  effort  should  be  made 
to  ensure  its  efficient  use,  and  steps  taken  where  possible, 
through  education  and  control,  to  cut  down  the  enormous 
waste  which  occurs  annually  through  inefficient  operation, 
or  the  false  economy  or  indifference  of  the  plant 
management. 

The  operating  efficiency  of  the  engine  room  machinery 
is  largely  inherent  in  the  design,  that  is  to  say,  beyond 
the  control  of  the  attendant,  but,  although  a  boiler  and 
furnace  must  be  properly  designed,  its  actualjefficiency  in 
service  is  to  a  great  extent  dependent  upon  intelligent 
operation  and  supervision,  and  for  that  reason  warrants 
the  placing  of  the  most  intelligent  and  highest fpriced 
men  with  every  modern  appliance  in  this  part  of  the  plant, 
since  an  increase  of  even  a  fraction  of  one  per  cent  in 
efficiency  represents  the  saving  of  a  considerable  quantity 
of  coal  annually.  Such  a  distribution  of  labour  and 
superintendence  is  very  seldom  the  case  at  the  present 
time. 

The  present  day  tendency  towards  high  steam 
pressures  and  temperatures,  concentration  of  power  and 
larger  unit  capacities  have  led  to  the  practical  elimination 
of  the  shell  boiler  for  this  service  and  to  certain  modi- 
fications in  the  setting  and  rating  of  water  tube  boilers. 
The  different  water-tube  boilers  made  to-day,  suitable 
for  these  conditions,  resolve  themselves  into  two  general 
classes, — horizontally  inclined  straight  tube  boilers  and 
vertically  inclined  bent  tube  boilers.  Fig.  1  shows  a 
section  of  a  standard  longitudinal  drum  boiler  of  sectional 
header  construction  with  vertical  baffles,  fitted  with  a 
superheater  and  chain  grate  stoker,  having  a  high  furnace 
setting;  and  Fig.  2  shows  a  large  double  setting  vertically 
inclined  tube  boiler  with  superheater  and  underfeed 
stokers.  For  the  purpose  of  illustrating  the  application 
of  the  principles  entering  into  boiler  design,  the  author 
will  confine  his  attention  chiefly  to  the  former  type  of 
boiler  and  its  recent  development. 

The  peculiar  conditions  under  which  boilers  must 
necessarily  work  affect  their  design  to  a  greater  extent 
than  with  most  machines.  It  is  possible  to  design  a 
boiler  which  would  give  a  higher  efficiency  under  test 
conditions  than  any  yet  built,  but  taking  into  considera- 
tion the  general  class  of  service,  attention,  ease  of  cleaning, 
first  cost  and  maintenance,  a  compromise  must  be  made 
for  continued  satisfactory  and  efficient  service. 


r*& 


Fig.  3.     Heat  Absorption  by  Convection  in  Standard  Boilers. 


Fig.  2.      Double  Setting  Stirling  Boiler. 

The  more  severe  demands  of  modern  service  and  a 
better  realization  by  engineers  of  the  possible  economies 
to  be  effected  in  the  boiler  room  has  encouraged  the 
development  of  boilers  for  higher  efficiency  and  rating, 
but  it  must  be  understood  that,  as  with  any  other  machine, 
the  higher  the  rate  at  which  a  boiler  is  operated  the  more 
careful  attention  is  needed  and  the  less  abuse  it  will  stand. 
Boilers,  engines,  or  anything  else  can  be,  and  are,  built 
to  stand  rough  usage,  but,  if  the  highest  efficiency  and 
rating  be  desired,  they  must  be  treated  with  respect  and 
for  the  purpose  for  which  they  are  designed,  for  instance: 

The  function  of  a  boiler  is  to  make  steam  and  it  is 
not  at  any  time  the  proper  place  for  the  treatment  and 
deposit  of  the  impurities  in  the  feed  water.  Boilers 
designed  for,  and  operating  under,  moderate  loads  will 
stand  a  lot  of  abuse  in  this  way,  albeit  at  a  loss  in  efficiency, 
and  under  such  conditions  the  use  of  chemicals  or  boiler 
compounds  fed  into  the  boiler  with  the  feed  water  may  be 
justifiable  to  lessen  adherent  scale,  but  pure  soft  water 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


111 


20 


RESULTS      OF     EXPERIMENTAL     DETERMINATION 

OF 

THE.     HEAT      TRANSFER      RATE 
IN     BOILER      FLUES 

BY 

THE.    BABC0CK.    AND    WILCOX     CO 


16    "I 


14 


10 


«**■/ 

- 

Correal"  to  within  £.  0  %  for  a    2  in.  internal 
diameter    tube    with    a   wall    temp,  of    180°  F. 

The  straight  lines,  however,  are.    probably 
tangents  to  curves   which,  as  the  weight  of 
gas    increases ,    bend     downward . 

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<•  Ranf/e    Covered    in    Experiments  - 

■- H. 

J_ 

Pratl 

d  LBS.      2000  4-OO0  6000  8000  IO0O0  12000        14000  LBS 

Weight    of  Gases    per   Sq.  Ft.    of   Flue   Area    per    Hour. 
Fig.  4.      Heat  Transfer  in  Boiler  Tubes. 

must  be  used  in  any  type  of  boiler  which  is  to  be  operated 
at  high  rates  of  evaporation  in  order  to  get  proper  benefit 
from  the  installation,  and  to  avoid  tube  troubles,  and  this 
usually  necessitates  the  provision  of  an  independent  water 
purifying  plant  for  the  raw  make  up  water  in  the  feed 
supply. 

Haling  and  Capacity. 

When  speaking  of  boiler  loads  or  high  and  low  rates 
of  evaporation  of  boilers,  it  is  necessary  to  have  a  clear 
understanding  of  the  unit  on  which  such  evaporations 
are  based,  that  is,  what  constitutes  a  normal  full  load  ? 
In  Europe  and  other  countries  boilers  are  usually  rated 
on  the  quantity  of  water  which  they  are  capable  of 
evaporating  per  hour  under  certain  conditions  with  a 
specified  heating  surface,  but  in  Canada,  following  the 
custom  of  the  United  States,  boilers  are  generally  rated 
simply  in  boiler  horsepower,  a  term  often  very  loosely 
used. 


A  boiler  horsepower,  in  its  true  sense,  is  solely  a  unit 
of  evaporation,  being  equal  to  34.5  lbs.  of  water  evaporated 
per  hour  from  and  at  212°F.  and  equivalent  to  the  standard 
adopted  by  the  boiler  committee  of  the  Centennial 
Exposition  in  Philadelphia  in  1876.  The  term  has 
nothing  to  do,  strictly  speaking,  with  the  heating  surface 
of  the  boiler,  but  at  different  stages  of  progress  of  the  art, 
manufacturers  of  stationary  boilers  have  adopted  as 
arbitrary  standards,  certain  amounts  of  boiler  heating 
surface  which  could  be  taken  as  suitable  for  economically 
evaporating  one  boiler  horsepower  under  average  con- 
ditions of  service  and  with  a  definite  ratio  of  heating  to 
grate  surface.  In  recent  years  10  square  feet  of  heating 
surface  per  boiler  horsepower  or  the  equivalent  of  approxi- 
mately 3  }4  lbs.  evaporation  per  square  foot  heating  surface 
has  been  considered  a  nominal  full  load  rating  for  a  water 
tube  boiler  of  standard  construction,  but  considerably 
higher  rates  are  adopted  in  modern  stationary  boilers 
designed  for  high  duty  service,  as  also  in  marine  boilers 
where  average  evaporative  rates  of  6  lbs.  and  over  per 
square  foot  heating  surface  are  usual. 

The  normal  rating,  or  rate  of  evaporation,  of  a  boiler, 
and  its  point  of  maximum  efficiency  is  entirely  dependent 
on  the  design,  and  while  higher  rates  than  3Ao  lbs.  per 
square  foot  heating  surface  may  constitute  a  so-called 
overload  on  a  boiler  designed  for  10  square  feet  heating 
surface  per  boiler  horsepower,  with  a  ratio  of  heating 
surface  to  grate  area  of  about  50  to  1,  and  the  efficiency 
may  drop  with  such  overload,  it  does  not  follow  that  the 
same  condition  will  exist  with  a  boiler  and  furnace  designed 
for  a  different  rating. 


Fig.  5.      Modern  Waste  Heat  Boiler. 


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The  rate  of  conductivity  of  the  metal  of  the  heating 
surface  is  sufficiently  high  to  carry  away  considerably 
more  heat  than  can  possibly  be  transmitted  in  boiler 
service  without  danger  of  burning,  provided  that  water 
be  in  contact  with  one  side  of  the  metal,  so  the  limit  of 
capacity  alone  is  practically  only  governed  by  the  positive 
circulation  of  the  water  in  the  boiler,  the  cleanliness  of 
the  heating  surface,  inside  and  out,  and  the  amount  of 
fuel  that  can  be  burned,  or  the  gases  which  can  be  passed 
through  the  boiler. 


is  dependent  on  the  avoidance  of  large  chambers  in  the 
water  passages  in  which  eddies  and  down  currents  impede 
the  pumping  action.  Tests  recently  carried  out  on  a 
horizontally  inclined  tube  boiler  of  the  header  construction, 
28  tubes  high,  showed  that  this  pumping  action  amounted 
to  the  equivalent  of  some  18"  of  water  head  when  the 
boiler  was  operating  at  rated  capacity  and  that  it  increased 
progressively  as  the  load  increased.  Boilers  similar  to 
that  shown  in  Fig.  1,  equipped  with  a  duplex  furnace  are 
in  service  operating  up  to  400%  rating  during  peak 


Fig.  6.     Cross  Drum  Boiler  with  Integral  Economizer. 


There  is  very  little  difference  in  temperature  of  the 
water  throughout  any  part  of  a  well  designed  water  tube 
boiler,  the  circulation  being  caused  by  a  pumping  action 
set  up  by  the  steam  bubbles,  in  a  similar  manner  to  an 
air  lift  pump,  either  in  the  front  tubes  of  a  vertically  in- 
clined tube  boiler,  or  in  the  uptake  headers  of  a  sectional 
horizontally  inclined  tube  boiler,  and,  as  with  an  airlift 
pump,  the  rapidity  and  efficiency  of  the  pumping  action 


load  periods  or  an  average  evaporative  rate  of  14  lbs. 
per  square  foot  heating  surface  when  using  purified  feed 
water,  so  that  as  far  as  capacity  alone  is  concerned,  a 
boiler  having  good  circulation  can  be  run  at  considerably 
higher  rates  than  has  been  the  usual  practice,  provided 
it  be  kept  clean.  Cleanliness  and  positive  rapid  circula- 
tion become  of  increasing  importance  as  the  rate  of 
evaporation  is  increased. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


113 


In  order  to  better  appreciate  the  significance  of 
evaporative  rates,  let  us  examine  the  mode  of  heat  transfer 
in  a  boiler  in  the  light  of  our  present  knowledge,  and  at 
the  same  time  see  how  the  general  principles  are  applied 
in  modern  boiler  design. 

Assuming  coal  to  be  burned  under  a  water  tube  boiler 
at  an  efficiency  equivalent  to  the  production  of  12,500 
B.T.U.  per  pound  with  18  pounds  of  gaseous  products  of 
combustion;  then  the  temperature  above  the  surface  of 
the  fuel  bed  would  theoretically  be  approximately  2800°. 
The  heat  is  transmitted  to  the  boiler  heating  surface,  by 
direct  radiation  from  the  surface  of  the  fuel  bed  and 
furnace  walls  and  by  convection  from  the  hot  gases  passing 
over  the  tubes. 

Radiation. 

The  amount  of  heat  absorbed  by  the  surface  of  the 
tubes  directly  exposed  to  radiant  heat  from  the  furnace 
is  generally  proportional  to  the  difference  of  the  fourth 
powers  of  the  absolute  temperatures  of  the  two  surfaces, 
or  =  C(T4-t4)  where  C  is  a  constant  for  any  unit  of  surface 
and  time.  The  laws  governing  radiant  heat  or  heat 
rays  are  analogous  to  those  for  light,  the  heat  transfer 
being  extremely  rapid,  but  the  great  proportion  of  the 
heat  energy  is  supplied  by  the  obscure  or  dark  rays,  only 
a  very  small  amount  being  carried  by  the  actual  light  or 
visible  rays. 


Fig.  8.      Boiler  Units  at  Montreal  Tramway  Company  s  Plant. 

The  value  of  the  coefficient  in  the  above  radiation 
formula  was  determined  experimentally  for  black  surfaces 
by  Stefan  about  30  years  ago,  and  while  this  coefficient 
has  been  taken  as  applicable  to  the  partly  sooted  surfaces 
in  a  boiler  furnace  it  is  probably  far  from  correct,  while 
the  permeability  of  the  gases  in  the  furnace  to  heat  rays, 
their  capability  of  radiating  heat  themselves,  the  reflecting 
and  absorbing  power  of  the  fire  brick  furnace  walls  and 
the  proper  consideration  of  the  exposed  areas,  are  all 
points  on  which  there  is  little  authoritative  data,  although 
investigations  are  being  made  into  this  subject  at  the 
present  time.  Of  course  a  close  determination  can  never 
be  made  if  the  area  of  the  hot  surface  of  the  fuel  bed  is  to 
be  a  determining  factor,  as  it  is  obviously  impossible 
to  do  more  than  very  roughly  estimate  the  average  extent 
of  the  irregular  surface,  and  there  will  be,  in  addition, 
radiation  from  the  incandescent  carbon  particles  in  the 
gases;  but  it  is  questionable  if  this  surface  is  a  necessary 
factor.    With  gaseous  or  oil  fuel,  we  have  to  deal  with 


Fig.  7.      Boiler  Units  at  Montreal  Tramway  Company  s  Plant. 


Fig.  9.      Chain  Grate  Stoker  Setting  for  Lignite. 


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volume  radiation  which  presents  a  somewhat  similar  case 
to  that  in  a  gas  engine  cylinder  where  the  heat  from  the 
explosive  charge  is  transmitted  to  the  water  jacketed 
cylinder  walls  chiefly  by  radiation,  as  brought  out  in 
investigations  undertaken  by  the  explosives  committee 
of  the  engineering  section  of  the  British  Association  some 
years  ago. 

One  thing  we  do  know  is  that  in  a  Babcock  and  Wilcox 
boiler,  the  amount  of  water  evaporated  per  hour  per 
square  foot  of  surface  of  the  lower  rows  of  tubes  exposed 
to  furnace  radiation,  with  a  furnace  temperature  around 
2500°F.  is  at  least  from  50  to  65  lbs.,  and  as  this  may 
represent  over  one  half  the  total  evaporation  of  the  boiler 
at  normal  rating,  the  importance  of  a  full  knowledge  of 
the  subject  of  radiation  is  evident,  while  it  incidentally 
shows  how  high  the  evaporative  capacity  of  a  tube  is,  and 
that  an  average  evaporation  rate  of  3^  lbs.  per  square 
foot  heating  surface  for  the  whole  boiler  gives  no  indication 
of  the  amount  of  work  which  any  part  of  the  heating 
surface  is  doing. 

Failure  to  take  into  consideration  the  extent  of  heat 
radiation  often  leads  to  considerable  error  in  boiler  work, 
both  in  testing  and  recording  and  also  in  details  of  the 
boiler  and  furnace  setting.  For  instance  it  is  extremely 
difficult,  in  fact  impossible  with  the  usual  type  of  instru- 
ments procurable,  to  measure  exactly  the  temperature  of 
the  gases  in  a  boiler  setting  owing  to  radiation  from  the 
thermometer  bulb  or  end  of  pyrometer  element  to  the 
hot  furnace  or  to  the  cooler  boiler  heating  surface  in  close 
proximity.  H.  Kreisinger,  of  the  U.  S.  Bureau  of  Mines, 
Washington,  presented  a  paper  to  the  American  Society 
of  Mechanical  Engineers,  in  1917,  dealing  with  this 
subject,  in  which  he  gave  the  probable  error,  arrived  at 
by  experiment,  in  temperature  measured  by  a  thermo- 
couple placed  amongst  the  tubes  of  a  water  tube  boiler  as 
from  approximately  600°  too  low  at  2000°F.  to  40°  too 
low  at  500°F.  when  using  a  common  form  of  pyrometer 
with  a  Yi'  diameter  element;  also  showing  that  the  error 
was  proportional  to  the  size  or  exposed  area  of  the  instru- 
ment. The  author  has  had  some  success  with  a  special 
cap  screen  surrounding  the  end  of  the  instrument  element, 
that  is,  measuring  success  by  the  higher  temperature 
recorded,  but  in  any  case  there  will  be  some  correction  to 
make.  Even  the  measurement  of  the  temperature  of  the 
flue  gases  leaving  the  boiler  setting  is  liable  to  considerable 
error  unless  proper  precautions  are  taken. 

Again,  the  opinion  was  held  until  recently  that  an  air 
space  in  the  walls  of  a  boiler  formed  a  good  heat  insulator. 
Actually  it  is  useless  and  even  a  disadvantage,  as,  although 
still  air  is  a  poor  conductor  of  heat,  the  rate  of  conduction 
is  proportional  only  to  the  actual  difference  of  temperature 
of  the  surfaces,  whereas  radiant  heat  will  pass  across  the 
air  space  at  a  rate  proportional  to  the  difference  of  the 
fourth  powers  of  the  absolute  temperatures  of  the  two 
surfaces.  For  low  temperatures,  as  in  refrigeration  work, 
air  spaces  are  beneficial,  but  with  a  high  temperature 
difference,  the  heat  transfer  becomes  very  great. 

To  obtain  a  better  insulated  wall  than  that  of  ordinary 
red  brick  for  a  boiler  setting,  special  insulating  material 
is  today  often  used,  either  as  a  middle  course  between  the 
firebrick  lining  and  the  outer  wall  facing,  or  on  the  outside 
of  the  brick  wall,  but  it  should  be  realized  that  if  too 


good  an  insulation  is  made,  it  becomes  increasingly  difficult 
with  certain  types  of  furnaces  to  get  a  firebrick  lining  to 
stand  the  higher  temperature  attained.  Sometimes  the 
entire  boiler  brick  setting  is  enclosed  in  a  steel  casing,  but 
this  is  rather  to  give  a  tight  seal  preventing  the  infiltration 
of  air,  which  occurs  through  any  ordinary  brick  wall, 
especially  in  boilers  operated  at  high  ratings  with  a  corres- 
ponding greater  draft  suction  in  the  setting.  The  cost 
of  these  casings  is  high,  but,  if  properly  constructed,  are 
of  considerable  value  and  in  many  cases  are  undoubtedly 
a  good  investment.  If  they  are  used,  there  should  always 
be  a  course  of  asbestos  or  other  insulating  material  between 
the  brickwork  and  the  casing,  otherwise  the  radiation 
loss  may  be  increased  owing  to  the  metal  presenting  a 
better  radiating  surface  than  the  brickwork. 

Furnace  Duty. 

Returning  to  the  furnace  and  the  assumed  case,  it 
will  be  seen  that,  with  the  same  efficiency  of  combustion 
maintained,  since  heat  will  be  radiated  as  quickly  as 
generated,  the  actual  apparent  temperature  will  not  reach 
the  theoretical  figure  of  2800°  until  sufficient  coal  is  being 
burned  to  generate  the  heat  necessary  to  satisfy  the  radia- 
tion equation  for  2800°  in  addition  to  raising  the  tem- 
perature of  the  products  of  combustion  to  a  figure 
dependent  upon  their  rate  of  liberation.  The  stage  when 
this  condition  is  reached  will  depend  on  the  area  of  the 
cool  surface  exposed  to  radiation  and  it  does  not  necessarily 
mean  that  apparent  high  furnace  temperature  is  essential 
to  high  efficiency,  although  they  will  coincide  to  an 
extent  dependent  upon  the  constituents  of  the  fuel. 

In  brick  lined  extension  furnaces  or  when  the  lower 
row  of  boiler  tubes  over  the  fire  are  encased  in  brick  tiles, 
as  for  certain  forms  of  baffling,  higher  temperatures  are 
attained  at  a  lower  rate  of  combustion  on  the  grate,  but 
this  means  that  the  gases  also  enter  the  bank  of  tubes  at 
a  higher  temperature  for  the  same  load,  resulting  in 
a  corresponding  higher  exit  gas  temperature  and  conse- 
quently reduced  efficiency,  while  the  higher  furnace 
temperature  shortens  the  life  of  the  furnace  brickwork. 

With  such  a  horizontal  baffling,  there  will,  of  course, 
be  radiation  from  the  furnace  or  hot  brickwork  to  the 
exposed  tubes  of  the  gas  passage  beyond  the  tiles,  while 
heat  will  be  conveyed  from  the  furnace  to  the  lower  tubes 
through  the  encircling  tiles  by  conduction  and  possibly 
secondary  radiation,  but  following  the  fourth  power  law  of 
temperature  difference  the  amount  will  be  considerably  less 
than  for  a  direct  exposure,  and  it  is,  therefore,  preferable, 
wherever  a  high  furnace  temperature  is  not  necessary  for 
proper  combustion,  for  a  lower  horizontal  baffle  to  take 
the  form  of  flat  tiles  laid  on  the  second  row  of  tubes  from 
the  bottom  so  as  to  gain  the  full  effect  of  direct  radiation, 
which  is  the  most  active  and,  therefore,  the  most  econom- 
ical mode  of  heat  transfer. 

If  the  furnace  efficiency  could  be  maintained  constant, 
the  temperature  of  the  gases  entering  and  leaving  the 
boiler  heating  surface  would  increase  with  increasing 
coal  consumption,  resulting  in  a  continued  decrease  in 
overall  efficiency  as  the  load  increased,  but  in  general 
practice,  the  furnace  and  grate  efficiency  increases  with 
the  load  up  to  a  certain  point  dependent  on  the  proportions 
of  boiler,  furnace  and  grate,  so  offsetting  the  drop  in 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF      CANADA 


115 


efficiency  due  to  the  higher  flue  gas  temperature.  With 
a  standard  setting  of  boiler  designed  for  10  square  feet  of 
heating  surface  per  boiler  horsepower,  or  an  equivalent 
normal  full  load  evaporation  of  31-?  lbs.  per  square  foot 
heating  surface,  and  a  ratio  of  heating  surface  to  grate  of 
about  50  to  1,  the  maximum  efficiency  will  usually  be 
maintained  fairly  constant  from  90%  to  130%  rating. 
Below  90%  rating  the  loss  in  efficiency  is  chiefly  due  to 
incomplete  combustion  in  the  furnace  and  grate  and 
above  130%  rating  chiefly  due  to  the  increasing  exit  gas 
temperatures,  the  furnace  and  grate  having  then  reached 
their  highest  efficiency.  For  other  proportions  and  designs 
of  boiler  and  furnace  the  point  of  maximum  efficiency  will 
be  different;  for  instance,  the  very  complete  tests  carried 
out  on  the  large  Stirling  boilers  at  the  Detroit  Edison 
Company's  plant  some  years  ago  showed  the  highest 
efficiency  of  over  80%  at  75%  rating  (based  on  ?>\->  lbs. 
normal  evaporation  rate)  and  dropping  in  a  straight  line 
to  76%  efficiency  at  200 %  rating.  This  remarkably  high 
efficiency  over  such  a  wide  range  of  load  was  due  to  the 
exceptionally  large  combustion  chamber,  promoting  almost 
complete  combustion  even  at  low  loads;  the  skilled  regula- 
tion and  operation;  and  the  small  proportional  radiation 
loss  from  the  walls  with  such  a  large  unit.  Fig.  2  shows  a 
section  of  one  of  these  boilers. 

The  general  tendency  in  modern  design  is  to  provide 
greater  and  greater  furnace  volume  to  ensure  more  com- 
plete combustion  before  the  gases  reach  the  comparatively 
cool  boiler  heating  surface.  Not  many  years  ago  the  ratio 
of  cubic  feet  of  furnace  volume  to  square  foot  of  grate 
usually  provided  was  about  3  or  3  \  ■>  to  1,  whereas  today  we 
may  have  b\-2  or  61  ■>  to  1  for  natural  draft  stokers  and 
even  more  for  forced  "draft  stokers,  particularly  when  high 
overloads  are  demanded.  In  the  Detroit  Edison  boilers 
mentioned  above  the  ratio  was  approximately  9  to  1. 
For  horizontally  inclined  tube  boilers  this  increased  com- 
bustion space  generally  means  that  the  mean  height  from 
the  floor  line  to  the  lower  tubes  over  the  fire  has  been 
increased  from  approximately  6  or  7  feet  to  9  or  10  feet 
and  over,  where  conditions  permit,  and  as  required  by 
the  nature  and  volatile  content  of  the  coal,  type  of  stoker 
and  duty. 

Convection. 

The  best  method  of  passing  the  gases  over  the  tubes, 
and  the  relative  advantage  of  different  form  of  baffling 
have  been  discussed  at  various  times,  but  it  seems  reason- 
able that  a  cross  flow  over  several  passes  of  staggered  tubes 
avoids  stratification  by  ensuring  the  most  thorough 
breaking  up  of  the  gas  currents,  with  the  consequently 
better  contact  of  all  particles  with  the  walls  of  the  tubes, 
while  with  the  first  pass  at  the  upper  end  of  the  tubes,  a 
contra  flow  action  to  the  circulation  of  the  water  in  the 
boiler  is  obtained  and,  at  the  same  time,  with  a  horizontally 
inclined  tube  boiler,  the  circulation  will  be  improved,  and 
the  danger  of  blistering  the  lower  row  of  tubes  lessened  by 
procuring  the  quick  release  from  the  tubes  of  the  steam 
bubbles  formed. 

The  laws  governing  heat  transfer  by  convection  from 
the  gases  passing  over  the  boiler  heating  surface  has  been 
the  subject  of  many  investigations,  and  formulae  have 
been  put  forward  based  on  mathematical  deduction  and 


laboratory  experiment,  but  the  great  majority  of  these 
formulae,  while  holding  good  within  the  limits  of  the 
experiments,  are  not  applicable  without  considerable 
correction  for  the  conditions  existing  in  a  full  size  com- 
mercial boiler,  especially  where  the  gases  pass  across  a 
bank  of  tubes,  in  which  case  the  area  of  the  gas  passage  is 
not  constant.  In  view  of  the  lack  of  authoritative  data 
on  the  subject,  the  Babcock  &  Wilcox  Company,  a  few 
years  ago,  conducted  a  series  of  experiments  with  a 
specially  constructed  plant  to  determine  a  formulae  with 
coefficients  which  could  be  depended  upon,  for  the  rate 
of  heat  transfer  in  boilers. 

The  relation  of  the  heat  absorbed  by  convection  only 
from  the  gases  to  the  amount  of  heating  surface  passed 
over  in  a  boiler  of  standard  proportions  under  coal  fired 
conditions  on  the  basis  of  10  square  feet  heating  surface 
per  boiler  horsepower  is  given  by  the  curve,  Fig.  3,  which 
shows  that  the  great  proportion  of  the  total  evaporation 
takes  place  in  the  first  pass  of  the  boiler  and  very  little 
in  the  last  pass ;  for  this  reason  it  does  not  pay,  with  these 
proportions,  to  increase  the  heating  surface  by  adding 
another  pass. 

A  test  was  published  a  few  years  ago  of  a  4  pass 
boiler  in  which  the  actual  drop  in  temperature  through 
the  last  pass  was  only  67°  and  even  this  drop  was  obtained 
only  by  reason  of  the  low  steam  pressure  carried  (117  lbs. 
per  sq.  in.).  With  a  steam  pressure  of  200  lbs.  and  a 
corresponding  less  difference  of  temperature  between  the 
gases  and  the  water,  the  flue  gas  temperature  must  have 
been  higher  and  the  value  of  the  fourth  pass  still  further 
reduced. 

Waste  Heat  Boilers. 

In  direct  fired  boilers  where  furnace  temperatures 
are  high,  and  the  weight  of  gas  per  boiler  horsepower 
comparatively  low,  there  is  not  a  great  deal  of  difference 
in  heat  transfer  between  several  different  types  of  standard 
boilers,  fire  tube  or  water  tube,  when  new  and  clean;  but 
with  boilers  arranged  to  utilize  the  heat  from  waste  gases 
where  larger  gas  weights  are  handled,  with  generally, 
lower  temperature  differences,  the  area,  length  and 
arrangement  of  the  gas  passages  must  be  very  carefully 
considered  in  order  to  obtain  transfer  rates  for  an  absorp- 
tion comparable  to  direct  fired  practice,  and  so  extract  the 
maximum  heat  from  the  gases  with  an  amount  of  heating 
surface  which  will  make  the  installation  of  a  waste  heat 
boiler  a  commercially  economical  proposition. 

It  was  principally  for  such  work  that  the  experiments 
on  heat  transfer  above  referred  to  were  undertaken,  as 
with  waste  gases,  the  radiation  factor  being  largely 
negligible,  it  is  possible,  with  a  proper  knowledge  of  the 
laws  governing  heat  transfer,  to  calculate  very  closely  the 
results  that  will  be  obtained  with  a  given  boiler  and  vice 
versa  to  design  a  boiler  to  give  the  maximum  return  for 
the  investment. 

The  results  of  the  investigations  are  given  graphically 
in  Fig.  4,  which  shows  the  effect  of  gas  velocity  on  heat 
transfer  rates.  For  ease  in  computation,  owing  to  the 
variation  in  density  of  the  gases  with  the  temperature, 
the  velocity  is  considered  in  terms  of  gas  weight  per  unit 
area. 


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It  will  be  seen  that  at  low  rates  of  gas  flow,  as  found 
generally  in  boiler  practice,  the  transfer  rates  are  affected 
by  the  velocity  to  a  much  greater  extent  than  by  any 
rate  of  temperature  difference,  also  that  the  effect  of 
temperature  difference  increases  as  the  rate  of  gas  flow 
increases.  The  effect  of  gas  velocity  on  heat  absorption 
had  previously  been  appreciated  to  a  certain  extent,  but 
its  full  importance  for  waste  heat  work,  as  brought  out  by 
these  experiments,  has  led  to  developments  in  boiler  design 
which  has  opened  up  this  field  to  a  remarkable  extent. 

Up  to  a  comparatively  few  years  ago,  when  boilers 
were  installed  to  utilize  the  heat  in  the  waste  gases  from 
furnaces,  kilns,  etc.,  it  was  the  practice  to  use  boilers  of 
the  same  general  design  as  for  direct  coal  fired  purposes,  or 
even  with  still  larger  gas  passages  in  order  to  interfere 
as  little  as  possible  with  the  draft  at  the  primary  furnace. 
This  meant  working  on  the  upper  part  of  the  curve,  Fig.  3, 
and  necessitated  the  provision  of  such  an  excessive  amount 
of  boiler  heating  surface  for  the  steam  produced  that  the 
installation  became  a  doubtful  investment. 

Following  the  better  understanding  of  the  laws 
governing  heat  transfer  and  the  possibility  of  economies 
from  the  utilization  of  a  greater  proportion  of  the  heat  from 
waste  gases,  this  subject  has  been  receiving  particular 
attention  during  the  last  few  years  and  efficient  boilers 
are  now  in  successful  operation  in  connection  with  all 
kinds  of  kilns,  furnaces  and  ovens  with  temperatures  as 
low  as  1000°F. 

Fig.  5  shows  the  side  elevation  of  a  typical  B.  &  W. 
boiler  fitted  with  a  superheater,  designed  for  waste  heat 
work. 

The  high  gas  velocities  necessary  for  efficiency  in 
waste  heat  boilers  results  in  greatly  increased  frictional 
resistance  through  the  setting,  the  draft  loss  running  in 
many  cases  to  over  2"  water  pressure  and,  of  course, 
requiring  the  use  of  induced  draft  fans  to  handle  the  gases. 
The  power  required  to  drive  the  fan  is,  however,  many 
times  offset  by  the  increased  efficiency  and  capacity 
obtained,  while,  in  many  cases,  the  installation  of  waste 
heat  boilers  has  actually  resulted  in  an  increased  output 
from  the  primary  furnace  owing  to  the  possibility  of 
greater  draft  at  the  outlet  by  the  use  of  a  fan  in  place  of 
the  original  chimney. 

Many  factors  have  to  be  taken  into  consideration  in 
waste  heat  boiler  work,  peculiar  to  the  particular  nature 
and  origin  of  the  gas;  for  instance  the  dust  held  in 
suspension  in  many  forms  of  waste  gases,  especially  from 
cement  kilns,  has  a  considerable  influence  on  the  weight 
of  gas  handled  and  the  draft  resistance,  and  a  knowledge 
of  the  effect  of  such  factors  and  the  proper  way  of  taking 
care  of  them  can  only  be  obtained  by  experience. 

Modern  Boiler  Design. 

In  modern  direct  fired  boiler  design,  the  principle  of 
higher  gas  velocities  is  also  adopted  where  advantage  can 
be  gained,  and  the  tendency  is  to  reduce  the  heating  sur- 
face, or  increase  the  evaporative  rate,  of  the  boiler  proper 
employing  it  primarily  for  steam  raising,  and  adding 
additional  independent  surface  for  water  heating,  in  order 
to  get  a  more  efficient  total  heat  transfer  by  the  increase 
in  temperature  difference  for  a  portion  of  the  total  heating 
surface.     This  practically  means  combining  a  boiler  and 


economiser  in  one  unit  proportioned  to  give  the  highest 
efficiency  and  resulting  in  less  total  heating  surface  and 
considerable  saving  in  space  and  of  many  of  the  losses 
incident  to  the  use  of  separate  economisers. 

A  cross  section  of  such  a  boiler  is  given  in  Fig.  6.,  a 
study  of  which  will  show  that  the  maximum  effect  of 
direct  radiation  is  obtained  while  the  hot  gases,  entering 
the  tube  bank  at  the  uptake  end  and  passing  at  right 
angles  across  the  staggered  rows  of  tubes  at  high  velocity 
through  the  long  passages  of  the  boilers  and  economiser 
fulfil  conditions  conducive  to  high  efficiency. 

In  Figs.  7  and  8  are  given  two  views  of  one  of  four 
boilers  of  this  type  recently  installed  at  the  Montreal 
Tramway  Company's  plant  at  Hochelaga,  being  the  largest 
boilers  in  Canada.  Each  of  these  boilers  contains  5625 
square  feet  heating  surface  in  the  boiler  proper  or  steam 
raising  section  and  2909  square  feet  economiser  or  water 
heating  section,  giving  a  total  heating  surface  for  the  unit 
of  8534.  These  boilers  are  capable  of  easily  generating 
over  40,000  lbs.  steam  per  hour  at  200  lbs.  per  square  inch 
steam  pressure  and  150°F.  superheat  from  a  feed  water 
temperature  of  120°F.  It  will  be  seen  that  the  equivalent 
evaporative  rate  for  the  boiler  proper  is  as  high  as  8.75 
lbs.  per  square  foot  heating  surface,  or  5.75  lbs.  for  the 
whole  unit,  in  spite  of  which,  it  is  possible  to  reduce  the 
temperature  of  the  gases  below  what  it  would  be  with  a 
standard  boiler  of  3.5  lbs.  normal  evaporative  rate, 
that  is  to  say,  with  considerably  more  heating  surface. 
Each  unit  is  steel  cased,  lined  with  special  non-conducting 
material  to  minimize  air  leakage  and  radiation,  and  fitted 
with  double  chain  grate  stokers,  having  a  total  grate 
area  of  224  square  feet. 

An  interesting  feature  in  connection  with  these 
units  is  the  draft  apparatus  comprising  a  specially  formed 
stack  for  each  pair  of  boilers,  having  a  constricted  throat 
into  which  a  high  pressure  air  blast  is  delivered  through  a 
nozzle  from  a  small  fan;  the  action  being  that  of  an  ejector, 
inducing  a  suction  in  the  flue  connections  to  the  boilers. 

A  complete  test  of  these  boilers  has  not  been  made,  but 
in  a  paper  read  before  the  British  Insititute  of  Civil 
Engineers  about  a  year  ago,  details  are  given  of  a  test 
made  on  a  boiler  of  this  type,  approximately  the  same 
capacity,  but  containing  4963  sq.  ft.  boiler  heating  sur- 
face and  4086  sq.  ft.  economiser  surface,  in  which  a  thermal 
efficiency  of  88.33%  for  the  unit  was  obtained,  the  exit 
gas  temperature  being  293°F.,  and  the  evaporation  per 
sq.  ft.  boiler  heating  surface  9.53;  while  another  test  made 
in  1916  at  the  Hague  municipal  plant  with  a  slightly 
smaller  unit  gave  an  overall  efficiency  of  88.41%.  It 
is  probably  not  possible  to  obtain  such  efficiencies  with 
the  coals  usually  obtainable  here,  but  it  indicates  that  a 
very  high  efficiency  in  steam  generating  equipment  has 
been  reached. 

Boiler  Efficiency. 

It  is  to  be  understood  that  in  a  boiler  of  the  usual 
construction,  where  the  temperature  of  the  water  in  the 
boiler  is  practically  at  the  temperature  of  the  steam,  it  is 
obviously  impossible  to  reduce  the  temperature  of  gases 
below  that  of  saturated -steam  at  the  pressure  carried,  in 
fact,  while  it  is  possible  to  add  heating  surface  to  reduce 
the  gas  temperature  below  100°  above  the  steam,  the  very 


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117 


low  transfer  rate  resulting  from  such  a  small  temperature 
difference  in  the  last  passes  of  the  boiler  does  not  warrant 
the  expense  of  the  additional  heating  surface. 

In  a  great  number  of  published  boiler  tests  the  exit 
gas  temperature  is  given  as  near  the  temperature  of  the 
steam,  but  such  temperatures  will  usually  be  found  to 
have  been  incorrectly  measured,  owing  either  to  air 
leakage  around  the  boiler  damper  or  to  radiation,  as 
pointed  out  earlier  in  the  paper.  The  saturated  steam 
temperature  referred  to  in  this  connection  must  not  be 
confused  with  the  superheated  steam  temperature  leaving 
the  boiler  when  a  superheater  is  installed,  as  the  exit  gas 
temperature  is  often  considerably  below  the  superheated 
steam  temperature,  the  superheater  coils  being  placed  in 
the  high  temperature  gas  zone. 

For  a  proper  consideration  of  the  efficiency  of  a  boiler, 
the  steam  pressure  carried  must  be  taken  into  account. 
It  is  not  fair  to  compare  the  efficiency  of  a  boiler  operating 
at,  say  100  lbs.  pressure  with  a  boiler  operating  at  200  lbs. 
pressure  where  the  temperature  of  the  boiler  heating  sur- 
faces differs  by  50°  and  the  necessarily  increased  flue  gas 
temperature  results  in  a  greater  heat  loss  with  a  corres- 
ponding reduction  in  the  efficiency  as  usually  measured. 
For  this  reason  it  has  been  proposed  that  the  efficiency 
of  a  boiler  be  measured  in  terms  of  its  '  true  '  efficiency,  or 
the  ratio  of  the  heat  actually  absorbed  to  the  heat  theo- 
retically available  for  absorption,  which  latter  value 
corresponds  to  a  reduction  of  the  temperature  of  the 
flue  gas  to  the  temperature  of  the  steam.  In  the  same 
way  allowance  is  made  in  England  and  Europe  for  the 
burning  of  the  hydrogen  in  the  coal  which  leaves  a  boiler 
in  the  form  of  superheated  steam,  but  which  in  a  calori- 
metric  analysis  of  the  coal  is  condensed  and  its  latent 
heat  added  in  the  heat  value  obtained.  The  revised  heat 
value,  corrected  for  the  hydrogen  content  is  termed  the 
lower  or  nett  calorific  value  of  the  fuel. 


Stokers  and  Fuels. 

The  greatest  factor  in  the  overall  efficiency  of  a 
boiler  unit  lies,  of  course,  in  the  combustion  of  fuel 
in  the  furnace.  It  is  not  within  the  scope  of  this  paper 
to  deal  with  the  theory  of  combustion,  and  a  great  amount 
of  literature  has  already  been  published  on  the  subject, 
but  one  of  the  chief  causes  for  inefficient  combustion  lies 
in  the  faulty  design  of  the  furnace  and  the  lack  of  volume 
provided  for  the  proper  mixing  and  burning  of  the  gases 
before  striking  the  cool  boiler  heating  surface.  With 
hand  firing  under  small  boilers,  the  skill  of  the  fireman  in 
keeping  an  even  regular  fire  is  also  a  big  factor,  but  with 
larger  boilers  and  automatic  stokers  a  great  deal  of  this 
work  is  taken  care  of  and,  if  operated  intelligently,  with  the 
aid  of  recording  instruments,  a  high  degree  of  efficiency 
can  be  maintained. 

The  advantage  of  automatic  stokers  for  plants  of 
over  500  boiler  horsepower  has  now  become  generally 
recognized  and  the  only  question  for  the  engineer  to  decide 
is  what  stoker  to  instal.  No  type  is  suitable  for  all  coals 
and  conditions  of  service.  Where  boilers  of  a  nominal 
evaporative  rate  of  3^  lbs.  are  to  be  forced  to  high  capa- 
cities or  where  anthracite  coal  is  to  be  burned,  forced  draft 
stokers  will  probably  have  to  be  used  and  in  considering 


high  overloads,  allowance  should  be  made  for  the  extra 
upkeep  cost  generally  entailed  and  the  consequent  need 
for  reserve  boilers. 

Difficulties  have  frequently  occurred  through  the 
installation  of  a  chimney  of  insufficient  height  to  freely 
take  away  the  products  of  combustion  from  the  furnace 
of  a  forced  draft  stoker  when  operating  at  a  high  rate,  the 
assumption  having  been  made  that  as  there  was  an  air 
pressure  under  the  grate,  very  little  chimney  draft  was 
necessary.  The  result  has  been  that  a  pressure  has  built 
up  in  the  furnace,  causing  excessive  burning  up  of  the  brick 
walls  by  reason  of  the  hot  gases  being  forced  into  the 
cracks.  A  definite  suction,  say  1/10  inch  of  water,  should 
always  be  maintained  in  a  furnace  of  this  type  and  as  with 
boilers  forced  considerably  above  their  rating  the  resistance 
through  the  boiler  itself  becomes  considerable,  it  does  not 
allow  of  much  reduction  in  the  height  of  chimney  to  be 
provided. 

For  steady  running  on  continuous  moderate  loads,  the 
natural  draft  stoker  will  probably  give  the  best  satis- 
faction; of  this  type  the  chain  grate  is  the  most  common 
and  probably  the  most  logical  way  of  burning  high  volatile 
coals,  possessing  the  advantage  of  simplicity  and  ease  of 
adjustment  to  suit  the  particular  grade  of  coal  and  load 
conditions. 

In  view  of  the  attention  now  being  paid  to  the  utiliza- 
tion of  the  Western  Canadian  lignites,  it  may  be  of 
interest  to  mention  that  a  chain  grate  stoker  was  in- 
stalled in  1913  in  the  University  of  Alberta,  having  a 
special  setting  of  arches  similar  to  that  used  in  England 
and  Europe  and  very  excellent  results  have  been  obtained 
with  the  Edmonton  lignites  on  this  stoker,  so  much  so, 
in  fact,  that  several  engineers  in  the  Western  cities  have 
modified  their  standard  stoker  settings  as  far  as  possible 
to  conform  to  it.  A  similarly  set  stoker  has  recently 
been  installed  at  Moose  jaw  where  the  higher  moisture 
Saskatchewan  lignites  will  be  burned,  and  from  information 
received  it  promises  to  also  prove  satisfactory. 

Fig.  9  shows  the  typical  setting;  the  essential  feature 
being  the  centre  and  back  arch  construction,  which,  by 
deflecting  the  gases  and  reflecting  the  radiated  heat 
towards  the  front  of  the  grate,  drives  off  the  moisture 
from  the  freshly  fed  coal.  A  front  coking  arch  of  the 
standard  form  is  of  no  use  for  this  class  of  fuel,  as  the 
excessive  moisture  prevents  it  getting  hot  and  so  hinders 
the  ignition.  This  arrangement  of  arches  is  hardly 
suitable  for  burning  higher  grade  bituminous  coal,  as  the 
centre  arch  would  generally  not  stand  up  for  long  against 
the  higher  furnace  temperatures,  but  it  has  been  used 
extensively  for  low  volatile  or  semi-anthracite  coals, 
which  cannot  be  burned  satisfactorily  with  a  natural 
draft  chain  grate  stoker  with  the  standard  arch  con- 
struction. 

Oil  and  natural  gas  make  excellent  fuels  in  that  high 
combustion  efficiency  and  regulation  can  be  easily 
attained  with  low  operating  cost  and  with  increased 
cleanliness  in  the  boiler  room,  but  in  Canada,  oil  is 
generally  only  economically  available  on  the  west  coast, 
while  natural  gas  is  confined  to  but  few  localities,  and  the 
supply  limited. 


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Powdered  coal  has  been  receiving  considerable 
attention  in  recent  years.  At  present  the  plant  required 
for,  and  the  cost  of  crushing,  pulverizing  and  drying  has 
generally  limited  its  use  to  industrial  plants  where  the 
fuel  can  be  used  in  heating  furnaces  in  addition  to  the 
boilers.  For  satisfactory  operation,  the  coal  must  be 
pulverized  to  a  degree  equivalent  to  95 %  through  a  100 
mesh  sieve  and  should  be  dried  to  contain  not  more  than 
1%  moisture. 

A  form  of  extension  furnace  is  commonly  used  when 
fired  under  a  boiler,  the  coal  dust  being  fed  through  one 
or  more  nozzles  into  the  furnace  in  a  fine  cloud.  Air  for 
combustion  is  partly  carried  in  with  the  fuel  and  partly 
supplied  through  annular  spaces  around  the  nozzles, 
either  under  pressure  or  simply  drawn  in  by  suction. 
When  properly  regulated  a  high  efficiency  can  be  obtained 
and  coal  utilized  which  would  be  difficult  to  burn  in  the 
ordinary  way,  but  care  must  be  taken  to  avoid  uncon- 
sumed  coal  being  carried  ovef  into  the  boiler  and  also  in 
handling  the  ash  which  settles  in  a  molten  slag  condition 
to  the  bottom  of  the  furnace,  by  reason  of  the  high  tem- 
perature attained,  and  which,  if  allowed  to  solidify,  is  very 
difficult  to  remove.  As  the  finely  powdered  coal  is  in  a 
highly  combustible  state,  proper  precautions  must  also 
be  taken  in  the  storing,  distribution  and  firing  to  prevent 
explosions.  Brickwork  troubles,  from  the  high  furnace 
temperature  has  been  one  of  the  difficulties  to  overcome 
with  the  burning  of  this  fuel. 

Blast  furnace  gas  and  by-product  coke  oven  gas  can 
be  used  to  great  advantage  under  boilers,  a  considerable 
advance  having  been  made  during  the  last  few  years  in 
the  efficiency  obtained.  This  has  chiefly  been  brought 
about  through  improvements  in  furnace  design  and  types 
of  burners,  while  the  application  of  boilers  of  a  similar 
design  to  those  used  for  waste  heat  work  now  promises  a 
still  greater  advance  in  this  field. 

Selection  of  Boiler*. 

The  best  type  of  boiler  to  use  in  any  plant  must 
depend  upon  the  conditions  of  service.  For  continuous 
steady  loads  such  as  in  manufacturing  plants  where 
generally  the  boiler  room  does  not  receive  special 
attention  for  operation,  the  standard  boiler  of  3}^  lbs. 
evaporation  per  square  foot  heating  surface  will  usually 
be  found  to  be  the  best,  with  an  installation  of  the  regular 
separate  cast  iron  economizer  where  conditions  show  that 
a  saving  will  be  made,  and  this  is  usually  an  easy  matter  to 
determine.  An  automatic  stoker  should  also  be  chosen 
with  a  view  to  continuous  steady  service  with  the  minimum 
cost  for  upkeep  and  repairs  to  stoker  and  furnace  brick- 
work, and  suitable  for  the  particular  class  of  coal  which 
it  is  intended  to  burn. 

In  many  manufacturing  plants  some  kind  of  refuse 
can  be  utilized  as  fuel  which  usually  requires  a  special 
form  of  furnace.  Probably  saw  mills  and  pulp  mills 
are  the  chief  plants  in  this  country  where  refuse  is  burned, 
being  then  in  the  form  of  hogged  bark  and  edgings; 
and  a  straight  extension  furnace  of  the  Dutch  oven  type 
is  generally  found  to  be  the  best,  with  a  large  surface  of 
hot  brickwork  to  drive  off  the  moisture  when,  as  is  usually 
the  case,  the  wood  is  wet.  Step  grate  furnaces  are  largely 
used  in  Europe.    To  obtain  the  best  results,  the  areas  and 


proportions  of  the  furnace  must  be  carefully  designed; 
very  often  the  chief  consideration  appears  to  be  merely 
to  get  rid  of  the  refuse  without  any  effort  to  obtain  the 
maximum  efficiency,  with  the  result  that  a  considerable 
amount  of  coal  is  burned  as  an  auxiliary  which  would  not 
be  necessary  if  the  waste  were  properly  utilized. 

For  large  central  stations  and  public  service  power 
plants,  where  floor  space  is  of  more  value  and  load  con- 
ditions special,  the  selection  of  boilers  and  stokers  requires 
more  study.  In  this  service  the  load  is  usually  very 
variable  with  short  heavy  peaks  and  a  more  elaborate 
lay-out  and  system  of  operation  is  justified.  The  general 
practice  for  these  plants  in  the  United  States  has  been  to 
get  more  and  more  out  of  the  standard  boilers  of  10 sq.ft. 
per  horsepower  normal  rating,  in  conjunction  with  regular 
economizers,  by  forcing  them  considerably  during  peaks. 
Particular  attention  is  paid  to  good  boiler  and  furnace 
design,  and  although  the  efficiency  falls  off  at  the  high  rates 
of  driving,  and  the  upkeep  cost  of  brickwork  and  stoker 
is  considerable,  owing  to  the  high  furnace  temperature, 
the  practice  has  been  considered  warranted  by  the  advan- 
tages gained .  I n  these  plants  special  precautions  are  taken 
to  supply  pure  feed  water,  while  expert  attention  is  neces- 
sary for  successful  operation.  In  England  and  Europe 
the  practice  tends  towards  the  use  of  boilers  of  the  type 
shown  in  Fig.  6. 

The  proper  size  of  boilers  to  instal  is,  of  course, 
governed  by  the  size  of  the  plant  and  the  load  conditions 
and  no  fixed  rules  can  be  laid  down.  In  the  United 
States  there  are  some  very  large  units,  considerably 
larger  than  any  installed  in  other  countries,  the  Stirling 
boilers  at  the  Detroit  Edison  Company's  plant,  shown  in 
Fig.  2  having  a  normal  rating  of  2365  boiler  horsepower 
based  on  10  square  feet  of  heating  surface  per  horse- 
power. In  Canadian  plants  it  will  probably  be  a  con- 
siderable time  before  units  larger  than  1000  or  1200 
horsepower  are  warranted.  There  is  a  disadvantage  in 
putting  "  too  many  eggs  in  one  basket,"  as  the  failure  of 
a  tube  or  other  cause  of  shut  down  means  cutting  off  a 
big  source  of  power  and  wasting  a  lot  of  coal,  but  in 
operation  the  efficiency  is  increased  through  a  reduction 
of  radiation  and  other  losses  over  several  smaller  units. 

Operation. 

There  are  comparatively  few  plants  in  Canada  where 
a  separate  water  purifying  apparatus  is  installed;  for 
small  plants  where  moderate  loads  are  carried  on  the 
boilers,  some  form  of  compound  can  be  fed  in  with  the 
feed  water  suitable  for  the  nature  of  the  water  used,  but 
as  pointed  out  earlier,  the  boiler  is  not  the  proper  place 
to  treat  the  water  and  where  the  highest  efficiency  is 
desired  or  where  boilers  are  to  be  run  at  high  rates  of 
evaporation,  it  is  essential  that  the  water  be  treated  in  a 
separate  apparatus.  In  the  most  modern  stations,  the 
tendency  seems  to  be  towards  the  use  of  evaporators  to 
purify  the  make-up  feed  water  to  ensure  the  absolute 
removal  of  all  impurities,  as  in  marine  practice.  It  is 
not  sufficient  that  heavy  scale  be  prevented  from  actually 
adhering  to  the  metal  of  the  heating  surface,  as  floating 
scale,  which  may  temporarily  lodge  in  one  place,  is  apt 
to  cause  burning  under  high  rates  of  evaporation.  Oil  is 
one  of  the  most  prolific  causes  for  trouble  in  a  boiler,  the 


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119 


least  sign  of  it  often  causing  blisters  on  the  boiler  heating 
surface  exposed  to  the  furnace  heat,  even  under  moderate 
loads. 

A  trouble  which  may  arise,  unless  proper  precautions 
are  taken,  especially  when  using  as  feed  water,  the  con- 
densed steam  from  a  surface  condenser,  is  corrosion  in 
the  boiler  and  economizer  from  the  air  entrained  in  the 
water.  The  latest  investigations  indicate  that  it  is  the 
C02,  and  not  the  oxygen,  present  in  the  air  which  is  the 
active  agent  in  the  corrosion  and  it  is  necessary  that  this 
be  got  rid  of  before  feeding  the  water  to  the  boilers,  either 
by  heating  and  the  provision  of  efficient  air  escape  pipes, 
or  by  chemical  treatment  with  calcium  hydrate  (slaked 
lime).  The  use  of  air  pumps  which  draw  off  the  water 
and  vapour  together  from  surface  condensers  are  particu- 
larly undesirable  when  the  condensate  is  to  be  used  for 
boiler  feed  as  this  water  is  strongly  impregnated  with  air. 

For  efficiency  and  capacity  it  is  also  necessary  that 
the  outside  of  the  tube  heating  surface  be  kept  free  from 
soot,  and  mechanical  soot  blowers  are  now  being  used 
to  a  great  extent  as  an  easy  means  of  ensuring  more 
regular  and  effective  cleaning  than  is  generally  possible 
with  the  somewhat  arduous  task  of  hand  cleaning  with  a 
steam  lance. 

While  it  is  of  first  importance  that  good  boilers  and 
furnaces  be  installed,  their  value  is  to  a  great  extent  lost 
unless  the  boilers  are  kept  clean  and  the  plant  efficiently 
run,  and  it  is  impossible  to  expect  intelligent  operation 
unless  instruments  and  meters  are  provided  as  a  guide 
for  the  operator.  The  old  idea  of  the  fireman  telling  by 
a  look  at  the  furnace  if  coal  was  being  completely  burned 
is  obsolete,  and,  after  all,  the  furnace  is  only  one  factor 
of  efficient  operation,  although  the  greatest.  Some 
modern  boiler  rooms  are  now  fitted  with  regular  control 
boards  and  instruments  by  which  losses  can  be  immediately 
detected  and  located  and  there  is  no  doubt  that  the  cost 
of  such  indicators  and  the  extra  supervision  entailed  is 
saved  many  times  over  in  the  yearly  fuel  consumption. 
Coal  scales  and  water  meters  are  necessary  for  purposes 
of  record  and  check  on  deliveries,  yet  they  do  not  by 
themselves  ensure  efficiency  in  operation.  If  ther- 
mometers, draft  gauges,  flue-gas  analysers,  etc.,  are  used 
intelligently   as   a   guide   for   operation,    the   coal   con- 


sumption will  take  care  of  itself;  and  with  a  proper  log 
system,  continuous  records  can  be  made  over  extended 
periods  under  actual  operating  conditions  which  are  of 
real  practical  value  and  not  subject  to  the  often  mis- 
leading conclusions  resulting  from  short  tests. 

Probable  Future  Development 

It  does  not  seem  likely  that  there  will  be  any  great 
departure  in  the  near  future  from  the  present  general 
design  of  boilers,  but  the  probable  adoption  of  steam 
at  higher  pressure  and  temperature  in  turbines  will  lead 
to  certain  modifications  with  possibly  a  more  pronounced 
segregation  of  the  evaporating  and  water  heating  surfaces. 
Several  boilers  of  the  type  shown  in  Fig.  6.  are  already  in 
service  in  England,  and  the  United  States,  under  a  working 
steam  pressure  of  350  lbs.  per  square  inch  and  a  steam 
temperature  of  700  to  750°F,  and  others  are  under 
experimentation  up  to  pressures  of  500  and  600  lbs.  These 
higher  pressures,  of  course,  prohibit  the  use  of  any  flat 
stayed  surfaces  in  boiler  construction,  and  the  very  best 
material  and  workmanship  must  be  employed;  but  from 
a  constructional  and  operating  point  of  view,  higher 
pressures  and  temperatures  will  not  be  governed  by 
boiler  limitations. 

With  regard  to  methods  of  construction,  welding  of 
joints  in  drums  does  not  at  present  seem  likely  to  replace 
riveting,  although  it  is  receiving  some  attention  and  is 
used  in  conjunction  with  riveting  on  some  marine  boiler 
work. 

During  the  last  few  years,  several  of  the  Canadian 
provinces  have  put  into  force  very  complete  regulations 
to  ensure  safety  in  boiler  construction  and  operation  and 
an  effort  is  being  made  for  the  adoption  of  a  uniform 
code  of  laws  for  the  whole  Dominion.  The  advantage 
of  this,  in  the  protection  it  would  afford  to  steam  users, 
and  the  possibility  of  standardisation  for  manufacturers 
would  be  very  great;  while  if,  in  addition,  a  system  of 
control,  propaganda  and  educational  work  could  be 
carried  out  by  a  fuel  administration  department,  it  would 
be  of  inestimable  value  to  power  plant  operators  and  lead 
to  conservation  of  our  fuel  resources  which  form  a  very 
large  part  in  the  cost  of  power  production. 


I 


kOUR  ATTENDANCE  AT  THE  ANNUAL 
MEETING  WILL  HELP  TO  MAKE  IT 
WHAT  IT  IS  EXPECTED  TO  BE — THE 
LARGEST  AND  MOST  SUCCESSFUL  IN  THE 
HISTORY  OF  ENGINEERING  GATHERINGS. 


120 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


Board  of  Management 

President 

H.  H.  VAUGHAN 

Vice-President 

J.  M.  R.  FAIRBAIRN 

Councillors 

ERNEST  BROWN  WALTER  J.  FRANCIS 

R.  A.  ROSS 
H.  R.  SAFFORD  ARTHUR  SURVEYER 

Editor  and  Manager 

FRASER  S.  KEITH 


Associate  Editors 

C.  M.  ARNOLD Calgary 

FREDERICK  B.  BROWN Montreal 

J.  B.  CHALLIES Ottawa 

A.  R.  CROOKSHANK St.  John 

A.  G.   DALZELL Vancouver 

J.  N.  deSTEIN Regina 

GEO.  L.GUY Winnipeg 

R.  J.  GIBB Edmonton 

W.  S.  HARVEY Toronto 

J.  A.  BUTEAU Quebec 

J.  B.  HOLDCROFT Victoria 

K.  H.  SMITH Halifax 

H.  B.  DWIGHT Hamilton 

Vol.  II.  February  1919 


No.  2 


Summary  of  Legislation  Situation 

At  the  General  Professional  Meeting  held  in  Saskatoon 
in  August,  1918,  the  question  of  Legislation  was  brought 
prominently  before  The  Institute  for  the  first  time,  an 
entire  session  of  the  meeting  being  devoted  to  this  subject. 
In  a  paper  presented  at  this  session  and  published  in  the 
September  issue  of  The  Journal,  by  F.  H.  Peters,  M.E.I.C., 
of  Calgary,  a  general  outline  was  given  of  the  activity  re- 
garding legislation  on  the  part  of  the  western  Branches, 
showing  that  in  the  west  particularly  the  subject  of 
Legislation  was  a  live  issue  and  had  aroused  a  great  deal 
of  interest. 

At  the  same  session  of  this  Professional  Meeting  a 
draft  act  was  submitted  from  the  Legislation  Committee 
of  the  Saskatchewan  Branch  and  after  discussion  was 
referred  back  to  the  Committee  for  certain  alterations 
before  being  forwarded  to  Council. 

On  receipt  of  this  Act  by  Council  which  was  accom- 
panied by  a  request  from  the  Saskatchewan  Branch  to  be 
allowed  to  present  it  at  the  fall  session  of  the  local  Legis- 
lature, a  special  meeting  of  Council  was  called  and  held 
on  October  1st,  when  the  entire  session  was  devoted  to  the 


subject.  At  this  meeting  a  draft  act  was  drawn  up  based 
on  the  Saskatchewan  draft,  copy  of  which  was  forwarded 
to  all  branches  asking  for  discussion.  This  draft  was 
published  in  the  November  issue  of  The  Journal,  page  331. 
and  the  Saskatchewan  Branch  was  requested  to  withhold 
action  until  all  branches  had  been  given  an  opportunity  of 
discussing  and  making  recommendations.  An  editorial 
on  the  subject  appeared  in  the  November  Journal  on  page 
335. 

As  a  result  of  the  request  of  Council  to  the  Branches 
that  legislation  be  discussed  at  all  branches  and  the  fact 
Council  endorses  the  principle  of  legislation  to  improve 
the  status  of  Engineers,  the  question  is  receiving  consider- 
able attention  from  coast  to  coast,  resulting  in  a  large 
amount  of  inter-branch  and  headquarters  correspondence 
on  the  subject. 

A  suggestion  of  the  Manitoba  Branch  that  represen- 
tatives of  each  legislation  committee  of  the  various 
branches  meet  at  some  central  point  and  agree  on  a  draft 
act  met  with  general  approval  in  the  West,  it  being  felt 
that  this  committee  should  meet  and  agree  so  that  the 
question  could  again  come  up  at  the  annual  meeting. 
Branch  news,  pages  409-410  of  the  December  Journal 
contain  further  reference  to  the  subject.  Meanwhile, 
it  became  evident  to  the  members  of  the  Saskatchewan 
Branch  that  they  could  secure  early  legislation  and 
consequently  they  wired  headquarters  an  urgent  request 
to  be  permitted  to  present  a  draft  act  immediately. 
Resulting  from  this  a  special  meeting  was  held  at  head- 
quarters on  Tuesday  evening,  December  3rd,  at  the  call 
of  the  President,  to  consider  the  request  of  the  Saskat- 
chewan Branch,  and  to  receive  the  report  of  a  special 
committee  appointed  by  the  President  to  confer  with  a 
special  committee  of  the  Mining  Institute.  At  this 
special  meeting  of  Council  it  was  found  that  the  report  of 
the  special  committee  was  unfavorable  to  any  immediate 
attempt  to  secure  legislation.  The  draft  act  submitted 
was  found  to  differ  from  the  draft  submitted  by  Council. 
It  was  considered  necessary  to  advise  the  Saskatchewan 
Branch  that  it  was  not  within  the  power  of  Council  to 
approve  of  the  act  without  a  mandate  from  the  member- 
ship. Meanwhile  the  subject  has  been  the  foremost  topic 
on  the  part  of  the  Western  Branches,  and  formed  the 
subject  of  discussion  at  two  meetings  of  the  Montreal 
Branch. 

A  new  draft  act  revised  on  December  4th  has  been 
received  from  the  Alberta  Branches  where  it  is  believed  that 
immediate  Legislation  can  be  secured.  This  act  has  not 
been  critically  analyzed  by  the  Council.  In  a  letter  from 
Lt.-Col.  W.  P.  Anderson,  past  President,  who  was  present 
at  the  meeting  of  the  Edmonton  Branch  when  Legislation 
was  discussed,  he  strongly  urges  that  the  branches  be 
given  authority  to  secure  legislation. 

Correspondence  from  the  Prairie  Branches  shows  that 
there  is  a  strong  feeling  in  favor  of  early  action  and  that  a 
definite  policy  be  formulated  not  later  than  the  Annual 
Meeting. 

The  Montreal  Branch  resolved  that  Council  be  asked 
to  arrange  for  the  appointment  of  a  committee  representing 
all  Provinces  and  all  branches  to  inquire  into,  study,  and 
report  on  the  whole  question  of  legislation. 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


121 


A  resolution  of  the  Manitoba  Branch  held  on  January 
2nd,  reads  as  follows:  "  That  in  view  of  the  necessity  for 
prompt  action  on  the  question  of  legislation,  the  Secretary 
be  instructed  to  write  to  all  of  the  other  branches  requesting 
that  each  appoint  a  representative  with  full  power  to  act, 
to  attend  the  coming  Annual  Meeting  to  assist  in  drafting 
a  suitable  act  for  presentation  to  the  various  Legislatures." 

Victoria  and  Vancouver  Branches  have  endorsed  the 
action  of  Council  in  requesting  more  mature  deliberation. 
Hamilton,  Toronto,  Halifax  and  St.  John  all  favor  a 
general  agreement  on  the  question  before  action  is  taken  to 
secure  legislation. 

At  the  Annual  Meeting  of  the  Quebec  Branch  held 
on  December  21st,  it  was  resolved  that  it  was  expedient 
and  urgent  to  give  as  soon  as  possible  the  member  of  The 
Institute  an  opportunity  of  expressing  their  views  on  the 
necessity  of  securing  legislation  similar  to  that  of  other 
professions.  That  uniform  legislation  should  be  enacted 
for  each  province  in  order  to  enable  the  engineers  of  one 
province  to  practise  civil  engineering  in  another  province, 
consequently  the  Quebec  Branch  beg  the  Council  to 
immediately  frame  up  a  legislation  project  that  would 
meet  all  the  requirements  of  the  situation  and  then  be 
submitted  to  the  different  branches;  also  to  secure  through 
a  referendum  the  opinion  of  the  members  of  The  Institute 
on  the  opportunity  of  having  such  legislation. 

The  Ottawa  Branch  has  appointed  a  representative 
to  confer  with  the  representatives  of  the  other  branches, 
and  a  telegram  to  the  Manitoba  Branch  included  the 
following:  "Your  letter  of  January  6th.  Managing  Com- 
mittee in  sympathy  with  your  aims  to  the  end  that  satis- 
factory legislation  should  be  sought  as  soon  as  possible. 
We  believe  Council  must  ultimately  direct  such  action  as 
should  be  taken  after  a  representative  committee  has 
studied  and  reported  on  the  whole  question.  We  are 
arranging  to  have  a  delegate  of  the  Ottawa  Branch  n-eet 
other  representatives  here  in  advance  of  Annual  Meeting 
which  is  limited  to  first  day  of  Convention." 

If  this  meeting  is  held  before  February  11th,  it  will 
provide  an  opportunity  of  having  the  views  of  all  Branches 
presented  for  discussion  at  the  Annual  Meeting. 

Government  Considering  Salaries 

The  Committee  of  The  Institute  consisting  of  W.  F. 
Tye,  Chairman,  H.  H.  Vaughan,  President,  and  G.  Gordon 
Gale,  Chairman  of  the  Ottawa  Branch,  were  pleased  with 
the  courteous  reception  they  received  from  the  Honorable 
Dr.  Roche,  Chairman  of  the  Civil  Service  Commission, 
when  they  met  the  Commission  to  advise  regarding  the 
grading  of  salaries  of  engineers  in  the  employ  of  the 
Government.  Not  only  was  consideration  promised  of 
the  suggestions  made,  but  the  committee  was  requested 
to  make  definite  recommendations. 

P.  H.  Myers,  Acting  Chief  of  Staff  Organization 
Branch,  Civil  Service  Commission,  who  has  charge  of 
drawing  up  schedules  for  salary  classifications  has  expressed 
his  appreciation  of  the  advice  given,  and  in  thanking  the 
Committee  for  the  information,  stated  that  he  would 
probably  have  occasion  to  accept  the  kind  offer  of  further 
assistance. 

No  Railway  Rebates 

In  response  to  a  request  to  the  Eastern  Canadian 
Passenger  Association  for  consideration  of  rebates  on 
passenger  tickets  to  the  Annual  Meeting  at  Ottawa,  the 


following  letter  was  received,  showing  that  no  rebates  will 
be  available. 

Dear  Sir: — ■ 

The  carriers  feel  that  conditions  brought  about  by 
the  war,  viz.:  shortage  of  labor  and  coal,  abnormal  de- 
mands on  transportation  equipment  and  power  for  the 
handling  of  returning  troops  and  foodstuffs,  do  not  permit 
relaxation  at  the  present  time  of  existing  restrictions  on 
passenger  travel.  Reduced  fares  mean  increased  travel 
and,  therefore,  for  reasons  stated  above,  regret  to  advise 
you  that  no  reduced  fares  will  be  made  for  special  occasions 
during  the  year  1919. 

Yours  truly, 

G.  H.  Webster, 
Montreal,  Jan.  14th,  1919.  Secretary. 

Ontario  Provincial  Division 

The  Ontario  Provincial  Division  is  now  established, 
and  it  is  expected  that  a  meeting  of  the  Executive  Com- 
mittee will  take  place  at  an  early  date  for  the  purpose  of 
electing  a  chairman  and  secretary-treasurer  or  secretary 
and  treasurer.  The  Executive  Committee  have  suggested 
Peter  Gillespie  as  chairman  pro-tem. 

The  personnel  of  the  Executive  Committee  is  as 
follows: — 

Councillors: — J.  R.  W.  Ambrose,  M.E.I.C.,  Toronto; 
Peter  Gillespie,  M.E.I.C.,  Toronto;  E.  D.  Lafleur, 
M.E.I.C,  Ottawa;  G.  A.  McCarthy,  M.E.I.C,  Toronto; 
John  Murphy,  M.E.I.C,  Ottawa;  James  White,  M.E.I.C, 
Ottawa;  M.  H.  MacLeod,  M.E.I.C,  Toronto. 

Representing  Ottawa  Branch: — J.  B.  Challies,  M.E.I.C, 
Ottawa. 

Representing     Toronto     Branch:  Geo.     Hogarth, 

M.E.I.C,  Toronto. 

Representing  Hamilton  Branch:  -  E.  R.  Grav, 
M.E.I.C,  Hamilton. 

Representing  Sault  Ste.  Marie  Branch:  -W.  S.  Wilson, 
A.M.E.I.C,  Sault  Ste.  Marie. 

Non-Resident  Members:  Major  W.  H.  Magwood, 
A.M.E.I.C,  Cornwall;  G.  R.  Munroe,  A.M.E.I.C, 
Peterboro;  J.  L.  Morris,  M.E.I.C,  Pembroke;  R.  J. 
McClelland,  A.M.E.I.C,  Kingston;  G.  H.  Bryson, 
A.M.E.I.C,  Brockville;  A.  C.  D.  Blanchard,  M.E.I.C, 
Niagara  Falls;  T.  H.  Jones,  M.E.I.C,  Brantford;  J.  L. 
Weller,  M.E.I.C,  St.  Catharines;  S.  B.  Clement,  M.E.I.C, 
North  Bay;  James  A.  Bell,  M.E.I.C,  St.  Thomas;  R.  L. 
Dobbin,  A.M.E.I.C,  Peterboro;  L.  M.  Jones,  M.E.I.C, 
Port  Arthur;  V.  A.  Belanger,  A.M.E.I.C,  L'Orignal 

Water  Resources  Conference 

A  most  important  Conference  of  Dominion  and 
Provincial  Engineers  was  held  in  Ottawa  on  January  16th 
and  17th,  under  the  auspices  of  the  Dominion  Power 
Board,  of  which  the  Hon.  Meighen,  Minister  of  the 
Interior,  is  Chairman.  A.  St.  Laurent,  the  Vice- 
Chairman  of  the  Board,  presided,  pointing  out  as  the  raison 
d'etre  of  the  meeting  that  the  recent  crisis  regarding  both 
fuel  and  power  had  brought  the  tremendous  importance  of 
both  very  prominently  to  the  front,  and  had  shown  with 
greater  force  than  ever  the  necessity  among  other  things 
of  developing  and  conserving  our  water  powers  to  the 
utmost.  The  first  step  to  this  end,  seeing  that  various 
authorities  are  handling  the  problem  in  different  parts  of 
Canada,  is  to,  as  far  as  possible,  arrange  their  methods  and 


122 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


organizations  along  similar  lines,  viz.,  the  standardization 
of  field  and  office  methods  and  equipment,  uniformity  of 
publications,  both  in  matter  and  arrangement,  period  to  be 
covered  by  each,  etc.,  etc. 

The  administrative  end  also  had  to  be  considered, 
with  a  view  to  making  the  requirements  and  regulations  of 
all  the  authorities  concerned,  whether  Federal  or  Pro- 
vincial, as  uniform  as  possible. 

There  were  present  at  the  Conference: 

H.  G.  Acres Chief     Hydraulic     Engineer,     Hydro 

Power  Commission,  Ontario. 

Arthur  Amos Chief    Engineer,    Hydraulic    Service, 

Quebec. 

R.  J.  Burley Engineer,        Reclamation        Service, 

Ottawa. 
E.  F.  Drake Director,  Reclamation  Service,  Ottawa. 

C.  O.  Foss Chairman,  N.  B.  Water  Power  Com- 

mission. 
T.  W.  Gibson Deputy     Minister,      Crown     Lands, 

Ontario. 
H.  W.  Grunsky.  .   Legal  Adviser,  Dominion  Water-Power 

Branch. 
J.  T.  Johnston. .  .   Assistant      Superintendent,       Water- 

Power  Branch. 
E.  B.  Jost Engineer,    Department    of    Railways 

and  Canals. 

R.  S.  Kelsch Consulting  Engineer,  Montreal. 

O.  Lefebvre Chief  Engineer,  Quebec  Streams  Com- 
mission. 
K.  H.  Smith Chief  Engineer,  Nova  Scotia  Water- 

Power  Commission. 
R.  G.  Swan Chief     Engineer,     British     Columbia 

Hydrometric  Survey. 
Wm.  Young Comptroller  of  Water  Rights,  British 

Columbia, 
together   with   the   following   Ottawa   Members   of   the 
Power  Board,  viz.: 
A.  St.  Laurent  (Vice-Chairman).     W.  A.  Bowden. 

D.  B.  Dowling.  B.  F.  Haanel. 
C.  N.  Monsarrat.                              John  Murphy. 

J.  B.  Challies  (Secretary). 

As  a  basis  for  a  uniform  system  of  locating  any  and 
all  water  resources,  and  analyzing  and  filing  all  data  of 
whatever  kind  concerning  them,  which  is  the  first  requisite 
to  co-ordinated  working,  there  was  laid  before  the  meeting 
a  Water  Resources  Index- Inventory,  designed  by  the 
Dominion  Water  Power  Branch,  and  which  the  Dominion 
Power  Board  submitted  as  one  which  would  suit  the  needs 
of  any  and  all  authorities  concerned  with  water  investi- 
gation, whether  Federal  or  Provincial.  The  basis  of  the 
system  is  the  dividing  of  the  country  into  its  main  or  basic 
drainage  basins,  with  sub-basins  and  other  divisions,  detail 
maps,  a  card  index  system,  and  a  folder  equipment,  samples 
of  all  of  which  were  shown  those  present,  the  whole  forming 
an  indexing  and  filing  system  adaptable  to  the  needs  of  all 
the  various  organizations  concerned  with  any  type  of 
water  investigation  or  administration.  The  Journal  hopes 
to  publish  a  full  description  in  an  early  issue. 

After  a  lengthy  discussion  as  to  how  various  local 
requirements  would  be  covered  by  the  system,  the  result 
of  which  was  to  show  that  it  was  of  such  a  flexible  and 
comprehensive  nature  as  to  cover  practically  any  needs 
that  were  likely  to  arise,  and  in  view  of  statements  by 
several  of  those  present  that  they  already  had  the  system 
in  use  in  their  offices,  in  whole  or  in  part,  a  resolution  was 


passed  by  the  conference  recommending  its  adoption  by 
all  Federal  and  Provincial  authorities  concerned,  and 
further,  to  facilitate  its  adoption,  that  an  explanatory 
monograph  on  it,  accompanied  by  maps,  diagrams,  etc., 
be  prepared  for  general  distribution. 

Meteorological  data,  as  a  fundamental  branch  of 
water  survey,  was  discussed  at  some  length,  it  being 
pointed  out  that  continuous  and  complete  meteorological 
figures  were  often  of  inestimable  value  in  deciding  as  to 
the  water  likely  to  be  available  for  either  domestic, 
irrigation,  or  power  purposes.  A  Resolution  was  passed 
aiming  to  help  the  efforts  being  made  to  extend  the  work  of 
the  Meteorological  Service. 

The  next  matter  considered  was  the  co-ordination 
of  the  work  of  investigating  water  resources,  it  being 
pointed  out  that  in  view  of  the  fact  that  several  Federal 
and  Provincial  organizations  were  at  work  on  the  same 
matter,  in  different  sections  of  Canada,  it  would  greatly 
help  if  their  field  and  office  procedure  and  their  equipment, 
and  finally  their  publications,  could  all  be  largely  stand- 
ardized, both  as  to  form  and  contents.  As  a  summation 
of  the  discussion  a  resolution  was  passed  recommending 
the  yearly  publication  of  hydrometric  data,  each  report 
to  cover  a  climatic  year,  October  1st  to  September  30th; 
and  to  include  daily  discharge  records,  but  not  daily 
gauge  heights,  except  in  those  special  cases  where  they 
are  obviously  necessary.  The  Power  Board  is  to  prepare 
and  distribute  a  key  map  showing  the  territories  covered 
by  the  different  organizations  and  surveys.  The  other 
details  though  were  thought  to  be  so  many  and  so  complex 
as  to  require  further  consideration,  and  so  it  was  decided 
to  leave  them  to  later  conferences,  one  in  the  West  and  one 
in  the  East,  after  which  a  plenary  conference  at  Ottawa 
woud  make  final  recommendations  on  the  whole  subject. 

The  final  matter  before  the  meeting  was  that  of 
Water  Power  Regulations,  the  question  being  introduced 
in  the  form  of  a  Report  prepared  by  H.  W.  Grunsky. 
As  the  subject  is  an  exceedingly  large  one,  and  the  report 
most  comprehensive,  it  was  felt  that  it  was  impossible  to 
do  anything  but  discuss  the  main  divisions,  six  in  number, 
viz.:  nature  of  franchise,  control  of  stock  and  bond 
issues,  rentals,  renewal  provisions,  extent  of  properties 
taken  over  if  license  terminated,  and  compensation  there- 
for, in  a  preliminary  way,  leaving  any  decision  thereon  to 
a  future  meeting.  The  discussion  covered  such  points  as 
sale  versus  rental,  limited  versus  indefinite  franchise, 
nominal  or  substantial  rentals,  uniform  regulations, 
etc.,  etc.,  after  which  the  meeting  adjourned,  first  deciding 
that  after  the  organizations  more  particularly  concerned 
had  gone  further  into  the  matter,  the  Dominion  Power 
Board  should  call  another  conference  on  the  subject. 

As  has  been  so  clearly  demonstrated  during  the  last 
few  years,  one  of  the  fundamental  requisites  to  the  stability 
and  growth  of  any  country  is  a  supply  of  cheap  and  depend- 
able power.  Canada  fortunately  possesses  the  natural 
sources  for  this,  from  coast  to  coast,  in  the  form  of  either 
coal  or  water,  and  with  a  permanently  constituted  medium 
like  the  Dominion  Power  Board  aggressively  at  work  on  the 
problem  of  co-ordinating  the  efforts  of  the  various  bodies 
engaged  in  seeing  that  these  resources  are  handled  to  the 
best  advantage,  there  can  be  no  doubt  as  to  the  further 
progress  of  the  Dominion,  as  far  as  water  power  is  con- 
cerned. To  those  who  were  responsible  for  the  conference, 
The  Journal  extends  heartiest  congratulations  on  the 
splendid  results  achieved. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


123 


CORRESPONDENCE 


The  Diving  Bell  Again 

Editor,  Journal: 

I  note  in  the  December,  1918,  issue  of  The  Journal, 
a  letter  from  Mr.  J.  J.  MacDonald  in  reply  to  my  letter  of 
October  24th,  1918,  with  reference  to  the  Caisson  used  at 
Halifax  Harbor.  In  his  letter  Mr.  MacDonald  assumes 
that  his  brief  reply  clears  up  the  issues  raised  by  me. 
It  would  be  interesting  to  know  the  name  of  the  individual 
who  actually  originated  the  idea  of  using  the  outfit  of  the 
type  employed,  and  whether  the  design  of  the  walls  was 
prepared,  having  in  view  the  use  of  a  caisson  of  the  parti- 
cular type  used. 

Mr.  MacDonald  asserts  that  the  device  used  by  me  in 
Hamilton  was  lacking  in  novelty,  so  far  as  the  regulation 
of  draft  is  concerned.  In  making  this  statement,  Mr. 
MacDonald  is  either  speaking  without  information  as  to 
the  actual  facts,  or  deliberately  misrepresents  them. 
The  device,  as  used  by  me  here,  was  capable  of  being  used 
in  depths  of  water  varying  between  1  foot  6  inches  and 
7  feet,  and  with  slight  structural  modifications,  not 
affecting  the  principle  of  the  apparatus,  this  depth  could 
have  been  increased.  The  method  of  obtaining  this 
difference  in  draft  is  not  in  any  way  fundamentally  different 
from  that  used  in  the  Halifax  outfit.  Mr.  MacDonald 
calls  the  outfit  used  here,  simply  a  scow  with  a  bottomless 
central  well  for  working  about  three  feet  below  the  surface, 
and  asserts  that  any  change  in  draft  was  impossible. 
This  is  not  the  case.  The  fact  that  the  Halifax  device 
rested  on  the  bottom  when  working  has  nothing  whatever 
to  do  with  the  buoyancy  and  water  ballasting  principles 
of  the  apparatus,  except  in  so  far  as  it  aids  in  maintaining 
the  equilibrium  of  the  apparatus  when  in  operation. 

The  principle  of  the  bottomless  central  well  is  insepar- 
able from  diving  bells  of  caissons  in  any  form  used  in 
construction  work,  as  a  matter  of  fact,  the  long  air  shafts 
as  applied  to  Mr.  MacDonald's  device  for  use  in  deep 
water  is  not  at  all  original  as  applied  to  deep  water  marine 
work,  and  the  form  of  the  lower  part  of  the  caisson  is  of  the 
general  type  used  on  bridge  pier  foundations.  The  only 
parts  of  the  device  apparently  for  which  Mr.  MacDonald 
claims  originality,  are  the  buoyancy  and  water  ballast 
chambers.  The  use  of  such  chambers  was  made  by  me  on 
the  device  used  here  for  floating  and  moving  the  outfit 
when  required  and  for  carrying  water  ballast  to  increase 
the  dead  weight  of  the  apparatus  and  for  regulating  the 
draft  of  the  caisson  or  bell  when  in  operation. 

The  matter  of  the  exact  name  or  names  which  are 
applied  to  the  device  does  not  alter  their  functions  in  any 
way,  and  whether  Mr.  MacDonald  calls  his  device  a 
mobile,  pneumatic  caisson,  or  diving  bell,  or  simply  a 
plain  floating  caisson,  as  the  writer  prefers,  does  not  matter 
and  does  not  affect  the  fundamental  principle  in  any  way. 
Strictly  speaking,  the  word  bell  should  not  be  applied  to  the 
device,  the  diving  bell  proper,  so  called  from  its  approxi- 
mate similarity  in  outline  to  a  bell,  has  no  air  lock  or  shaft, 
and  depends  for  its  ballast  on  its  own  dead  weight,  being 
suspended  in  the  water  from  suitable  hoisting  and  lowering 
apparatus  placed  above  water. 


As  Mr.  MacDonald  refers  to  European  practise,  it  is 
relevant  that  I  should  refer  to  it  also  from  personal 
experience  in  my  own  particular  case.  Probably  the  most 
extensive  recent  work  carried  out  by  the  diving  bell  type 
of  this  device  was  the  construction  of  the  break  waters  at 
the  Dover  Naval  Harbor  by  the  contractors,  S. 
Pearson  &  Son  of  London.  The  principles  of  its  operation 
are  too  well  known  to  require  explanation  here.  Another 
device  of  the  type  of  caisson  proper  with  a  shaft  and  air 
lock  was  that  used  at  Plymouth  Harbor  by  the  contractors 
for  the  removal  of  a  large  rocky  shoal  there  for  the 
Admiralty.  The  writer  was  at  one  time  a  member  of  the 
staff  of  the  company  carrying  out  this  work,  so  does  not 
need  to  generalize  or  use  text  book  information.  In  this 
particular  outfit,  the  air  shaft  passed  through  a  well  in 
the  centre  of  a  large  steel  scow,  which  was  filled  with  air 
compressors,  etc.,  and  the  air  driven  rock  drills  were 
carried  on  a  track  in  the  working  chamber,  which  was 
larger  than  in  the  Halifax  outfit.  This  particular  device, 
however,  was  ballasted  by  the  dead  weight  of  the  scow 
When  it  was  desired  to  float  the  caisson  the  ballast  con- 
nections between  the  scow  and  caisson  were  liberated  and 
the  air  pressure  in  the  caisson  brought  it  towards  the 
surface.  This  device  was  simple  and  stable  in  all  condi- 
tions, and  was  able  to  withstand  quite  a  heavy  sea,  but  did 
not  depend  for  its  ballast  on  excess  dead  weight  or  water 
ballast,  there  being  no  buoyancy  or  water  ballast  chambers 
attached.  The  caissons  used  in  dock  wall  construction 
at  Antwerp  and  other  ports  are  of  the  type  which  become 
a  part  of  the  permanent  structure  and  are  not,  strictly 
speaking,  part  of  the  construction  machinery  or  plant. 

The  writer  is  quite  familiar  with  the  use  of  ballast  and 
buoyancy  chambers  as  applied  to  sliding  gates  for  dry 
docks,  etc.,  but  this  device  is  not  adapted  for  construction 
purposes,  and  is  not  generally  movable  beyond  the  limits 
of  its  berth.  The  water  is  simply  expelled  from  a  section 
of  the  gate,  which  is  built  much  of  the  same  shape  as  a 
ship's  hull,  in  sufficient  quantity  to  permit  the  gate  to 
lift  slightly  clear  of  the  sill,  and  float  to  one  side  endwise, 
not  at  all  an  intricate  device  fundamentally.  Mr. 
MacDonald  apparently  overlooked  the  application  of 
ballast  and  buoyancy  chambers  to  our  late  friends  the 
"  U  "  Boats. 

The  writer  would  be  interested  in  knowing  of  a  case 
where  this  principle  is  applied  to  scows  carrying  construc- 
tion plant  in  tidal  waters  as  Mr.  MacDonald  states,  and 
what  purpose  this  is  supposed  to  serve.  The  writer  is 
aware  of  a  self-dumping  deck  scow  of  Norwegian  origin, 
which  unloads  its  deck  cargo  by  alternately  flooding  and 
unwatering  portions  of  the  subdivided  hull,  but  this  has 
no  bottomless  central  well,  and  he  fails  to  see  where  the 
flooding  and  emptying  of  the  hull  of  an  ordinary  scow,  or 
use  of  a  bottomless  central  well,  presumably  for  the  purpose 
of  turning  air  in  it,  serves  any  purpose. 

Mr.  MacDonald  states  that  the  problem  of  flota- 
tional  stability  while  in  a  submerged  condition  was  entirely 
absent,  etc.  A  little  superficial  examination  will  correct 
this  statement.  Has  Mr.  MacDonald  made  any  actual 
calculations  in  support  of  this  statement,  or  is  this  merely 
an  unsupported  assertion  ? 

As  a  matter  of  fact,  the  question  at  issue  between  the 
device  used  at  Halifax  and  that  used  at  Hamilton,  is 
which  had  priority  of  design,  construction  and  operation, 


124 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


and  whether  the  principle  of  attaching  compartments  to  a 
self-contained  movable  caisson,  or  as  Mr.  MacDonald 
also  calls  it,  bell,  to  be  used  for  construction  purposes  under 
water,  and  on  which  the  compartments  referred  to  can  be 
loaded  with  water  to  provide  additional  ballast,  or  emptied 
by  any  suitable  means  to  provide  buoyancy  or  maintain 
quilibrium  in  a  floating  condition  is  the  exclusive  monopoly 
of  either  apparatus  or  is  common  to  both.  The  exact 
shape  of  the  caisson  or  the  compartments  or  the  position 
of  the  latter  relative  to  the  working  chamber  does  not 
affect  the  principle  of  the  device.  Mr.  MacDonald  says 
the  use  of  water  ballast  was  not  an  essential  principle  of 
the  device  used  here.  Water  ballast,  as  a  matter  of  fact, 
was  a  prime  necessity,  when  in  operation.  A  heavier 
scow,  as  Mr.  MacDonald  asserts  would  not  have  served 
the  purpose.  The  use  of  water  ballast  did  not  regulate 
the  draft  so  that  it  could  pass  over  the  piling,  as  Mr. 
MacDonald  asserts,  but  rather  the  absence  of  water 
ballast  permitted  this  to  be  done.  Mr.  MacDonald 
makes  this  statement:  "  In  order  to  float  the  Halifax 
caisson  when  it  was  required  to  be  moved,  the  buoyancy 
chamber  was  added  and  this  was  its  only  function." 
Does  this  mean  that  the  buoyancy  chamber  shown  on 
figure  5,  page  254  of  the  October  issue  of  The  Journal  of 
The  Engineering  Institute,  is  not  also  used  as  a  ballast 
chamber  by  the  admission  of  water  into  it,  and  is  it  not 
the  case  that  the  ballast  chamber,  as  indicated  in  the 
same  drawing,  is  also,  when  required  used  as  a  buoyancy 
chamber,  and  that  this  is  simply  a  matter  of  juggling  with 
names. 

The  Hamilton  apparatus  was  finally  designed  in  May, 
1913,  and  put  in  operation  in  August,  1913,  as  previously 
stated,  and  Mr.  MacDonald  states  he  got  the  idea  in 
1913,  the  exact  month  not  being  stated,  and  the  design 
was  got  out  in  1914,  rather  a  remarkable  coincidence,  to 
say  the  least. 

In  my  previous  letter  in  connection  with  this  matter, 
which  was  written  somewhat  hurriedly,  I  made  an  error 
in  dictation  and  got  the  relative  position  of  the  meta 
centre  and  centre  of  gravity  in  the  device  used  here, 
misplaced,  fortunately  these  points  were  misplaced  only 
in  my  letter  and  not  in  the  actual  apparatus.  The  theory 
of  the  equilibrium  of  floating  bodies  to  ensure  stability, 
in  other  words  to  make  sure  of  them  floating  right  side  up, 
is  no  doubt  more  or  less  generally  understood  by  engineers. 


Hamilton,  Jan.  11th. 


Yours  very  truly, 

John  Taylor,  A.M.E.I.C. 


Institution  of  Civil  Engineers 


Dear  Sir: 


I  am  in  receipt  of  your  letter  of  the  4th  December, 
and  as,  owing  to  the  Christmas  recess,  it  will  not  be 
practicable  to  place  it  before  the  Council  of  The  Institution 
until  January,  I  hasten  to  express  on  their  behalf  and  on 
that  of  the  whole  body  of  this  Institution,  the  very  cordial 
appreciation  with  which  the  greetings  of  The  Engineering 
Institute  of  Canada  are  received  here,  and  to  reciprocate 


the  kindly  and  sympathetic  expressions  of  good  will  con- 
tained in  your  letter  under  acknowledgement. 
I  am, 

My  dear  Sir, 

Yours  faithfully, 

J.  H.  T.  TUDSBERY, 

Secretary, 
The  Institution  of  Civil  Engineers, 
Great  George  Street, 
Westminster,  S.W., 
England. 

Overseas  Correspondence 

Christmas  Day,  1918. 

Members  will  be  interested  to  know  that  a  great  many 
replies  have  been  received  from  our  overseas  men  acknowl- 
edging the  cigarettes  and  Xmas  greetings  sent  them. 
A  few  of  the  many  are  published  below. 

Dear  Mr.  Keith:— 

I  did  not  answer  your  last  letter  in  the  summer 
as  we  were  fairly  busy,  and  it  did  not  get  any  easier  in 
the  fall  until  the  11th  of  November,  when  things  eased 
up  for  most  of  the  Armies,  but  not  for  us. 

The  "  hun  "  has  planted  a  great  deal  of  delay  action 
mines  in  the  railway  embankments,  yards,  stations, 
bridges,  culverts,  etc.,  and  in  the  roads,  houses,  churches, 
and  large  buildings,  also  in  all  the  ammunition  trains, 
and  dumps  which  he  was  leaving  behind  him,  and  we  had 
to  search  for  them,  locate  them  if  we  could,  and  then 
draw  them.  The  ones  in  the  ammunition  were  in  the  form 
of  ordinary  looking  nose  caps  set  in  howitzer  shells,  and 
had  very  very  little  to  distinguish  them  from  the  other  nose 
caps  in  the  other  shells.  These  mines  were  of  a  chemical 
mechanical  action  set  at  varying  periods,  and  on  operating 
set  off  the  shell  in  which  they  were  screwed,  and  that 
made  the  train  or  the  dump  blow  up. 

We  off-loaded  the  trains  and  spread  the  shells  over  the 
fields  about  ten  feet  apart  so  that  one  going  off  would  not 
be  likely  to  explode  the  others.  We  spread  out  the  dumps 
in  the  same  manner  over  large  areas,  and  then  anyone 
who  wanted  to  could  start  in  and  unscrew  the  caps  until 
he  found  a  delay  action  one.  We  were  in  a  town  that  was 
a  big  railway  junction  and  there  were  a  large  number  of 
dumps  and  trains  on  the  railways,  and  as  these  kept  going 
up  at  any  hour,  it  was  interesting  work  trying  to  get 
them  unloaded  before  they  unloaded  themselves  in  a  very 
abrupt  manner.  Not  very  many  of  these  nose  caps  were 
found  at  the  right  time,  but  I  have  one  which  is  intact, 
except  that  the  acid  is  poured  out  of  it,  and  if  you  think  the 
Institute  would  care  to  have  it,  I  will  give  it  to  you.  I  enclose 
a  descritpion  of  a  short  delay  action  fuze,  the  one  I  have 
is  the  long  delay  action  fuze  with  the  red  gaine  mentioned 
in  the  first  paragraph. 

My  fyle  of "  Mining  Notes,"  "  Military  Engineering  " 
and  "  Field  Work  Notes,"  is  a  fairly  complete  one  and 
would  be  of  interest  to  the  members  of  our  Institute  as 
showing  some  of  the  works  we  did  and  the  things  we  built. 
They  were  made  up  or  invented  by  engineers  in  the 
different  units  and  descriptions  sent  in  to  G.H.Q., 
where  they  were  compiled  and  those  of  value  were  issued 
to  all  the  other  units.    There  was  little  or  no  Military 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


125 


engineering  that  was  of  use  to  us  at  the  beginning,  and 
we  had  to  invent  things  for  ourselves.  Many  of  them  will 
appear  futile  and  clumsy,  but  they  were  effective  as  a  rule, 
and  handy,  and  when  it  is  considered  that  they  had  to  be 
made  in  the  field  with  whatever  material  we  could  find, 
mostly  under  shell  fire,  a  lot  can  be  excused. 

In  our  attack  on  the  Hindenburg  line  we  had  a  little 
amusement,  and  I  was  awarded  the  D.S.O.  This  would 
not  appear  in  the  "  Canadian  Gazette,"  as  the  Imperial 
authorities  had  me  transferred  from  the  Canadian  Army 
to  the  "  Royal  Engineers  "  of  the  Imperial  Forces,  as  from 
January  1st,  1918. 

The  present  of  cigarettes  was  received  from  The 
Institute,  for  which  I  beg  to  tender  my  very  best  thanks, 
and  I  will  close  by  wishing  all  a  very  happy  New  Year. 

Yours  very  truly, 
Major  William  T.  Wilson  A.M.E.I.C,  D.S.O.,  M.C., 
"  O.C.,"  Tunnelling  Company,  R.E., 

B.  E.  F.,  France. 

The  Mount  Hospital  for  Officers, 
Parkstone,  Dorset, 

January  1st,  1919. 
Dear  Sir:— 

I  am  enclosing  the  post  card  found  in  the  box  of 
cigarettes  which  you  were  so  kind  to  send  me  again  this 
Christmas  time,  and  I  also  wish  to  add  a  few  words  to 
thank  you  for  your  thoughtfulness.  It  is  exceedingly 
good  of  the  Institute  to  remember  us  again  in  this  way,  and 
I  appreciate  it  more  than  I  can  say. 

As  you  will  see  I  am  in  the  hospital  due  to  one  of  the 
Boche's  machine  guns  locating  me  and  sending  me  back 
to  Blighty.  This  happened  just  before  Albert  was  taken 
in  August  last  year,  and  my  left  hand  suffered  in  conse- 
quence, but  now  it  is  well  on  its  way  and  in  a  few  months 
time,  I  hope  to  have  complete  use  of  it. 

All  Canadians,  like  the  rest  of  the  Allied  forces,  will 
be  rejoicing  over  the  great  news  of  these  last  two  months, 
and  what  it  means  to  us  all.  One  certainly  has  good  reason 
to  be  thankful  whether  having  taken  part  or  not,  and  when 
one  sees  just  what  France  has  suffered  these  last  four 
years  we  should  be  more  than  thankful  that  we  were 
victors.  Christmas  time  this  year  has  been  a  very  happy 
one  for  those  who  have  not  suffered  in  lost  ones,  and  in  the 
knowledge  that  it  is  all  over  at  last. 

Great  excitement  has  prevailed  over  President 
Wilson's  visit  and  all  it  means  to  the  Peace  Conference. 
England  has  given  him  a  most  rousing  reception  and  has 
strengthened  the  ties  that  the  war  has  started. 

Allow  me  to  wish  The  Institute,  through  you,  a  most 
happy  and  prosperous  New  Year,  and  that  nineteen 
hundred  and  nineteen  will  be  a  real  victory  year  in  all 
ways. 


Thanking  you  again  for  you  Christmas  gift,  I  remain, 

Most  sincerely  yours, 
2nd  Lieut.  J.  E.  Jaffary, 

34  Redford  Place, 

Russell  Square, 
Holborn,  London,  England. 


Just  received  your  very  welcome  gift  of  cigarettes 
for  which  very  many  thanks.  We  are  trying  to  put  in 
our  time  here  preparatory  to  sailing  for  England  enroute 
for  Canada.  The  gods  be  praised  its  all  over  but  the 
shouting  and  the  paying. 

Sincerely  yours, 

Sergt.  H.  P.  Heywood, 
No.  1039092,  3rd  Can.  Ry.  Tps., 
A.  P.  O., 

Longon,  England. 

I  desire  to  acknowledge  with  many  thanks  the  receipt 
of  the  parcel  of  cigarettes.  With  best  wishes  for  the 
future. 

Sincerely, 

Lieut.  Thomas  H.  Bacon, 
Hdqrs.,  Jura  Group, 

Can.  Forestry  Corps, 
B.E.F., 

France. 

Received  cigarettes,  also  kind  wishes  from  fellow 
engineers,  in  Canada.  Kindly  convey  my  best  thanks, 
also  best  wishes  for  The  Institute  during  nineteen  hundred 
and  nineteen.  I  hops  to  be  with  you  again  next  year,  as 
soon  as  my  duty  towards  my  country  (.Canada)  is  finished. 

C.  G.  Read,  Jr.,  E.I.C., 

"  Ravensbourne," 

Victoria  Road,  Teddington, 
Middlesex,  England. 

Very  many  thanks  for  the  splendid  gift  of  cigarettes. 
Best  wishes  to  The  Institute  for  nineteen  hundred  and 
nineteen. 

Yours  sincerely, 

Lieut.  G.  E.  Bell,  M.E.I.C, 
49  Kidbrook  Park  Rd., 
London,  S.E.  3, 
England. 

Please  convey  my  very  best  thanks  to  the  members  of 
The  Institute  for  the  most  acceptable  Xmas  gift  and  kind 
wishes. 

Yours  truly, 

Lieut.  W.  Reynolds, 
282  Coy.  R.E., 
B.E.F., 

France. 

Many  thanks  for  kind  remembrance.  Hope  to  make 
a  personal  call  at  176  before  very  long. 

Yours  truly, 

Captain  A.  C.  Reid,  A.M.E.I.C, 

R.A.F.  Seaplane  Base, 
(Late  R.N.A.S.),    Dover,  England. 


126 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Many  thanks  for  card  and  smokes,  they  were  both 
much  apreciated. 

Yours  truly, 

Major  E.  W.  Reed-Lewis,  A.M.E.LC., 
6th  Batt.,  Can.  Ry.  Tps., 
B.E.F., 

France. 

May  I  express  my  best  thanks  to  The  Engineering 
Institute  of  Canada  for  the  cigarettes,  and  especially  for 
the  kindly  thought  which  prompted  so  acceptable  a  gift. 
Yours  truly, 

Captain  P.  A.  Ablett,  M.E.I.C, 

Director  Board  of  Administration, 
Ministry  of  Munitions, 
32  Nassau  Street, 

Dublin,  Ireland. 

I  thank  the  Council  and  members  of  The  Institute 
for  their  greetings  and  good  wishes  at  this  time,  which  I 
cordially  reciprocate.  All  members  overseas  will  appre- 
ciate, I  am  sure,  the  kindly  spirit  which  prompted  the 
sending  of  a  remembrance  at  this  season. 
Yours  truly, 

Victor  F.  Murray,  A.M.E.LC, 
c/o  Park  Cottage, 
N.  Union  Street, 
Cupar  Fife, 

Scotland. 

Your  cigarettes  have  arrived  safely  and  have  been 
greatly  appreciated.  My  best  wishes  and  thanks  to  The 
Institute  for  them. 

Major  G.  R.  Evans, 

55th  Field  Company, 

Royal  Engineers, 

B.E.F., 

France. 

Very  many  thanks  for  the  kind  thoughts  expressed  by 
sending  the  parcel  of  cigarettes  which  I  have  received  in 
good  condition. 

Yours  truly, 

Engr.  Lieut.  Chas.  Stephen,  A.M.E.LC, 
24  Handheld  Road, 

H.M.S.  "  Glorious," 

Waterloo,  Liverpool, 
England. 

Many  thanks  for  your  kind  remembrance  in  the  form 
of  cigarettes  which  we  received  at  a  most  convenient  time. 
Best  regards  for  the  prosperity  of  The  Institute  in  the 
coming  years. 

Arthur  J.  Edwards,  S.E.I.C, 

I  wish  to  acknowledge  with  grateful  thanks  receipt  of 
cigarettes.     Wishing  you  a  very  happy  New  Year. 
Yours  truly, 
Lieut.  Philip  A.  Fetterly,  A.M.E.LC, 
Can.  Ry.  Tps.  Dept, 
Witley  Camp, 

Surrey,  England. 


The  cigarettes  arrived  safely  this  morning  for  which 
many  thanks.  It  makes  us  realize  that  we  are  not  entirely 
forgotten  by  our  home  friends  as  we  sit  on  the  banks  of  the 
Rhine  here.  The  wish  for  a  speedy  victory  expressed  on 
your  card  has  been  fulfilled,  and  it  should'nt  be  long  now 
before  we  are  all  back  clamouring  for  positions  in  the 
engineering  world  again.  Best  of  good  wishes  to  the 
Institute. 

Yours  truly, 
Major  A.  A.  Anderson,  J.E.I.C, 
2nd  Can.  Div.  Signal  Co., 

Bonn,  Germany. 

Many  thanks  for  your  thoughtful  gift  of  cigarettes, 
which  came  at  a  time  when  they  were  practically  unob- 
tainable in  this  part  of  France.    Kindest  greetings  to  all 
your  members  of  the  various  grades. 
Yours  truly, 
Captain  R.  McKillop,  A.M.E.LC, 
13th  Light  Ry.  Operating  Coy., 
B.E.F., 

France. 

The  writer  has  much  pleasure  in  acknowledging 
receipt  of  smokes  together  with  the  season's  greetings  from 
The  Institute,  and  wishes  you  all  the  compliments  of  the 
season. 

Yours  truly, 
Major  A.  R.  Ketterson,  A.M.E.LC, 

No.  1  Canadian  Constr.  Corps, 
Can.  Ry.  Tps., 
C.E.F., 

France. 

Beg  to  acknowledge  with  many  thanks  your  thought- 
file  remembrance  and  well  wishes. 

Sincerely, 
Staff-Sergt.  W.  W.  Dynes,  J.E.I.C, 
No.  2260308, 

Can.  Forestry  Corps,  S.  5, 
B.E.F.,  A.P.O., 
London,  England. 

In  acknowledging  the  remembrance  of  cigarettes  from 
The  Engineering  Institute  of  Canada  I  wish  to  add  a  word 
of  appreciation  which  I  feel  is  due  to  those  who  are  bearing 
the  burdens  at  home  while  we  are  away.  Many  of  them 
are  making  ends  meet  on  fixed  salaries  that  have  not 
risen  with  the  cost  of  living,  and  at  the  same  time  they 
are  sending  remembrances  to  us,  they  are  supporting 
Red  Cross  and  Patriotic  Funds  and  are  in  many  other 
ways  denying  themselves. 

We,  over  here,  appreciate  this,  and  for  this  reason 
value  he  more  highly  the  remembrances  sent  us. 

Now  that  our  work  over  here  is  finished,  we  await 
with  impatience  the  time  when  we  may  return  again  to 
take  up  the  burden  alongside  you,  and  to  share  the 
economic  burdens  and  problems  brought  into  being  by  the 
war. 

Yours  sincerely, 

Floyd  K.  Beach,  A.M.E.LC, 
8th  Batt., 

Can.  Ry.  Tps., 
B.E.F., 

France. 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


127 


REPORT  OF  COUNCIL  MEETING 


The  regular  monthly  meeting  of  the  Council  was  held 
at  headquarters  on  Tuesday,  January  21st,  at  8.15  p.m. 

After  confirming  the  minutes  of  the  previous  meeting, 
the  Executive  Committee  report  was  presented,  the  result 
of  one  special  meeting  and  three  regular  meetings  held  since 
the  last  meeting  of  Council. 

The  special  meeting  of  the  Executive  Committee  was 
called  to  discuss  the  whole  question  of  The  Institute's 
publications  and  the  functions  of  the  committees  dealing 
therewith.  In  that  connection  the  following  recommenda- 
tions were  made,  all  of  which  were  approved : 

Transactions: — That  The  Institute  publish  the  Tran- 
sactions every  year,  consisting  of  papers  selected  by  the 
Publications  Committee.    Approved. 

Papers  Commi  tee: — That  the  Papers  Committee  shall 
be  responsible  for  obtaining  papers,  either  through  the 
Branches  or  from  authors  direct,  and  for  their  allocation 
to  Branch  or  Profes  ional  Meetings.    Approved. 

Journal: — That  the  Board  of  Management  of  The 
Journal,  which  is  the  Executive  Committee  of  the  Council, 
shall  decide  whether  papers  shall  be  printed  in  The  Journal, 
either  in  advance  or  as  a  report  of  a  Branch  or  Pro- 
fessional Meeting,  and  whether  they  shall  be  published  in 
full  or  in  abstract.    Approved. 

Publications  Committee: — That  the  Publications 
Committee  shall  decide  what  papers  shall  be  printed  in 
the  Annual  Transactions  and  will  advise  regarding  their 
form  and  editing.    Approved. 

Technical  Press: — That  papers  read  before  The 
Institute,  either  at  a  Branch  or  Professional  Meeting  shall 
be  issued  to  the  technical  press  on  application  to  the 
Secretary  of  the  Institute,  it  being  a  condition  of  their  being 
given,  that  the  technical  press  state  the  meeting  at  which 
the  paper  was  read,  and  give  the  author's  title  in  The 
Institute,  aftr  his  name.    Approved. 

Annual  Meeting: — That  the  suggestion  of  the  Pro- 
fessional Meeting  Committee  that  invitations  to  the 
Annual  Meeting  should  be  sent  to  His  Grace  the  Duke  of 
Devonshire,  the  Ministers  of  the  Departments  of  Public 
Works,  Railways  and  Canals,  Marine,  Interior;  to  the 
Chairman  of  the  Railway  Commission  and  to  the  Presi- 
dents of  the  three  big  railway  systems,  and  the  Executive 
Committee's  instructions  to  the  Secretary  to  send  these 
invitations  be  approved.    Approved. 

That  the  letters  from  Comfort  A.  Adams  and  Ira  N. 
Hollis  accepting  invitations  to  Annual  Meeting  be  noted. 
Noted. 

That  Council  note  the  cable  received  from  Col.  C.  H. 
Mitchell,  D.S.O.,  expressing  his  inability  to  be  present  at 
the  Annual  Meeting  and  approve  of  its  being  read  at  the 
Annual  Meeting.    Approved. 

Legislation: — That  Council  approve  the  instructions 
to  the  Secretary  to  make  a  summary  of  the  correspondence 
re  legislation  and  the  draft  Act  received  from  the  Edmon- 
ton and  Calgary  Branches  for  presentation  at  the  meeting 


of  Council  and  that  he  publish  an  editorial  in  The  Journal 
which  would  give  the  membership  a  general  idea  of  the 
legislation  situation  in  the  different  Branches  and  in  view 
of  the  activity  in  the  Western  Branches,  that  Council 
approve  of  their  being  asked  to  send  a  delegate  to  the 
Annual  Meeting  to  constitute  a  special  legislation  com- 
mittee.    Approved. 

Salaries  of  Government  Engineers: — That  Council 
note  the  correspondence  in  connection  with  the  salaries 
of  engineers  in  the  Civil  Service  and  give  full  approval 
of  the  course  pursued  by  the  Committee,  in  meeting  the 
Civil  Service  Commission  and  forwarding  a  letter  to  the 
Hon.  Dr.  Roche  recommending  a  certain  standard  of 
salaries  and  giving  specific  recommendations  regarding 
positions  in  the  Department  of  Public  Works  as  an  exam- 
ple, this  letter  being  signed  by  President  H.  H.  Vaughan, 
J.  M.  R.  Fairbairn,  Vice-President,  Lieut.-Col.  Leonard, 
President  elect,  and  W.  F.  Tye,  Chairman  of  the  Com- 
mittee.   Noted. 

Ontario  Provincial  Division: — That  Council  approve 
the  instructions  given  the  Secretary  to  send  a  letter  to 
each  of  the  three  Ontario  Branches,  giving  the  personnel 
of  their  executive  committees,  and  suggesting  Professor 
Peter  Gillespie  as  temporary  Chairman  to  elect  officers; 
also  to  note  that  the  Ontario  Provincial  Division  had 
thus  been  established.    Approved. 

Sault  Ste.  Marie: — That  the  application  to  form  a 
Branch  at  Sault  Ste.  Marie  be  noted  and  that  approval  be 
given  to  the  instructions  to  the  Secretary  to  visit  Sault 
Ste.  Marie  in  this  connection;  also  approval  to  the 
formation  of  the  Branch  and  their  election  of  Officers,  as 
follows: — Chairman,  J.  W.  LeB.  Ross;  Secretary-Treas- 
urer, L.  R.  Brown,  Executive  Committee,  R.  S 
McCormick  (two  years)  B.  E.  Barnhill  (two  years), 
A.  G.  Tweedie,  J.  H.  Ryckman.     Approved. 

Windsor  and  Peterboro  Branches: — That  the  corres- 
pondence with  reference  to  the  formation  of  Branches  at 
Windsor  and  Peterboro,  Ont.,  be  noted.    Noted. 

Resolutions  of  the  Toronto  and  Quebec  Branches: — 
That  the  secretary  prepare  a  memorial  to  the  Government, 
embodying  the  resolutions  of  the  various  Branches,  with 
a  view  to  submitting  it  at  the  earliest  possible  moment. 
Approved. 

Investigation  Committee  on  Cement: — That  Council 
approve  the  appointment  of  R.  S.  Stockton,  by  the 
Calgary  Branch,  on  the  Committee  for  Investigation  of 
Disintegration  of  Cement,  to  replace  H.  Sidenius,  de- 
ceased.   Approved. 

Joint  Committee  of  Technical  Organizations: — That 
Council  approve  instructions  to  the  Secretary  to  write 
W.  G  Chace  and  all  the  Branches,  in  view  of  the  letter 
received  from  Mr.  Chace  in  answer  to  the  Secretary's 
letter  transmitting  Council's  decision  to  withdraw  upport 
from  the  Joint  Committee  of  Technical  Organizations. 
Approved. 

That  Council  approve  the  Reports  of  Committees, 
the  Report  of  Council  for  1918  and  the  Annual  Reports 
of  the  Branches  for  1918,  as  follows,  also  instructions 
to  the  Secretary  that  these  be  published  in  the  February 
issue  of  The  Journal  and  that  the  following  Branch 
officers  be  approved: — Calgary  Branch,  Chairman,  G.  W. 
Craig;   Secretary-Treasurer,    C.    M.    Arnold;    Executive 


128 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Committee,  Wm.  Pearce,  A.  S.  Dawson,  F.   H.   Peters, 

B.  L.  Thorne,  A.  S.  Chapman;  Representatives  to  Alberta 
Divsion,  F.  H.  Peters,  S.  G  Porter;  Auditors  J.  S. 
Tempest,  R.  C.  Gille  pie;  Quebec  Branch,  Chairman, 
A.  R.  Decary;  Secretary-Treasurer,  J.  A.  Buteau;  Execu- 
tive Committee,  F.  T.  Co  e,  J  E  Gibault  W.  Lefebvre, 
A.  E.  Doucet,  A.  Amos  S.  S.  Oliver;  Hamilton  Branch: 
Chairman,  E.  R  Gray;  Secretary- Treasurer,  H.  B. 
Dwight;  Executive  Committee,  E.  H.  Da  ling,  J.  A. 
McFarlane;  Victoria  Branch:  Chairman,  W.  Young; 
Vice-Chairman,  R  A.  Bainbridge;  Treasurer,  E.  Davis; 
Secretary,  J.  B.  Holdcroft;  Executive  Committee,  E. 
Everall,  N.  A.  Yarrow,  D.  O.  Lewis,  R.  W.  Macintyre; 
Auditors,  A.  F.  Mitchel ,  W.  M.  Stokes;  Saskatchewan 
Branch:  Chairman,    H.    S.    Carpenter;    Vice-Cha  rman, 

C.  J.  Yorath;  Secretary-Treasurer,  J.  N.  deStein;  Execu- 
tive Committee,  H.  R.  Mackenzie,  W.  R.  Warren,  J.  R.  C. 
Macredie  A.  R.  Greig,  H.  Mclvor  Weir,  L.  A.  Thornton, 
G.  D.  Mackie  St.  John  Branch:  Chairman,  C.  C.  Kirby; 
Secretary-Treasurer,  A.  R.  Crookshank;  Executive  Com- 
mttee,  G.  G.  Murdoch,  G.  G.  Hare,  C.  O.  Foss,  A.  Gray. 
Toronto  Branch:  Chairman,  A.  H.  Harkness;  Secretary- 
Treasurer,  W.  S.  Harvey;  Executive  Comm'ttee,  H.  G. 
Acres,  Willis  Chipman,  W.  A.  Bucke,  H.  E.  T.  Haultain, 
J.  R.  W.  Ambrose,  R.  O.  Wynne-Roberts,  Peter  Gillespie. 
Approved. 

Programme  of  the  Ottawa  Meeting: — That  the  pro- 
gramme drawn  up  by  the  Ottawa  Professional  Meeting 
Committee  as  submitted  be  approved.    Approved. 

Memorial  to  Ontario  Government: — That  the  copy  of 
the  Memorial  submitted  to  the  Provincial  Secretary  by 
the  Toronto,  Hamilton  and  Ottawa  Branches  with  the 
letter  by  the  Secretary  of  the  Toronto  Branch,  be  noted, 
and  the  Memorial  published  in  The  Journal.     Noted. 

That  in  view  of  the  desire  of  the  Sault  Ste.  Marie 
Branch  to  have  affiliates  appointed  to  their  Executive 
Committee,  the  Secretary  be  instructed  to  write  that 
Council  in  recommending  uniform  By-Laws,  wishes  to 
have  them  adopted  as  uniformly  as  possible  by  the 
various  Branches,  but  is  wil  ing  to  recommend  a  change  in 
the  By-Laws  to  read,  that  affiliates  may  hold  Branch 
office.    Approved. 

Nominating  Committee: — That  the  nominees  to  the 
Nominating  Committee  be  approved  as  follows: — St. 
John  Branch,  C.  O.  Foss  Halifax  Branch,  J.  L.  Allan; 
Vancouver  Branch,  Newton  J.  Ker;  Quebec  Branch, 
Alex.  Fraser;  Ottawa  Branch,  A.  A.  Dion;  Hamilton 
Branch,  H.  U.  Hart;  Toronto  Branch,  Geo  Hogarth; 
Victoria  Branch  J.  B.  Ho  dcroft.    Approved. 

Engineering  Index: — The  offer  made  by  the  American 
Society  of  Mechanical  Engineers  for  supplying  the  index 
was  considered  reasonable  and  its  approval  recommended. 
Approved. 

Representation  on  Board  of  Fire  Underwriters: — 
Alexander  Potter,  M.E  I.C.,  was  nominated  as  repre- 
senting The  Institute  on  the  Board  of  Fire  Underwriters 
for  specifications  of  Fire  Tests.    Approved. 

That  the  report  of  the  committee  on  The  Institute 
emblem  as  submitted  by  its  chairman,  Walter  J.  Francis, 
be  approved,  for  submission  to  the  Annual  General 
Meeting. 


A  large  number  of  letters  were  presented  and  their 
contents  noted. 

Classifications: — Classifications  were  made  for  a 
ballot  returnable  February  25th. 

The  following  elections  and  transfers  were  effected : — 

Members. 

Albert  Johnson  Barnes,  B.Sc,  of  Halifax,  since  1911, 
superintendent  of  Traffic,  Maritime  Telegraph  and 
Telephone  Company,  Halifax;  Ira  Percy  MacNab,  S.B., 
of  Halifax,  since  1915,  mechanical  superintendent  of  the 
Nova  Scotia  Tramways  and  Power  Company,  Halifax; 
John  S.  Misene  ,  of  Dartmouth,  N.S.,  chief  engineer  and 
assistant  manager  of  the  Acadia  Sugar  Refining  Com- 
pany, Halifax. 

Associate  Members. 

John  Griffith,  of  Woolwich,  England,  assistant 
superintendent  Building  Works  Department,  Royal 
Arsenal,  Woolwich,  England;  Richard  Crosby  Harris, 
with  the  C.  P.  R.  for  twelve  years  in  various  capacities, 
at  present  time  resident  engineer  at  Medicine  Hat, 
Calgary  and  Edmonton,  Alta.;  John  William  Houghton, 
of  Winnipeg,  in  civil  life,  with  the  dept.  of  City  Light  and 
Power,  since  1917,  Captain  in  the  C.E  F. ;  William 
Goldsmith  Jones,  of  North  Vancouver  B.C.  since 
1916-18,  overseas  n  the  C.F.A.,  at  present,  representa- 
tive Imperial  Munitions  Board  at  Wallace  Shipyard, 
N.  Vancouver,  during  installing  of  engines,  boilers,  etc., 
in  HM.T.  War  Cayuse  and  H.M.T.  War  Atl.n;  Alan 
Thomas  Macdonald,  of  Kentville,  N.S.,  resident  engineer 
with  the  Halifax  Ocean  Terminals,  since  1917,  Major, 
1st  Batallion,  C.R  T.,  France;  William  Blain  MacKay,  of 
Halifax,  five  years  member  of  firm  Farquhar  Bros.,  Ltd., 
Halifax;  Richard  Lewis  N  xon,  B.Sc.  of  Kentville,  N.S., 
since  1916,  lecturing  in  King's  College,  on  mechanics, 
drawing,  surveying  and  mathematics,  in  absence  of  regular 
professor  overseas;  Walter  Kingston  Scott,  of  Montreal, 
since  1912,  Structural  Draftsman  with  Phoenix  Bridge 
Company;  George  Leslie  Stephens,  of  Halifax,  with  the 
Royal  Canadian  Navy  for  seven  years,  at  present, 
engineer  officer  of  H.M  C.  Naval  Depot,  Halifax. 

Transferred  from  Associate  Member  to  Member. 

Cecil  Rainsford  Crysdale,  M.C.,  of  Vancouver, 
B.C.,  since  1916,  Major  Canadian  Engineers  and 
Tramway  Company,  B.E.F.,  previous  to  enlistment, 
asst.  div  engineer,  with  the  Pacific  Great  Eastern  Ry; 
Ernest  Howard  Darling,  (graduate  of  S.P.Sc),  of  Hamilton, 
Ont.,  in  private  practice  as  consulting  engineer  on  bridges, 
buildings,  reinforced  concrete,  structural  steel  and  indus- 
trial engineering. 

Transferred  from  Junior  to  Associate  Member. 

Wilfrid  Ernest  Hobbs,  of  East  Kildonan,  Man., 
since  June,  1918,  Captain,  13th  Company,  Canadian 
Forestry  Corps,  B.E.F.,  on  aerodrome  construction; 
David  Whittaker,  o  Pincher  Creek,  Alta  .  joined  the 
Canadian  Overseas  Railway  Construction  Corps  in  1915, 
1917,  received  commission  with  the  Royal  Engineers. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


129 


BRANCH  NEWS 


Saskatchewan  Branch 

J.  N.  deStein,  M.E.I.C.  Sec'y.-Treas. 

Since  the  last  contribution  to  The  Journal  from  our 
Branch,  the  question,  which  had  been  uppermost  in  our 
minds,  namely,  legislation,  has  not  advanced  one  iota. 
We  had  an  Act  ready  to  submit  to  the  Legislative  Assembly 
of  this  Province  and  a  delegation  appointed  to  interview 
the  Executive  Council  of  the  Government,  and  it  was  hoped 
to  get  it  presented  as  Government  measure.  But  our 
Parent  Council  thought  the  question  should  be  submitted 
to  the  membership  at  large — and  in  deference  to  their 
wishes  we  refrained  from  carrying  out  our  intentions, 
which,  unfortunately  meant  the  postponement  of  legis- 
lation for  another  year. 

Right  from  the  outset  (Professional  Meeting  at 
Saskatoon),  we  endeavored  to  get  joint  action  by  at  least 
the  Western  Branches,  and  that  means  the  Western 
members  of  The  Institute.  But  we  seemed  unable  to 
carry  it  out,  and  through  no  fault  of  our  own.  Though 
we  sent  copies  of  the  draft  of  our  Act  to  every  Branch  of 
The  Institute  and  kept  the  Western  Branches  posted  as  to 
changes,  progress,  etc.,  yet,  except  a  few  days  ago,  we  did 
not  receive  the  copy  of  a  single  Act  from  any  of  the  other 
Provinces.  Recently  the  Edmonton  Branch  wai  courteous 
enough  to  send  us  a  copy  of  the  proposed  "Alberta  Act." 

It  was  the  writer's  opinion  from  the  very  inception  of 
"  proposed  legislation,"  that  nothing  satisfactory  could 
be  achieved,  except  by  a  meeting  of  representatives  of 
Branches,  who  would  have  to  have  full  authority  and 
would  have  to  be  thoroughly  posted  on  the  question. 
And  then  it  would  have  required  a  few  days  of  steady 
"  grind  "  together,  preferably  with  the  assistance  of  an 
able  lawyer.  This  opinion  was  voiced  by  the  undersigned 
at  our  December  meeting,  and  his  motion  to  that  effect 
carried.  We  got  immediately  in  touch  with  all  the 
Western  Branches  by  wire,  trying  to  arrange  a  meeting 
of  representatives  of  Western  Branches  as  outlined  above. 

A  satisfactory  Act  drawn  up  at  that  time,  could  have 
been  submitted  to  the  present  sessions  of  the  Legislative 
Assemblies  of  the  Provinces  of  Manitoba,  Saskatchewan 
and  Alberta  and,  no  doubt,  the  Parent  Council  would  not 
have  refused  their  consent  to  an  Act  adopted  by  the 
Western  membership  of  The  Institute.  The  three 
Prairie  Provinces  might  have  had  satisfactory  Legis- 
lation this  year. 

But  the  invitation  to  the  meeting  was  turned  down — ■ 
and  now  comes  the  Montreal  Branch  and  practically 
suggests  the  same  in  a  resolution  passed  on  December 
1918,  of  which  fact  the  other  Branches  and  Provincial 
Divisions  were  not  acquainted  until  January  9th,  1919. 

It  is  nearly  six  months  since  the  Saskatchewan  Branch 
was  instructed  at  the  Western  Professional  Meeting  at 
Saskatoon  to  complete  the  Act  and  send  copies  of  same  to 
all  the  Branches  of  The  Institute,  and  we  are  just  now 
where  we  started  from !  Why  the  delay  ?  I  do  not  think 
we  have  maintained  the  reputation  of  Western  aggressive- 
ness! 


And  if  the  Committee,  as  suggested  by  the  Montreal 
Branch,  should  materialize,  let  it  waste  not  any  more 
valuable  time,  but  get  together  and  "  do  something!" 

As  the  Duluth  Engineers  Club  in  an  invitation,  dated 
December  28th,  1918,  to  form  a  Union  of  Engineering 
Societies,  so  ably  remarks:  "The  time  to  do  this  is  now  ! . . . 
We  should  not  lose  the  momentum  we  have  gained!" 
Which  remark  perfectly  fits  the  situation  concerning 
legislation. 

Our  Annual  Meeting,  January  9th,  at  Regina,  saw 
representatives  from  every  city  of  our  Province  and  was 
very  successful.  Several  visits  had  been  arranged  for  the 
outside  members  and  we  hope  that  our  Annual  Meeting 
will  be  quite  an  event  in  the  future.  H.  S.  Carpenter, 
our  newly  elected  Chairman,  very  ably  presented  a  paper: 
"  Can  Earth  Roads  be  made  Satisfactory,"  another 
important  and  in-.eresting  contribution  to  our  study  of  the 
problem  of  "  Good  Roads."  The  Secretary  had  read  a 
paper  at  the  December  meeting  on  "  Remarks  concerning 
Rural  Roads,"  and  our  February  meeting  has  again  the 
promise  of  a  valuable  paper  on  the  road  problem  in  our 
Province. 

The  members  seem  to  have  taken  quite  an  interest  in 
the  exhaustive  study  of  this  timely  question. 


Manitoba  Branch 

Geo.  L.  Guy,  M.E.I.C.  Sec'y.-Treas. 

A  meeting  was  held  on  January  8th  at  the  Engineering 
Building,  Manitoba  University,  at  which  consideration  of 
the  new  by-laws  for  the  section  was  taken  up.  A  Com- 
mittee of  the  local  Branch  had  been  working  for  some  time 
on  a  revision  of  these  by-laws  and  a  proposed  draL  had 
already  been  submitted  to  the  members  for  consideration. 
Subsequent  to  the  issue  of  this  draft  the  new  by-law  pro- 
posed by  Headquarters  had  appeared  in  The  Journal. 
Professor  Brydone-Jack,  Chairman  of  the  Committee  on 
By-laws,  gave  a  brief  address  on  the  proposed  new  by-laws 
pointing  out  where  they  differed  from  the  by-laws  pro- 
posed by  the  head  office.  There  being  no  points  on  which 
these  two  drafts  essentially  differed  it  was  decided  to 
consider  the  amended  draft,  clause  by  clause,  and  at  the 
same  time  to  consider  the  points  in  which  they  differed 
from  the  Headquarters  draft.  Considerable  discussion 
took  place  and  several  minor  amendments  were  proposed. 
Motion  was  finally  passed  that  these  by-laws  be  sent  back 
to  the  Committee  with  instructions  to  make  the  necessary 
alterations,  and  that  the  draft  be  then  submitted  to 
Headquarters  for  approval. 

On  January  11th,  a  luncheon  was  held  at  the  Fort 
Garry,  at  which  an  address  was  given  by  Ex.  Controller 
Puttee  on  labor  and  its  position  with  regard  to  re-organi- 
zation after  the  war.  Mr.  Puttee,  who  is  well  known  in 
labor  circles  in  this  city,  gave  an  excellent  address  which 
was  listened  to  with  considerable  interest. 

At  a  meeting  held  in  the  Engineering  Building, 
Manitoba  University,  on  January  15th,  a  paper  was  read 
by  Theo.  Kipp,  M.E.I.C,  on  the  "  Engineer  as  a  Factor 
in  the  Development  of  Agriculture  in  Western  Canada." 
The  paper  was  of  considerable  interest  to  the  Members  and 
a  good  discussion  followed. 


130 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Among  the  business  transacted  at  this  meeting  was  the 
passing  of  a  resolution  endorsing  the  action  of  the  Mani- 
toba Branch  of  the  Mining  Institute  of  Canada  in  sub- 
mitting to  the  Government  a  protest  against  the  present 
method  of  granting  mining  licenses  in  Manitoba  by 
Order-in-Council,  and  requesting  that  same  be  altered  to 
Crown  grant  by  Parliament.  The  Propaganda  Committee 
was  instructed  to  co-operate  with  the  Mining  Institute  in 
this  matter. 

W.  M.  Scott,  M.E.I.C.,  gave  notice  of  motion  that  at 
the  next  meeting  consideration  be  given  as  to  the  best 
disposition  of  the  railway  line  of  the  Greater  Winnipeg 
Water  District,  which,  owing  to  the  completion  of  the 
pipe  line,  is  now  being  considered  with  reference  to  whether 
this  line  should  be  disposed  of  or  operated  under  the 
Water  District  management. 

Guy  C.  Dunn  and  J.  M.  Leamy  were  appointed  as 
official  representatives  of  the  Branch  to  represent  them 
at  the  next  general  meeting. 

Owing  to  the  influenza  epidemic  no  meetings  were 
held  during  November  and  December. 

On  December  21st  a  luncheon  was  held  at  the  Fort 
Garry  Hotel  at  which  over  sixty  members  were  present. 
A  presentation  of  a  fob  with  solid  gold  charm  and  fasten- 
ings, suitably  engraved,  was  made  to  A.  W.  Smith,  late 
Secretary  of  the  Branch.  The  presentation  was  made  by 
W.  P.  Brereton,  Acting  Chairman,  who,  in  a  short  speech, 
expressed  the  appreciation  of  the  Branch  for  Mr.  Smith's 
valuable  service,  to  which  Mr.  Smith  replied  in  a  happily 
worded  speech. 

After  luncheon  the  members  visited  the  tunnel  under 
the  Red  River,  which  is  being  constructed  by  the  Greater 
Winnipeg  Water  District. 

On  January  2nd,  the  first  meeting  of  the  year  was 
held  at  the  Engineering  Building,  Manitoba  University. 
Con  iderable  business  was  put  through,  including  the 
election  of  officers  for  the  ensuing  year;  W.  P.  Brereton 
and  Geo.  L.  Guy  being  elected  Chairman  and  Secretary- 
Treasurer,  respectively,  by  acclamation,  and  A.  H.  O'Rielly 
and  R.  W.  Moffatt  as  Auditors.  Nominations  were  also 
made  for  the  Executive  Committee. 

A  vote  of  condolence  was  tendered  to  the  Secretary- 
Treasurer,  Geo.  L.  Guy,  on  his  recent  bereavement  in  the 
death  of  Mrs.  Guy. 

A  resolution  was  passed  nstructing  the  Secretary 
to  write  to  each  Branch  of  The  Institute  requesting  them 
to  appoint  a  delegate  to  attend  the  next  annual  meeting 
of  The  Institute  in  Ottawa,  to  arrange  for  proper  legis- 
lation to  be  presented  to  the  various  Legislatures  at  an 
early  date,  for  the  registration  of  Engineers.  The  motion 
was  made  by  J.  G.  Sullivan,  Chairman  of  the  Legislative 
Committee,  and  was  carried  unanimously,  the  Executive 
being  authorized  to  appoint  a  representative  .for  this 
Branch. 

An  interesting  paper  was  then  read  by  W.  J.  Dick, 
M.E.I.C.  on  "  Reconstruction."  Considerable  discussion 
took  place  after  the  paper,  and  a  Committee  was 
appointed  to  co-operate  with  the  Winnipeg  Board  of 
Trade  on  forth-coming  reconstruction  problems. 

A  full  programme  has  been  arranged  for  the  coming 
season,  many  interesting  papers  having  been  promised. 


It  is  hoped  by  the  success  of  the  short  season  before  us  to 
make  up  for  the  time  lost  owing  to  the  recent  epidemic. 

9f>  Sf!  !|G  Jji 

The  soft  water  for  Winnipeg,  which  it  was  anticipated 
would  be  delivered  by  Christmas,  has  been  delayed  owing 
the  late  delivery  of  certain  castings,  but  it  is  hoped  the 
water  will  be  available  early  in  the  year. 

Chas.  F.  Gray,  local  Associate,  was  elected  Mayor 
of  Winnipeg  at  the  recent  elections  by  an  overwhelming 
majority. 

W.  A.  Duff,  Chairman  of  the  Branch,  who  has  been 
absent  from  the  City  for  some  time,  owing  to  illness, 
returned  for  a  short  time  and  was  welcomed  by  many  of 
the  Members.  It  is  hoped  that  the  will  shortly  return  to 
Winnipeg  permanently. 

Grasping  an   Opportunity. 

The  action  of  the  Manitoba  branch  of  The  Engineering 
Institute  in  deciding  to  take  a  more  keen  and  active 
interest  in  matters  affecting  public  welfare  calls  for 
commendation.  It  indicates  the  trend  of  the  times,  that 
problems  vitally  affecting  the  future  of  the  nation  are 
drawing  the  attention  of  the  right  type  of  men.  In  other 
words,  the  practical  as  well  as  the  theoretical  men  are 
becoming  interested.  There  is  little  chance  of  anything 
"  getting  past  "  the  engineers  save  that  which  will  be 
backed  by  the  best  brains  in  the  country  on  any  given 
subject  which  has  to  do  with  advancement  along  en- 
gineering lines.  There  will  be  none  of  the  political 
element  in  any  of  the  recommendations  which  they  may 
make.  If  a  power  line  is  suggested  or  a  waterway  advised 
it  will  not  be  recommended  until  the  men  best  qualified 
to  know  its  feasibility  have  pronounced  upon  it.  There 
will  be  no  wholesale  recommendations  for  roadbuilding  in 
certain  constituencies.  Neither  will  there  be  any  moves 
to  spend  the  public  money  on  bridges  which  from  a 
utilitarian  standpoint  give  way  to  the  spectacular.  It  is 
very  easy  for  a  semi-public  body  to  recommend  the 
government  to  do  certain  things  which,  on  the  surface, 
appear  feasible  and  are  pleasing  to  the  ear.  It  is,  however, 
another  thing  for  the  promoters  of  such  an  idea  to  be  able 
to  show  the  government  how  the  fundamentals  of  such  a 
plan  are  possible  in  conformity  with  the  need  of  the  greatest 
possible  economy  in  the  use  of  public  money.  From  this 
standpoint  the  engineers  are  at  a  great  advantage.  They 
will  not  recommend  any  plan  until  they  find  it  is  feasible 
and  reasonably  economical. 

But  the  best  sign  of  all  is  that  these  men  have  been 
induced  to  come  out  publicly  and  offer  their  valuable 
services  in  advising  federal,  provincial  and  municipal 
authorities  on  important  matters.  The  value  of  this 
cannot  be  overestimated. — Winnipeg  Free  Press,  Jan.  17. 

St.  John  Branch 

A.  R.  Crookshank,  M.E.I.C.  Secy.-Treas. 

The  Annual  Meeting  of  the  St.  John  Branch  was  held 
in  the  old  Post  Office  Building,  January  14th,  at  8  p.m. 

The  members  present  were  the  Chairman  and  Secre- 
tary, and  Messrs.  Archibald,  Baxter,  Cameron,  Dufresne, 
Hare,  Hatfied,  Kirby,  and  Macdonald;  also  the  follow- 
ing visitors :    B.  Allen  of  Dept.  Ry.  &  Canals,   Cape 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


131 


Tormentine;  G.  B.  Ballantyne,  F.  M.  Barnes,  J.  L. 
Heans,  H.  D.  Macaulay,  T.  W.  Russell  and  K.  Vavasour, 
a  total  of  seventeen. 

The  minutes  of  the  meeting  of  May  7th,  at  which 
the  present  officers  were  elected,  were  read  by  the  Secre- 
tary, who  also  read  the  minutes  of  the  meetings  of 
October  7th  and  November  21st,  which  were  then 
approved. 

The  Chairman  then  appointed  Messrs.  Archibald  and 
Cameron  to  act  as  scrutineers. 

The  Secretary  then  read  his  report,  which  was  adopted 
on  motion. 

On  motion  of  Mr.  Kirby,  seconded  by  Mr.  Hare, 
D.  L.  Hutchinson's  application  was  received,  and  he  was 
elected  an  Affiliate  of  the  Branch. 

The  Chairman  then  introduced  G.  S.  Baxter,  and 
called  upon  him  to  read  his  paper,  entitled  "A  Con- 
tractor in  a  Clyde  Shipyard."  The  paper  had  been 
carefully  prepared,  was  interesting  and  well  illustrated 
by  photographs  and  diagrams.  It  dealt  with  the  work  of 
remodelling,  bringing  up  to  date  and  enlarging  the  existing 
facilities  of  the  shipyard  to  allow  of  the  construction  of 
the  largest  steamer  built  up  to  that  time,  1911.  This 
comprised  (1)  the  construction  of  several  ways,  with  ;he 
use  of  concrete  keel  blocks,  each  served  by  two  sets  of 
guyed  stiff  leg  full  circle  cranes;  (2)  the  equipping  of  the 
material  yard  with  railway  tracks  served  by  overhead 
travelling  cranes,  straddling  a  track  with  storage  space  on 
each  side  and  a  radial  gantry  136  feet  long,  pivoted  near 
the  centre  and  swinging  an  angle  of  180  degrees  at  the 
rear  of  one  of  the  raised  traveller  crane  rails;  (3)  the 
lengthening  of  two  fitting  out  berths  so  that  the  new 
vessel  would  not  stick  out  into  the  river  and  interfere 
with  navigation.  This  necessitated  the  sinking  at  head 
of  a  slip  within  three  fee  of  a  railway  track  and  near  a 
heavy  building  of  three  curved  caissons,  with  steel  cutting 
edges  and  working  chamber,  brick  superstructure 
with  a  horizontal  concrete  arch  forming  the  core  and  tie; 
(4)  the  building  of  a  steel  sheet  pile  retaining  wall  and 
timber  pile  wharf,  after  the  removal  of  the  old  existing 
structure.  A  hearty  vote  of  thanks  was  tendered  to  Mr. 
Baxter  by  the  Chairman  for  the  presentation  of  his  paper. 

The  report  of  the  scrutineers  was  then  read,  and  they 
stated  that  twenty-three  ballots  had  been  received,  one 
was  rejected,  as  improperly  marked,  that  C.  C.  Kirby 
had  received  the  plurality  of  votes  for  Chairman, 
A.  R.  Crookshank  for  Secretary- Treasurer  and  G.  G. 
Hare  and  C.  O.  Foss  for  Executive  Committee 
members.  The  Chai  man  then  declared  these  gent- 
lemen elected,  and  welcomed  Mr.  Kirby  to  the  chair. 
Mr.  Kirby  in  reply,  thanked  the  members  for  honouring 
him  and  then  referred  to  the  General  Professional  Meeting 
that  is  planned  for  this  fall,  and  a=ked  hat  each  member 
begin  to  think  seriously  about  the  matter,  to  make  plans 
for  preparation  of  papers,  entertainment,  etc.,  and  to 
impart  all  suggestions  to  the  Executive,  so  that  this 
meeting  should  be  worth  while.  He  then  called  for  a 
vote  of  thanks,  which  was  unanimously  given  to  Mr.  Gray 
for  all  the  effective  hard  work  he  had  done  for  the  Branch 
during  the  past  year. 


Mr.  Gray  stated  he  appreciated  the  kindness  of  the 
Meeting  and  referred  to  the  conscientious  work  done  by 
the  other  officers  of  the  Branch.  He  then  strongly  em- 
phasized the  necessity  of  each  and  every  member  turning 
out  to  the  meetings,  and  to  give  their  active  assistance 
and  support  to  the  officers  in  this  work,  "  For  the  Branch 
can  only  be  a  success,  if  each  member  works."  The  New 
Brunswick  turnout  and  the  part  St.  John  men  played  in 
the  Halifax  General  Professional  Meeting  showed  what 
St.  John  men  can  do  when  they  try,  so  if  we  all  work 
together  the  meeting  this  fall  should  be  equally  successful 
as  the  Halifax  one.  Mr.  Gray  then  had  to  leave  to  catch 
his  train  for  home. 

The  new  Chairman  then  asked  the  Secretary  to  read 
the  communications.  A  number  of  letters  were  then 
read  by  the  Secretary. 

Under  new  business  it  was  decided  to  have  the  present 
and  the  proposed  revised  by-laws  mimeographed  and 
distributed  to  members  of  the  Branch.  Moved  by  Mr. 
Baxter,  seconded  by  Mr.  Archibald,  that  the  Executive 
Committee  draw  up  a  set  of  by-laws  based  on  those  re- 
commended by  the  Council  and  that  would  be  applicable 
to  our  Branch.  Carried.  Notice  of  motion  of  change  in 
by-laws  was  given  by  the  secretary,  seconded  by  Mr. 
Macdonald,  as  follows:  "  That  the  fee  paid  by  Affiliates 
be  $5.00,  the  same  to  include  the  subscription  to  The 
Journal  for  the  concurrent  year." 

On  motion  the  meeting  then  adjourned  at  11.20  p.m. 


Sault  Ste.  Marie  Branch 

L.  R.  Brown,  A.M.E.I.C.  Secy.-Treas. 

The  first  meeting  of  the  Branch  was  held  in  the 
Y.M.C.A.  on  the  evening  of  January  9th  with  about 
thirty  engineers  in  attendance.  Fraser  S  Keith,  Secre- 
tary of  The  Institute  gave  a  brief  outline  about  the  aims 
and  objects  of  The  Institute  and  of  its  history  and  present 
organization  for  the  benefit  of  prospective  members. 

The   following   Executive   was   elected    for    1919: 
Chairman,  J.  W.  LeB  Ross;  Secretary-Treasurer,  L.  R. 
Brown;  Executive  Committee    R.  S.  McCormick,  B.  E. 
Barnhill,  A.  G.  Tweedie,  J.  H.  Ryckman. 

It  was  resolves  that  a  meeting  be  held  on  the  last 
Thursday  of  each  month.  A  membership  committee 
was  appointed  from  the  various  industries.  W.  S.  Wilson 
was  elected  representative  on  the  Ontario  Provincial 
Division.  F.  F.  Griffin  read  a  paper  entitled  Efficiency 
Acceptance  Tests  on  a  3200  H.P.  Water  Turbine. 

The  next  meeting  was  called  for  January  30th. 

Quebec  Branch 

J.  A.  Buteau,  A.M.E.I.C.  Secy.-Treas. 

At  the  Annual  Meeting  of  the  Quebec  Branch  the 
following  officers  were  elected:  Chairman,  A.  R.  Decary; 
Secretary-Treasurer,  J.  A.  Buteau;  Executive,  F.  T.  Cole, 
J.  E.  Gibault,  W.  Lefebvre. 


132 


JOURNAL     OF     THE    ENGINEERING     INSTITUTE     OF     CANADA 


The  past  Chairmen  of  the  Branch  are  A.  E.  Doucet, 
A.  Amos  and  S.  S.  Oliver.  Alex.  Fraser,  16  Aberdeen 
Street,  has  been  appointed  a  member  to  represent  the 
Quebec  Branch  on  the  Nominating  Committee. 


Vancouver  Branch 

A.  G.  Dalzell,  A.M.E.I.C,  Sec'y.-Treas. 

A  meeting  of  the  Vancouver  Branch  was  held  on 
December  13th,  1918,  at  which  a  paper,  illustrated  by- 
lantern  slides,  on  The  Detroit  Tunnel,  was  read  by 
C.  T.  Hamilton,  A.M.E.I.C,  and  an  interesting  discussion 
took  place. 

A  resolution  was  passed  approving  the  action  of  the 
Council  at  Montreal  regarding  proposed  legislation. 

At  an  Executive  meeting  of  the  Branch  it  was  decided 
to  prepare  a  memorandum  to  be  presented  to  the  Local 
Members  of  Parliament  regarding  the  rating  of  engineers 
by  the  Civil  Service  Commission.  A  copy  of  this  memor- 
andum has  been  sent  to  all  Branches  of  The  Institute. 
A  delegation  waited  upon  H.  H.  Stevens  and  S.  J.  Crowe, 
M.P's.  for  the  Vancouver  District  and  presented 
the  memorandum,  and  favourable  consideration  was 
promised. 

A  general  meeting  was  held  on  January  17th,  and  the 
communications  from  the  Montreal  and  Manitoba 
Branches  regarding  legislation  considered.  After  dis- 
cussion it  was  decided  to  endorse  the  attitude  of  the 
Montreal  Branch  with  the  addition  of  the  word 
"promptly"  in  the  sentence  of  their  resolution — "to 
inquire  into,  study  and  report  (-promptly)  upon  the  whole 
question  of  legislation,  etc." 

It  was  decided  to  send  a  delegation  to  interview  the 
Premier  of  the  Province  to  suggest  that  the  proposed 
Public  Utilities  Commission  of  the  Province  should 
consist  of :  one  lawyer,  one  accountant,  one  qualified 
engineer. 

A  discussion  took  place  regarding  a  local  civic  issue : — 
the  control  of  the  watershed  area  of  the  waterworks 
system  of  Vancouver  and  adjoining  municipalities,  and 
it  was  decided  to  submit  a  resolution  to  the  City  Council, 
suggesting  that  a  commission  of  three  engineers  be 
appointed,  to  consider  the  whole  question  of  the  watershed 
area,  its  development  and  future  control,  and  to  report 
to  the  Council  so  that  prompt  action  could  be  taken  to 
preserve  the  rights  of  the  citizens. 

The  Secretary  of  the  Bianch  was  appointed  to  repre- 
sent The  Institute  on  the  Civic  Re-construction  League. 

A  vote  of  condolence  was  passed  to  be  sent  to  the 
relatives  of  the  late  Colonel  Bodwell,  and  express  the 
sympathy  of  the  Branch  in  the  loss  of  an  esteemed 
colleague,  and  a  true  representative  of  the  Canadian 
Engineers  who  have  served  the  Empire. 

From  the  last  statement  of  membership  the  strength 
of  the  Branch  is  as  follows:  Members  47;  Associate 
Members,  72;  Juniors,  7,  Students,  4;  To.al,  130;  and 
ou  of  this  number  the  following  have  served  or  are 
still  serv  ng  the  country,  in  Army  o  Navy:  Members,  14; 
Associates,  23;  Juniors,  3;  Students,  3;  Total,  43. 


Montreal  Branch 

Frederick  B.  Brown,  M.E.I.C.,  Sec'y.-Treas. 

The  Montreal  Branch  programme  fo;  the  session, 
January  to  April,  1919,  has  been  issued  showing  that  a 
mee  ing  will  be  held  every  Thursday  evening  at  8.15, 
this  being  the  catchword  used  on  the  programme  and 
also  on  she  announcements  of  weekly  meetings,  the  only 
exception  being  February  13th,  when  the  Professional 
Meeting  in  Ottawa  will  be  held. 

On  January  9th  an  interesting  paper  on  Fire  Pre- 
vention was  read  by  George  H.  Greenfield.  On  January 
16th,  B.  O.  Eriksen,  A.M.E.I.C,  read  a  paper,  prepared 
by  himself  and  S.  H.  Deubelbeiss,  A.M.E.I.C,  which 
was  completely  illustrated  by  slides,  on  The  Design  and 
Construction  of  Reinforced  Concrete  Viaducts  at 
Mileages  0.9  and  1.8  North  Toronto  Sub-Division, 
Canadian  Pacific  Railway.  Following  this  paper,  W.  F. 
Chipman,  K.  C,  chairman  of  the  National  Reconstruction 
Committee,  gave  an  eloquent  address  on  the  problems 
facing  Canada,  in  which  he  pointed  out  the  necessity  for 
not  only  a  broader  policy  but  for  immediate  action. 

On  January  23rd  the  meeting  of  the  Branch  was  held 
at  the  headquarters  of  The  Institute,  with  R.  M.  Hannaford 
in  the  chair,  when  J.  A.  Burnett,  A.M.E.I.C,  read  a  paper 
on  Coaling  Plant  for  Locomotives,  followed  by  a  treatise 
on  Industrial  Illumination,  by  George  K.  McDougall. 

The  programme  for  the  remainder  of  the  session,  as  at 
present  outlined,  is: — 

Jan.  30— Coal  Briquetting,  by  Paul  Seurot,  M.E.I.C 
Coal  is  King  (a  motion  picture),  by  R.  E.  Cleaton  Com- 
pany. 

Feb.  6 — Some  Problems  in  Ocean  Transportation,  by 
A.  W.  Robinson,  M.E.I.C.  Manufacture  of  Nitro- 
Benzol  and  Aniline  Oils,  by  G.  J.  Caron,  J.E.I.C 

Feb.  20 — Construction  of  Canadian  Northern  Railway 
Tunnel,  Montreal,  by  J.  L.  Busfield,  A.M.E.I  C 

Feb.  27 — The  Effect  of  Ice  on  Hydro-Electric  Plants, 
by  R.  M.  Wilson,  A.M.E.I.C. 

March  6— Air  Drills,  by  N.  M.  Campbell,  A.M.E.I.C 
The  Halifax  Explosion  from  a  Chemist's  and  Physicist's 
Viewpoint,  by  Dr.  Howard  Bronson,  F.R.S.C  Burroughs 
Adding  Machines  (a  motion  picture),  by  Burroughs 
Adding  Machine  Company. 

March  13 — Electrical  Welding,  by  C  V.  Holslag. 
Patents  and  Engineering  by  Hanbury  A.  Budden,  A.E.I.C 

March  20— Ball  Bearing  Jacks,  by  W.  H.  C  Mussen. 
A.E.I.C  Peat,  by  Ernest  V.  Moore,  A.M.E.I.C 

March  27 — Some  Notes  on  the  Design  and  Construc- 
tion of  Reinforced  Concrete  Covered  Reservoirs,  by 
R.  deL.  French,  M.E.I.C. 

April  3 — The  Operation  of  Railways  as  an  Engineering 
Problem,  by  V.  I.  Smart,  M.E.I.C. 

April  10 — Waterproof  Paper  Productions  and  their 
Industrial  Possibilities,  by  J.  A.  DeCew,  A.M.E.I.C 

April  17 — Quebec  Bridge,  by  Phelps  Johnston, 
M.E.I.C,  G.  H.  Duggan,  M.E.I.C,  George  F.  Porter, 
M.E.I.C. 

April  24 — Continuation  of  Paper  of  April  17th. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


133 


Calgary  Branch 

C.  M.  Arnold,  M.E.I.C.,  Sec-Treasurer. 

The  Annual  General  Meeting  of  the  Branch  was  held 
in  the  Board  of  Trade  rooms  on  the  afternoon  of  Saturday, 
December  7th,  1918. 

The  meeting  was  preceded  by  a  luncheon,  at  which 
twenty-five  members  were  present.  During  the  interval 
between  the  luncheon  and  the  meeting,  the  candidates 
for  Mayor  gave  short  addresses,  touching  on  matters 
particularly  of  interest  to  the  engineer. 

A.  S.  Dawson  was  elected  to  act  as  Chairman  in 
the  absence  of  Mr.  Pearce,  and  owing  to  the  indisposition 
of  the  Secretary,  the  position  was  filled  by  the  Assistant 
Secretary,  M.  H.  Marshall. 

The  Chairman  called  the  meeting  to  order  and  called 
for  the  minutes  of  the  last  general  meeting  to  be  read. 
These  were  adopted  and  signed  by  the  Chairman. 

Communications  were  read  from  the  Secretary  of  the 
Parent  Institute,  dealing  with  badges  and  new  certifi- 
cates, and  also  canvassing  for  Associates. 

Accounts. — Septimus  Burnand,  $1.50. 
Campbell  Floral  Co.,  $10.00. 

Moved  by  P.  Turner-Bone,  seconded  by  G.  N. 
Houston,  that  these  be  approved. 

Applications  to  join  the  Branch  were  received  from 
four  candidates  with  results  of  elections  as  noted  :— 
George  S.  Deslandes Elected  Associate  of  Branch. 

T  D  u  o  „  [Elected  with  status  of  Associ- 

r^1?    u        1 I     ate  of  Branch,  with  recom- 

Uiarles  Howartn ...  .  .         mentation   for  election  to 
George    Phillip    Frederick 


Boese . 


The   Institute 
Members. 


as  Associate 


Reports.  —  A.  S.  Dawson,  Chairman  of  the 
Concrete  Committee,  stated  that  he  had  not  as  yet 
prepared  a  written  report,  but  would  do  so.  He  gave  a 
short  resume  of  the  work  that  had  been  done  to  date.  He 
wished  to  nominate  R.  S.  Stockton  as  a  member  of 
this  Committee  to  fill  the  vacancy  caused  by  the  death  of 
Mr.  Sidenius.  Moved  by  Mr.  Peters,  seconded  by 
Mr.  Marshall,  that  Stockton  be  elected.    Carried. 

Mr.  Peters,  Chairman  of  the  Legislation  Committee' 
stated  that  he  had  not  prepared  a  report  as  the  matter  was 
fully  discussed  at  the  recent  general  meeting  of  the  Branch. 

In  the  absence  of  Mr.  Arnold,  Secretary-Treasurer, 
his  Annual  Report  was  read  by  the  Assistant  Secretary, 
and  is  appended  as  part  of  these  minutes. 

A  financial  statement  was  submitted  showing  that 
the  Branch  was  in  a  good  financial  position. 

On  the  motion  of  the  Chairman,  seconded  by  Mr- 
Houston,  the  report  was  adopted,  and  the  financial  report 
was  approved  subject  to  auditor's  certificate  being  given 

Elections. — The  ballots  for  Officers  for  the  ensuing 
year  were  counted  by  Scrutineers  Gillespie  and  Chapman, 
who  reported  the  following  officers  elected:— 

Chairman G.  W.  Craig Member. 

Sec-Treasurer CM.  Arnold 


^        ,.  /Wm.  Pearce Member. 

executive jA  s  Dawson        Past  Chairman. 

F.  H.  Peters Member. 

B.  L.  Thorne 

A.  S.  Chapman. .  .Assoc.  Member. 

Executive  Alberta/F.  H.  Peters Member. 

Division \S.  G.  Porter " 

A     ,.,  (J.  S.  Tempest. .  .  .Assoc.  Member. 

Audltors \R.  C.  Gillespie....     " 

Mr.  Craig  was  given  a  hearty  reception  upon  assuming 
his  new  duties  and  made  a  short  address,  dealing  with  the 
desirability  of  publicity  on  engineering  matters.  This 
branch  News  seems  to  be  crowded  up  more  than  the 
others. 

General  Business. — Mr.  Marshall  drew  attention  to 
the  fact  that  one  of  the  most  important  matters  to  come 
before  the  new  City  Council  was  that  of  Sewage  Disposal, 
and  suggested  that  this  was  a  question  that  could  very  well 
engage  the  attention  of  the  Branch  this  session.  After 
some  discussion,  Mr.  Craig  promised  to  present  a  paper  on 
the  subject,  and  it  was  arranged  after  the  matter  had  been 
fully  discussed  to  give  one  or  two  public  lectures,  presented 
in  a  manner  intelligible  to  the  ordinary  citizen. 

The  Branch  will  also  take  an  active  interest  in  any 
town  planning  or  housing  scheme  the  city  may  undertake. 

It  was  announced  that  W.  J.  Gale,  Associate 
Member,  offered  a  mounted  beaver  to  the  Branch,  and 
suggested  that  it  be  placed  in  a  prominent  public  place 
as  "  The  First  Engineer."  The  Secretary  was  instructed 
to  thank  Mr.  Gale  for  his  offer,  which  was  accepted,  and  a 
suitable  inscription  would  be  arranged  for.  The  matter 
would  be  dealt  with  by  the  Executive. 

^  On  the  motion  of  Mr.  Dawson,  it  was  decided  to  send 
a  Greeting  to  members  of  the  Branch  on  Active  Service. 
It  was  decided  to  leave  the  matter  in  the  hands  of  the 
Chairman  and  Secretary  to  do  what  was  considered  best. 

The  meeting  adjourned  at  4  p.m. 


+ 
I 


I 
J 
J 
I 


(2fT  THE  SASKATOON 
/£+  MEETING  THE  PRESENCE 
OF  LADIES,  WIVES  AND 
FRIENDS  OF  MEMBERS  WAS 
APPRECIATED.  A  SPECIAL 
PROGRAMME  OF  ENTERTAIN- 
MENT HAS  BEEN  ARRANGED 
FOR  VISITING  LADIES  BY 
WIVES  OF  OTTAWA  MEMBERS, 
OTTAWA,  FEB.  11th,  12th  and  13th. 


I 


134 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


PERSONALS 


O.  W.  Smith,  M.E.I  C.  (a  member  of  the  Sask. 
Branch)  is  spending  the  winter  at  Victoria,  B.C. 

E.  W.  Murray,  A.M.E.I.C.  (a  member  of  the 
Sask.  Branch)  has  gone  to  Montreal  for  the  winter. 

W.  A  Mather,  A.M.E.I.C ,  has  been  appointed 
general  superintendent,  C.  P.  Ry.,  at  Moose  Jaw,  Sask. 

C.  H.  Fox,  A.M.E  I.C.,  who  has  recently  returned 
from  overseas,  has  been  appointed  to  Mr.  McKenzie's 
position  as  resident  engineer  C.  P.  Ry.,  Regina. 

A.  V.  Redmond,  A.M.E.I.C,  has  been  moved  from 
Cochrane  to  Winnipeg,  as  district  engineer  of  the  Canadian 
National  Railways,  his  district  extending  from  O'Brien, 
Que.,  to  Brandon,  Man. 

Murdoch  McKenzie,  A.M.E.I.C,  until  recently 
resident  engineer,  C  P.  Ry.  at  Regina,  has  been 
appointed  engineer  in  charge  of  a  locating  party  from 
Swift  Current,  Sask.,  eastward. 

A.  W.  Haddow,  A.M.E.I.C,  city  engineer  of  Edmon- 
ton, has  been  appointed  professor  of  Civil  and  Municipal 
Engineering  at  i  he  University  of  Alberta,  succeeding  the 
late  Processor  Wm.  Muir  Edwards.  Professor  Haddow  is 
a  member  of  the  Executive  of  the  Edmonton  Branch,  and 
was  Branch  Secretary  for  1917.  He  will  still  devote  part 
of  his  time  to  the  city's  engineering  department. 

Stewart  F.  Rutherford,  A.M.E.I.C,  one  of  the  most 
active  members  of  the  Montreal  Branch,  in  which  he  has 
taken  a  prominent  part  from  the  start,  being  Chairman 
of  the  Industrial  Section,  has  been  elected  on  the  new 
Council  of  the  City  of  Westmount  at  the  head  of  the  poll. 
Those  who  know  Mr.  Rutherford  predict  that  he  will  do 
credit  to  his  new  position. 

W.  S.  Harvey,  A.M.E.I.C,  has  received  an  appoint- 
ment with  the  Toronto  Harbour  Commission  as  engineer 
of  sewers  and  will  prepare  plans  for  the  drainage  of  the 
Ashbridge's  Bay  Industrial  Area  and  extensions  to  the 
city's  main  sewer  ou  lets  beyond  the  fill  along  the  water- 
front. This  wo  k  will  be  done  under  the  direction  of 
George  T.  Clark,  A.M.E.I.C,  designing  engineer  to  the 
Harbour  Commission.  Mr.  Harvey  has  just  been  elected 
Secretary  of  the  Toronto  Branch  of  The  Institute  for  1919. 

Dr.  J.  A.  L.  Waddell,  M.E.I.C,  Consulting  Engineer 
of  Kansas  City,  U.SA.,  and  a  member  of  this  Institute 
since  1903,  has  been  elected  a  corresponding  member  of 
the  Academy  of  Science  of  France.  Only  nineteen 
corresponding  members,  including  Dr.  Waddell,  have 
been  elected  from  the  United  States  since  the  founding 
of  the  Academy  in  1795,  and  of  these  there  are  living  at 
the  present  time  Drs.  Pickering  and  Hale,  astronomers 
and  Dr.  Davis,  geographer. 

W.  F.  Drysdale,  B.Sc.  (McGill),  A.M.E.I.C,  reached 
New  York  on  the  Lorraine  on  December  6th,  from 
France,  and  after  a  conference  on  busines  matters  arrived 
in  Montreal  where  he  renewed  former  acquaintances. 
Mr.  Drysdale  is  a  Canadian  who  is  occupying  one  of  the 
big  positions   in  industrial    affairs  in  Europe,  being  the 


European  representative  of  the  American  Locomotive 
Sales  Corporation,  and  the  Montreal  Locomotive  Works, 
Ltd.,  with  headquarters  at  Paris,  his  territory  being 
Cont'nental  Europe.  He  proposes  sailing  for  France  on 
February  10th. 

Major  William  Geo.  Swan,  B.A.Sc.  (Univ.  Tor.), 
A.M.E.I.C,  has  recently  added  further  laurels  to  his 
already  distinguished  military  career.  He  has  been  twice 
mentioned  in  despatches,  was  decorated  with  the  Croix 
de  Guerre  last  year,  and  has  just  been  invested  with  the 
Distinguished  Service  Order.  Major  Swan,  previous  to 
going  overseas,  was  on  the  engineering  department  of  the 
Canadian  Northern  Ry.  at  Vancouver,  with  which 
Company  he  was  for  the  past  fifteen  years,  his  latest 
position  before  enlistment  being  divisional  engineer  in 
charge  of  construction  C  N.  Ry.,  from  Steves  ton  to  Hope, 
B.C.  He  is  a  graduate  of  the  Toronto  University,  and 
was  a  lecturer  in  the  School  of  Science  for  two  years. 
He  enlisted  with  the  131st  Battalion,  and  upon  arrival 
overseas  was  transferred  to  the  Railway  Troops.  For  20 
months  he  was  with  the  Imperial  Army,  and  later  trans- 
ferred to  the  Canadians. 


G.  H.  DUGGAN,  M.E.I.C. 
Newly  elected  President  of  the  Dominion  Bridge  Co. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


135 


OBITUARIES 


James  Russell  Wood,  B.Sc. 

James  Russell  Wood,  B.Sc.  (McGill),  A.M.E.I.C., 
of  Peterboro,  died  of  pneumonia  following  influenza,  on 
October  29th,  1918.  The  late  Mr.  Wood  graduated  from 
McGill  University  in  1911  in  civil  engineering,  his  first 
position  being  assistant  engineer  on  construction  of  the 
Magog  Power  Plant.  Later  he  was  ass'stant  on  con- 
struction, Monreal  Harbour  Elevator,  No.  12,  and  in  1913 
went  to  Welland  where  he  was  doing  general  enginering 
work. 

The  late  Mr.  Wood  was  born  at  Rockland,  Ont., 
August  1st,  1884,  and  was  transferred  from  Student  to 
Associate  Member  of  The  Institute,  October  20th,  1914. 

Captain  John  Atkinson  Tuzo. 

Captain  John  Atkinson  Tuzo,  A.M.E.I.C.,  was  killed 
in  action  in  German  East  Africa,  April,  1918,  word  of 
which  was  received  from  his  mother  from  Warlingham, 
Surrey,  England,  on  January  13th.  The  late  Captain 
Tuzo,  was  born  on  September  15th,  1874,  and  was  a 
graduate  of  Leeds  University,  England.  He  came  to 
Canada  in  1897,  where  for  eight  years  he  engaged  in 
mining  in  the  Yale  district,  B.C.,  and  later  took  up  railway 
work  in  the  Northwestern  States  and  in  British  Columbia. 
In  1907  he  was  resident  engineer  of  the  Spokane,  Portland 
and  Seattle  Railway,  Washington,  and  1910  was  resident 
engineer,  Kettle  River  Valley  Railway,  with  headquarters 
at  Midway,  B.C. 

When  war  broke  out  he  returned  to  England  and 
received  a  commission  as  Captain  with  the  Imperial 
Forces,  and  was  engaged  with  them  in  the  successful 
struggle  which  ended  in  the  defeat  of  the  German  forces 
in  East  Africa. 

Major  Alfred  deCourcy  Meade,  M.C. 

Major  Alfred  deCourcy  Meade,  A.M.E.I.C,  M  C, 
was  killed  in  a  motor  accident  at  Painstown  near  Droheda, 
Ireland,  on  Saturday,  December  14th.  The  motor  car  in 
which  Major  Meade  was  being  driven  collided  with  a 
hackney  car. 

Previous  to  enlisting,  in  1914,  in  the  Royal  Engineers, 
Major  Meade  was  engaged  in  railway  construction  work 
in  Western  Canada.  He  went  to  France  in  March,  1915, 
and  won  the  Military  Cross  on  December  of  the  same  year. 
He  left  France  on  the  signing  of  the  armistice,  having 
seen  three  and  a  half  years  in  the  fighting  line. 

This  information  was  conveyed  to  The  Institute  by 
J.  C.  Meade,  A.M.E.I  C,  of  Regina,  a  brother  of  Major 
Meade,  to  whom,  as  well  as  to  the  widow  and  infant  son, 
the  sympathy  of  The  Institute  goe ,  out. 

The  late  Major  Meade  was  born  on  November  3rd, 
1884,  and  wa  elected  an  Associate  Member  of  The 
Institute  in  November,  1912.  He  was  also  an  Associate 
Member  of  the  Institution  of  Civil  Engineers  of  Great 
Britain. 

Lieut.-Col.  Howard  L.  Bod  we!  I,  C.M.G.,  D.S.O. 
The  circumstances  surrounding  the  death  of  Lieut.- 
Col.    Howard   Bodwell,    A.M.E.I.C.,    were   particularly 
sad,    as    he  died  in   St.   John,   from    pneumonia,  while 


returning  from  the  front,  and  while  his  wife  was  on 
the  road  from  Vancouver  to  meet  him.  The  late  Lieut.- 
Col.  Bodwell,  who  was  honoured  by  receiving  the  C.M.G., 
D.S.O.,  Croix  de  Guerre,  was  one  of  the  shining  examples 
of  a  successful  military  career,  having  been  assistant 
director  of  light  railways  in  the  military  area  in  France. 
Born  at  Ingersoll,  Ontario,  October  13th,  1881,  Howard 
Lionel  Bodwell  was  educated  at  and  a  graduate  of 
the  Royal  Military  College,  Kingston. 

Lieut.-Col.  Bodwell's  engineering  career  was  for  the 
most  part  on  railway  work  and  particularly  with  the  Grand 
Trunk  Pacific  Railway.  Later  he  was  instructor  in 
Civil  Engineering  at  Royal  Military  College  and  in  1907 
was  appointed  resident  engineer  of  the  Canton,  Hankow 
Railway,  Kwong  Tung,  China,  which  position  he  held 
for  two  years.  Returning  to  Vancouver  he  took  up  his 
residence  at  the  Coast  where  he  was  living  when  war 
broke  out. 

Lieut  -Col.  Bodwell  was  associated  in  railway  work 
in  British  Columbia  with  J.  W.  Stewart  and  his  rise  in  the 
service  was  on  a  par  with  the  distinguished  services 
rendered  by  his  chief,  who  is  now  Brigadier-General, 
and  in  charge  of  all  railway  operation  on  the  western  front. 

He  was  wounded  at  St.  Eloi  in  April,  1916,  and  after 
ten  weeks  in  the  hospital,  returned  to  the  firing  ine. 
In  September  of  that  year  he  was  awarded  the  D.S.O. 
for  building  a  piece  of  roadway  under  heavy  shell  fire.  In 
December,  1916,  Lieut.-Col.  Bodwell  was  made  assistant 
director  of  light  railways.  In  January  he  was  made  a 
Companion  of  St.  Michael  and  St.  George,  "  for  services 
rendered  in  connection  with  military  operation." 

Lieut. -Co'.  Bodwell  received  the  Croix  de  Guerre 
from  the  French  Government.  The  official  Gazette  says: 
"  Lieut  -Col.  H.  L.  Bodwell,  C.M.G.,  D.S.O.,  has  directed 
with  great  competence  and  sustained  energy  and  carried 
to  a  successful  completion  in  the  minimum  of  time,  in 
spite  of  conditions  of  working  which  were  often  difficult,  the 
construction  and  putting  into  operation  of  a  new  system  of 
sixty  kilometres  of  railway  which  has  greatly  facilitated 
supply  of  the  French  troops." 

He  was  a  member  of  the  well  known  Bodwell  family 
and  a  cousin  of  the  late  E.  V.  Bodwell,  K.C.  His  father 
was  Eliphalet  Bodwell,  of  Ingersoll,  Ont.  His  widow  was 
formerly  Miss  Dulcie  Hornby,  and  she  is  left  with  two 
children  to  mourn  his  loss. 

Lieut.-Col.  Bodwell  returned  to  Canada  on  the 
Scandinavian,  his  death  occurring  at  St.  John,  N.B.,  on 
Wednesday,  January  15th. 


EMPLOYMENT  BUREAU 


Situations  Vacant 

Engineering  Salesman. 

Splendid  opening  for  a  graduate  engineer  with  a  large 
industrial  organization.  Must  be  young  man,  not  long 
out  of  college;  must  speak  French  fluently;  be  thoroughly 
reliable;  have  business  instincts  which  will  enable  him  to 
develop  salesmanship  of  a  high  order.  This  is  a  very 
desirable  position  for  an  ambitious  man  of  the  type 
required.     Address  Box  No.  26. 


136 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Preliminary  Notice  of  Application  for  Admission 
and  for  Transfer 

The  By-Laws  now  provide  that  the  Council  of  the  Society  shall 
approve,  classify  and  elect  candidates  to  membership  and  transfer 
from  one  grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names  of  his 
references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list 
submitted  herewith  and  to  report  promptly  to  Secretary  any  facts 
which  may  affect  the  classification  and  election  of  any  of  the  candidates. 
In  cases  where  the  professional  career  of  an  applicant  is  known  to  any 
member,  such  member  is  specially  invited  to  make  a  definite  recom- 
mendation as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The  Council  will  consider  the  applications  herein  described  in 
February,  1919. 

Fraseb  S.  Keith,  Secretary. 

•The  professional  requirements  are  as  follows: — - 

Every  candidate  for  election  as  MEMBER  must  be  at  least  thirty  years  of  age, 
and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  twelve  years, 
which  period  may  include  apprenticeship  or  pupilage  in  a  qualified  engineer's  office 
or  a  term  of  instruction  in  some  school  of  engineering  recognized  by  the  Council.  The 
term  of  twelve  years  may,  at  the  discretion  of  the  Council,  be  reduced  to  ten  years 
in  the  case  of  a  candidate  who  has  graduated  in  an  engineering  course.  In  every  case 
the  candidate  must  have  had  responsible  charge  of  work  for  at  least  five  years,  and  this 
not  merely  as  a  skilled  workman,  but  as  an  engineer  qualified  to  design  and  direct 
engineering  works. 

Every  candidate  for  election  as  an  ASSOCIATE  MEMBER  must  be  at  least 
twenty-five  years  of  age,  and  must  have  been  engaged  in  some  branch  of  engineering 
for  at  least  six  years,  which  period  may  include  apprenticeship  or  pupilage  in  a  qualified 
engineers'  office,  or  a  term  of  instruction  in  some  school  of  engineering  recognized  by 
the  Council.  In  every  case  the  candidate  must  have  held  a  position  of  professional 
responsibility,  in  charge  of  work  as  principal  or  assistant,  for  at  least  two  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  shall  be  required  to  pass  an  examination  before  a  Board  of  Examiners 
appointed  by  the  Council,  on  the  theory  and  practice  of  engineering,  and  especially 
inoneof  thefollowingbranches at hisoption Railway,  Municipal,  Hydraulic,  Mechanical, 
Mining,  or  Electrical  Engineering. 

This  examination  may  be  waived  at  the  discretion  of  the  Council  if  the  candidate 
has  held  a  position  of  professional  responsibility  for  five  years  or  more  years. 

Every  candidate  for  election  as  JUNIOR  shall  be  at  least  twenty-one  years  of 
age,  and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  four  years. 
This  period  may  be  reduced  to  one  year,  at  the  discretion  of  the  Council,  if  the  candidate 
is  a  graduate  of  some  school  of  engineering  recognized  by  the  Council.  He  shall  not 
remain  in  the  class  of  Junior  after  he  has  attained  the  age  of  thirty-five  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  first  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  the  following  subjects  Geography,  History 
(that  of  Canada  in  particular).  Arithmetic,  Geometry  Euclid  (Books  I.-1V.  and  VI.), 
Trigonometry,  Algebra  up  to  and  including  quadratic  equations. 

Every  candidate  for  election  as  ASSOCIATE  shall  be  one  who  by  his  pursuits, 
scientific  acquirements,  or  practical  experience  is  qualified  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names 
of  certain  members  as  references  does  not 
necessarily  mean  that  their  applications 
are  endorsed  by  such  members. 


FOR  ADMISSION 

BROWN— GEORGE  J.,  of  Winnipeg,  Man.  Born  at  Lamberton,  Minn.,  Jan. 
■Hh  1881.  Educ. ,  Elec.  engr  ,  Univ.  of  Minnesota,  1908.  Elec.  dftsman  and  asst. 
supt.  for  W.  I.  Gray  &  Co.,  elec.  contra.,  Minneapolis  (6  mos.);  elec.  dftsman  with 
Chas.  L.  Pillsbury  Co.,  conslt.  engrs.,  Mpls.  (3  mos.);  asst.  engr.  with  Electric  Con- 
struction Co.,  St.  Paul,  Minn.,  (2  yrs.);  ch.  dftsman  of  Lt.  &  pr.  dept.,  of  Portland 
Ry.  Lt.  &  Pr.  Co.,  Portland,  Ore.  (1  yr.);  1912-16,  vice-pres.  &  supt.  of  constrn.  & 
erect.,  for  Schumacher  Gray  Co.,  Winnipeg,  1916-18,  asst.  elec.  engr.,  Prov.ofMan.: 
1918-19,  asst.  engr.  of  mech.  services,  prov.  of  Man. 

References:  J.  M.  Leamy,  E.  V.  Caton,  M.  A.  Lyons,  J.  Rochetti,  G.  L.  Guy, 
F.  II.  Farmer. 

CHRISTIE— GERALD  MOFFAT,  of  Kamloops,  B.C.  Born  atMoosamim,  Man. 
Aug.  15th,  1888.  Educ,  D.L.S.  &  B.C.L.S.,  1910-14  with  Christie,  Dawson  &  Hey- 
wood,  Civil  Engr?.,  of  Kamloops,  in  chg.  of  parties  on  survey  of  land,  mines,  and 
timber  and  city  sub  divs.  &  survey  of  townsites;  1914  practicing  as  a  land  surveyor 
in  Kamloops;  engaged  chiefly  in  making  surveys  of  right  of  way  for  C.N.Ry  ,  through 
B.C.,  also  irrigation  work,  laying  out  flumes,  ditches,  etc. 

References:  F.  J.  Dawson,  W.  H.  Powell,  P.  Philips,  F.  W.  Anderson,  A.  Lighthall, 
H.  L.  JohnsoD,  E.  P.  Hey  wood. 


COURTICE— EDMUND  DEAN  WADE,  of  Hamilton,  Ont.  Born  at  Holmes- 
ville,  Ont.,  Sept.  11th,  1892.  Educ.  B.A.Sc.  Toronto  Univ.  1914.  Apprentice 
C.T.R.,  shops,  Stratford,  Ont.  (3  mos.);  with  Clinton  Motor  Car  Co.,  4  mos.;  1913, 
asst.  in  dept.  of  waste  water  prevention,  Toronto,  (2  mos.);  1914-1916,  asst.  &  acting 
supt.  of  constrn.  with  the  City  of  Toronto;  1916  asst.  engr.  with  Hare  Eng.  Co.  (3  mos.)  • 
1918,  engr.  with  Gordon  Hutton  of  Hamilton,  Ont.  (2  mos.),  from  Sept.  1916,  chief 
of  Dept.  of  Mechanical  &  Architectural  Drawing,  Hamilton  Tech.  and  Art.  School. 

References:     E.  R.  Gray,  C.  L.  Fellows,  F.  W.  Paulin,  E.  H.  Darling. 

DENIS— LEOPOLD  GERMAIN,  of  Ottawa.  Ont.  Born  at  Gomont,  France, 
May  20th,  1878.  Educ.  B.Sc,  McGill  Univ.  1899.  1897,  elec.  ry.  surveys,  central 
station  asst.;  1S98-1899,  testing  dept.,  Royal  Elec.  Co.;  1900-10.  ch  elec.  engr.  of 
Jacques  Cartier  Elec.  Co.,  Quebec;  1910  to  present  time,  hydro  elec  engr.,  Comm.  of 
Conservation,  Ottawa. 

References:     J.  White,  A.  A.  Dion,  J.  B.  Challies,  R.  dcB.  Corriveau,  W.  J.  Dick. 

DUPIORRON— ARTHUR,  of  Montreal.  Born  at  Nicolct,  Quo.,  Sept.  29th. 
1889.  Educ.  B.A.Sc,  Poly  tech.  school,  Laval  Univ.,  1911.  On  survey  work  during 
vacations,  wth  W.  E.  Boucher,  consl.  engr.  April  1911-Sept.  1911,  with  E.  Loignon, 
H  dftsman.,  hydro,  dec  &  bldg.  constrn.;  1911,  Jan.  1912,  with  Central  Ry.  of  Can 
:i-<  topog.  on  location, Hawkesbury  to  Ottawa;  Jan.  1912-Sept.  1912,  under  W.  K. 
Bishop,  on  hvdro.  elec  survevs  on  the  St.  Francis  River  &  on  constrn.  work  at 
Drummondvillc.  Que;  Sept.  1912-May  1913,  with  C.P.R.,  office  of  constrn.  dept. 
Montreal;  May  1913-June  1915,  bridge  dept.  C.P.R.,  design  work  &  preparation  of 
plans;  Aug.  1915  to  date  with  Quebec  Streams  Comm.,  as  follows;  1915  ch.  of  partv 
on  survey  of  Lake  St.  John;  1916  in  chg.  of  constrn.  of  sunerstructure,  Sauvage  River; 
Jan.  1917  to  date  in  chg.  of  design. 

References:  0.  Lefcbvrc,  A.  Surveyer,  W.  I.  Bishop,  B.  O.  Eriksen,  J.  B.  D'Acth, 
H.  Massue. 

EAGER— ALBERT  HENRY,  of  Winnipeg,  Man.  Born  at  Waterloo,  Que, 
July  15th,  1S68.  Educ  High  School;  entered  railway  service  June  1st,  1885,  June  1st. 
1893,  Machinist  apprentice,  Southeastern  Railwav  and  C.P.R.  Farnham,  Que.;  1893- 
1899,  Machinist,  C.P.R. ,  Farnham,  Que;  Aug.  1899-Mach.  1903,  Locomotive  Foreman, 
C.P.R.,  Farnham,  ami  Mcgantic  Que.;  1903-1906,  Genera!  Foreman,  C.P.R.,  Cran- 
brook,  B.C.  and  Calgary,  Alta .;  1907-1908,  Dist.  Master  Mechanic,  C.P.R.,  Kenora. 
Ont.;  1908-1910,  Locomotive  Foreman,  C.P.R.,  Calgary,  Alta.;  1910-1915,  Sup.  of 
Shops,  Canadian  Northern  Railwav,  Winnipeg;  Aug  1st,  1915  to  Dec.  1918,  Asst, 
Supt.  of  Rolling  Stock,  Western  Lines,  Canadian  Northern  Railway,  Winnipeg;  at 
the  present  time,  merh.  supt.  Western  Lines,  Can.  National  Rys.  Winnipeg. 

References:  J.  G.  Legrand,  E.  C.  Hanson,  J.  G.  Sullivan,  G.  Pratt,  W.  G.  Chacc, 
G.  L.  Guy,  T.  Turnbull. 

GRAY— ANDREW  JACK,  of  Hamilton,  Ont  Born  at  Victoria,  B.C.,  Sept., 
15th,  1890.  Educ.  B.A.Sc,  Toronto  Univ.  1913.  1907-09,  apprentice;  1913-14, 
asst.  engr  ,  Marine  Iron  Works;  1914-17,  on  active  service;  1917-18,  asst.  engr.,  Marine 
Iron  Wks  ;  1918,  mech.  engr.  &  dftsman,  Steel  Co.  of  Can. 

References:     E.  R.  Gray,  E.  H.  Darling,  C.  F.  Whitton,  R.  L.  Latham,  W.  Janncy. 

HARPER— RICHARD  DOBSON,  of  Winnipeg,  Man.  Born  at  Bavfield,  N.B., 
March  30th,  1890.  Educ,  high  school,  2  yrs.  Mt.  Allison,  &  I.C.S.  1906-09,  rodman, 
topog,  levelman,  transitman,  res.  engr.  dftsman,;  1909-10,  instrumentman  on  constrn  , 
N.T.O.Ry.  (4  mos.);  1910,  transitman  with  G.  Ross,  Sydney,  N.S  ,  (3  mos.);  Sept, 
1911-June  1912,  trans  man.  CNR;  June  1912-April  1913,  highway  engr,  Man. 
Public  Works,  1913-June  191  I,  munic.  engr.  Rosser  Municip.;  June  1914-Sept. 
1914;  highway  engr,  Man.  Good  Roads  Board;  Jan  1915-June  1915,  dftsman, 
C.G.Ry...  Moneton,  N.B.;  June  1915-May  1917,  with  C.G.Ry.,  as  ch.  dftsman, 
etc.;  May  1917-Sept.  1918,  munic  engr.,  St.  Francois  Xavier.Man.;  Sept.  1918 
to  date,  dist.  engr.,  with  Good  Roads  Board,  Man. 

References:  C.  B.  Brown,  A.  V.  Redmond,  A.  McGillivray,  E.  P.  Goodwin  • 
M.  A.  Lyons. 

HUBBARD— FRANK  WILLIAM,  of  Hamilton,  Ont.  Born  at  Geneva,  Ohio, 
Sept.  14th,  1882.  Educ.  Geneva  High  school.  1902-04  with  L.S.  &  M.S.Ry.;  1904-00, 
rodman,  L.S.  &  M.S.Ry.;  1906-13.  instrumentman,  L.S.  &  M.S.Ry.  ;  1913  to  present 
time  asst.  engr.,  T.  H.  &  B.  Ry.,  had  chg  of  constrn.  of  E.  &  O.  branch  (Smithville 
to  Port  Maitland,  Ont.) ;  Port  Mailtand  Harbor  facilities,  including  slip  dock  &  apron, 
Bridgcburg  yard,  etc. 

References:  R.  L.  Latham,  E.  R.  Gray,  A.  S.  Going,  H.  A.  McFarlane,  F.  W. 
Paulin,  E.  W.  Oliver. 

HUNGERFORD— SAMUEL  JAMES,  of  Toronto,  Ont,  Born  near  Bedford, 
Que,  July  16th,  1872.  Educ.  high  school.  May  1880-Fcb.  1891,  mach.  apprentice, 
S.E.Ry.  &  C.P.R.,  Farnham,  Que.;  May  1891-Aug.  1894,  machinist  in  Que.,  Ont.  & 
Vermont;  Sept.  1894-1897,  with  C.P.R.,  Montreal:  Aug.  1897-Apr.  1900,  asst.  foreman; 
C.P.R.,  Farnham;  Apr.  1900-Feb  1901,  locomotive  foreman,  C.P.R.  Megantic,  Feb. 
Sept.  1901,  gen.  foreman,  CP.R.;  Sept.  1901-Feb.  1903,  loco,  foreman,  C.P.R.  Cran- 
brook,  B.C.;  Feb.  1903-Jan.  1904,  master  mech.,  C.P.R.,  Calgary;  Jan.  1904-Feb. 
1910,  with  C.P.R.  Winnipeg;  Mar.  1910-Nov.  1917,  supt.  of  roll,  stock,  with  C.N.R  ; 
Nov.  1917-Dee  1918,  gen.  mgr.,  C.N.R.,  Toronto,  Dec.  1918  to  date,  asst.  vice-pres., 
C.N.R.,  C.G  Rys.  Toronto. 

References:  H.  H.  Vaughan,  J.  M.  R.  Fairbairn,  W.  H.  Winterrowd,  E.  W. 
Oliver,  M.  H.  Macleod,  H.  K.  Wicksteed,  H.  Cameron. 

JOSLYN— CECIL  EARLE,  of  Ottawa,  Ont.  Born  at  Hartney,  Man.,  Nov., 
24th,  1889.  Educ.  B.Sc,  (Honors)  Queen's  Univ.  1916,  D.L.S.  1916.  1914,  asst.  to 
G.  H.  Blanchet,  D.L.S.,  on  base  line  surveys,  Alta.  1915,  asst.  to  A.  L.  Cummings, 
D.L.S.,  on  sub.  div.  surveys,  So.  Alta  ;  1916,  asst.  to  G.  A.  Bennet,  D.L.S.,  on  reclama- 
tion work,  Sask.;  1917  to  present  time,  asst.  to  Inspector  of  shell  components,  Imp. 
Min.  of  Munitions. 

References:  N.  P.  Dalziel,  E.  A.  Stone,  H.  W.  B.  Swabey,  D.  Wyand,  H.  It. 
Younger,  J.  M.  M.  Laforest. 

NEWMAN— JOHN  JAMES,  of  Windsor,  Ont.  Born  at  Mersey  Township, 
Ont.,  March  10th,  1872.  Educ.  S.P.S.  Toronto,  1896-97;  apprenticed  for  OL.S.  in 
1897,  passed  final  exam,  and  admitted  to  practice  in  1898.  Since  Apri  11900,  engaged 
in  anci  responsible  charge  of  gen.  surveying  also  engr.  practice  in  vicinity  of  Windsor 
particularly  engaged  in  drainage  and  paving.  At  the  present  time;  town  engineer 
of  Leamington,  Amherstburg,  and  Township  Engineer  of  Anderson,  Sandwich  West, 
Colchester  South,  Tilbury  North  and  Tilbury  West. 

References:     O.  McKay,  M.  E.  Brian,  A.  J.  Stevens,  G.  A.  McCubbin,  J/A.  Bell. 


JOURNAL     OF     THE    ENGINEERING     INSTITUTE     OF     CANADA 


137 


NEWMAN— WILLIAM,  of  Winnipeg,  Man.  Born  at  Essex  County,  Ont., 
Jan.  22nd,  1866.  Educ,  C.E.,  S.P.S.,  Toronto,  1891.  Jan.  1893-Mar.  1906,  gen.  eng. 
practice  &  city  engr.,  of  Windsor,  Ont.;  1906  to  date,  head  of  W.  Newman  Co.,  Ltd., 
Winnipeg. 

References:  W.  P.  Brereton,  W,  G.  Chace,  T.  R.  Deacon,  J.  Haddin,  H.  N. 
Ruttan,  W.  M.  Scott. 

RANDLESOME—  HUGH  GOFFEN  (Lieut.)  of  Vancouver,  B.C.  Born  at 
Reedham,  Eng.,  Dec.  20th,  1882.  Educ.  Grammar  &  pub.  schools.  1906-07  on  Dom. 
surveys,  topog.  and  instrument  work;  1907-08,  topog.  and  instrumentman,  White 
Pass  &  Yukon  Ry.;  1908,  instrumentman,  B.C.E.Ry.;  1908-09,  surveys  Prince  Rupert 
Harbor  and  townsites,  B.C.;  1909,  in  chg.,  work  road  &  bridge  constrn..  Prince  Rupert; 
1910,  res.  engr.  and  locator,  Portland  Canal;  1911-12,  asst.  eng.,  Powell  River  Paper 
4  Pulp  Mills  &  hydro  elec.  development,  chg.  of  portion  trans-provincial  road  recon- 
naissance &  location;  1913-15,  private  work;  1911,  in  chg.  of  party,  Govt.  Water 
Rights;  1916-19,  on  active  service  with  Can.  Engineers. 

References:  E.  A.  Cleveland,  M.  J.  Leahy,  J.  A.  Kilmer,  W.  R.  Pilsworth,  D.  O. 
Lewis,  J.  R.  Grant,  F.  G.  Aldous,  J.  B.  Holdcroft. 

ROBERTS— STANLEY  OXLEY,  of  Ottawa,  Out.  Born  at  Cleckheaton,  Eng  , 
July  26th,  1889.  Educ.  high  school  Eng.,  private  study  ,  Winnipeg,  survey.  4  mapping 
course,  Halifax  Tech.  Coll.  1914,  rodman,  D.L.S.  work,  also  instrument,  levelling, 
transit,  etc.,  work;  Oct.  1916-June  1918  in  chg.  of  radio  apparatus  on  II.  M.  C.S.  ships, 
at  the  present  time,  dftsman.  in  radio  branch.  Naval  Service,  Ottawa. 

References:  J.  H.  Thompson,  J.  Murphy,  A.  B.  Lambe,  C.  P.  Edwards,  J.  B. 
Challies. 

SCHOLES— JOSEPH,  of  Regina,  Sask.  Born  at  Chadderton,  Eng.,  May  19th, 
1876.  Educ.  Tideswell  coll.  1893,  private  tuition  and  articled  pupil,  3  years  with 
Chambers  Colliery  Co.  afterwards  manager's  asst.  for  nine  years  and  later  manager; 
1909-16  Supt.  P.W.D.  Weyburn,  Sask.,  1917-18  acting  city  engr.;  Sept.  1918  to  date 
supt.  of  works  Regina,  Sask. 

References:  N.  Murray,  G.  Power,  E.  M.  Proctor,  A.  E.  K.  Bunnell,  C.  R. 
Murdock. 

STOUT— CLIFFORD  VIER,  of  Winnipeg,  Man.  Born  at  Winnipeg,  May  12th, 
L884.  Educ.  B.C.E.,  Univ.  of  Man.,  1910,  2  yrs.  in  Arts.  1908-09.  survey  work;  1910, 
testing  laboratory  work  (4  mos.l;  1910-1 1,  with  CNR.;  bridge dept.  (6  mos.);  lUll- 
12,  engr.  of  constrn.  of  trestles  &  foundation,  C.N.R.;  1912-15,  in  chg.  of  contstrn. 
of  bridges  on  Yellowhead  div.,  C.N.R.;  1915-17,  farming;  1917  to  present  time  with 
C.E.F. 

References:  H.  A.  Dixon,  E.  Brydonc-Jack,  A  W.  Smith,  W  Walkden,  J,  A. 
O'Rielly,  W.  Aldridge. 

TARE— CHARLES  WINTHROP,  of  Windsor,  Ont.  Born  at  Lawrence,  Mass. 
Dee.  14th,  1876.  Educ.  scientific  dept.,  Phillipps  Andover.  1897-1902,  eng.  asst, with 
Metropolitan  Water  Board,  Boston;  1903,  asst.  engr.,  with  Comm.  investigation, water 
supply  for  N.Y.C.,  from  Long  Island;  1901.  asst  engr.  with  Bering  A  Fuller,  in 
of  constrn.,  design,  4c;  1905,  asst.  engr.  with  Hudson  Cos  ,  during  constrn.  o(  turn 
under  Hudson  River;  1906,  res.  engr.  for  Cape  May  Heal  Estate  Co.,  in  chg,  of  hydraulic 
dredging,  and  bldg.  of  townsite,  etc:  1907-08.  :i"t.  engr.  with  Hoard  of  Water  Supply, 
N.Y.C.,  on  further  investigations;  1909,  asst.  eh.  engr.,  Dept.  of  Wall  r  Supply,  Gas 
&  Elec.  Brooklyn,  1912-13,  office  engr.,  in  chg.  of  design,  plans,  reports,  &c,  in  connec- 
tion with  bldg.  tunnels,  dams,  intakes,  4c,  in  Puebla,  Mexico;  I'M  1-15  supt.  of  constrn. 
&  operation  with  Aetna  Chem.  Co.,  at  Oakdale,  Pa  ;  1916  asst.  .tilt  with  Morris 
Knowles,  Pittsburgh,  Pa.;   1917-18,  vice-pre      t  Morris    Knowles    Ltd  . 

Windsor,  Out.,  in  chg.  constrn.  ,dsgn.,  reports,  Ac. 

References:  J.  V.  Davies,  J.  Forgie,  M.  Knowles,  F.  ('.'.  Me  Math,  O.  McKay, 
M.  E.  Brian,  R.  Hering,  J.  S.  Nelles. 

TEMPLEMAN— GEORGE  EARL,  of  Montreal  Porn  at  Waubaushene,  Ont, 
June  26th,  1879.  Educ.  High  school,  matrie,  1st  yr.,  SI'S,  Toronto,  1896.  1900-02 
gen.  operating  experience  on  hydro  elec.  4  transmission  line-  in  H( !.;  Jan  '  let  1903, 
direct  current  testing  dept.  of  Western  Elec  Co.,  Chicago;  Oct.  1903-Oct.  1904,  alter- 
nating current  test,  work,  Can.  Gen.  Elec.  Co.,  Peterboro,  Ont  ;  1904-12,  with  Allis 
Chalmers  Bullock  Ltd.,  as  follows:  1904-07,  erect,  emrr  ;  1907-08,  gen.  foreman  of  test 
&  winding  depts.;  1908-10,  supt.  of  constrn.;  1910-11  gen.  supt.  of  works;  1911-12, 
gen.' engr.  on  hydro  elec.  work;  1912-14,  in  partnership  Dietrich  Ltd..  eontr  engrs., 
supervision  of  all  contracts;  1915  to  present  time  with  Elec.  Comm.  of  Montreal,  as 
follows;  1915-July  1917,  supt.  of  constrn.  4  maintenance;  July  1917  to  date,  ch 

References:  L.  A.  Herdt,  R.  H.  Balfour,  G.  M.  Mynn,  F.  B,  Rrown,  Ii  S. 
Kelsch. 

VIENS— EPHREM,  of  Ottawa,  Ont.  Born  at  Ange  Gardien,  Que.,  Jan.  19th, 
1896.  Educ,  B.  A.,  McMaster  Univ.,  1905.,  part  of  M.  A.  course  1905-06,  and  course 
of  C.E.  with  I. C.S.  1906-07,  with  Int.  Portland  Cement  Co.,  Hull,  Qui-  (5  mos.); 
Apr.  1907  analytical  chem.  and  physicist,  D. P.  W. ;  winter  1913-16,  acting  director  of 
the  Laboratory  for  Testing  Materials,  D.  P.  W.,  Ottawa.  May  1916  to  date, 
date,  director  of  same. 

References:  A.  B.  Lambe,  J.  Murphy,  C.  R.  Coutlee,  A.  St.  Laurent,  E.  I). 
Lafleur,  R.  deB.  Corriveau,  J.  B.  McRae. 

FOR  TRANSFER  FROM  THE  CLASS  OF  ASSOCIATE  MEMBER 
TO  THAT  OF  MEMBER 

EMRA— FREDERIC  HARCOURT  (Capt.)  of  London,  Eng.  Rom  at  Sali 
Eng.,  June  13th,  1881.  Educ,  prep,  school,  Bromsgrove  school,  ling.  1904-08,  with 
T.C.Ry.,  on  constrn.,  4c.,  1910-11,  res.  engr.,  with  T.C.Ry.  1915,  asst.  dist.  engr., 
S.E.L.C  4  D.Ry.;  July  1915-Oct.  1916,  on  active  service;  Aug.  1917,  invalided  to 
England;  at  present  time  asst.  ch.  engr.  Ministry  of  Shipping  &  Extensions  Dept.  of 
the  Admiralty,  London,  Eng. 

References:  C.  H.  Keefer,  W.  P.  Anderson,  D.  MacPherson,  F.  Moberly,  V.  E.  A. 
Belanger,  E.  P.  Goodwin. 

McKENZIE—  BERTRAM  STUART,  of  Winnipeg.  Man.  Born  at  Almonte,  Ont. 
July  3rd,  1876.  Educ,  B.A.,  1900,  B.Sc,  1901.  McGil  Univ.  1896-97,  munic 
work,  Brookline,  Mass.;  1898-1900,  hydraulic  and  ry.  work,  T.  Pringle  4  Sons;  1901, 
exploratory  work.  Algoma  Commercial  Co.,  Soo,  Ont  ;  1907,  ch.  dftsman,  C.P.R  , 
bridge  dept.;  1907-09,  asst.  div.  engr.,  C.P.R  ,  East,  Div.;  1910-12,  asst.  bridg 
G.T.P.Ry.,  Wpg.;  1912  to  date,  consl.  engr. 

References:  J.  G.  Lcgrand,  C.  N.  Monsarrat,  W.  M.  Scott,  W.  G.  Chace,  W  M. 
Macphail,  W.  P.  Brereton. 


SWABEY— HAROLD  WILLIAM  BIRCHFIELD,  of  Ottawa,  Ont.  Born  at 
Woburn  Sands,  Eng.,  July  26th,  1879.  Educ.  Crystal  Palace  Engr.  School  4  English 
Coll.,  Bruges,  Belgium.  Jan.  1900-Aug.  1901,  asst.  engr.  with  Baldry  4  Yerburgh, 
on  constrn.  of  L.  4  Y.Ry.  (England);  Aug.  1901-June  1902,  asst.  engr.  with  Naylor 
Bros.,  on  constrn.  of  Dearne  Valley  Ry.  (Eng.);  Jan.  1903-Feb.  1901,  engr.  in  chg.  of 
measuring  and  laying  out  work,  with  T.  Wrighley  4  Sons,  contrs. ;  Feb.  1904- Jan.  1906, 
engr.  with  Baldry   4  Yerburgh,  Canada  Branch  Dock,   Liverpool,  Eng.;  June  1906, 

1911,  engr.  in  chg.  of  constrn.  with  New  Canadian  Co,  on  A.Q.  4  W.Ry.;  Jan.  1911. 
April  1912,  acting  ch.  engr.  on  same;  April  1912-Oct.  1912,  res.  engr.  Que.  4  Sag.  Ry  : 
Oct.  1912- May  1914,  res.  engr.,  Ont.  Lake  Shore  line,  C.P.R.;  Aug.  1914-Dec  1914. 
Inspection  of  asphalt  pavement.  City  of  Verdun;  April  1915  to  date,  officer  in  chg.  of 
inspec.  of  steel  (Canada)  for  Ministry  of  Munitions. 

References:  N.  P.  Dalziel.  G.  R.  Ballock,  A.  F.  Stewart,  E.  S.  M.  Lovelace, 
J.  H.  Larmonth,  R.  J.  Durley,  Sir  Alex.  Bertram,  P.  B.  Motley. 

FOR  TRANSFER  FROM  THE  CLASS  OF  JUNIOR  TO  HIGHER  GRADE 

CALVERT— DAVID  GORDON,  of  Davton,  Ohio.  Born  at  Napier,  Ont.,  Oct. 
Lith,  188S.  Educ  2\i  yrs.  Toronto  Univ.,  S.P.S.,  1906-07  (summers)  survey  work 
for  Dom.  Gov.;  1907-0S,  testing  dept.,  Toronto  St.  R.R.;  1909-12,  instr.  man,  T.C. 
Rj  ,  Cochrane,  Ont.  1912-13,  with  Geo.  Fuller  Constrn.  Co.,  Winnipeg.;  1913-14, 
asst  engr.,  C.P.R.,  Transcona,  Man.;  1914-17.  engr.  for  Con.  Stewart  Co.  Ltd.,  1917-18, 
engr.  in  chg.  of  constrn.  4  maintenance,  with  Dayton  Wright  Airplane  Co.,  Dayton,  0 

References:  N.  D.  Wilson,  E.  G.  Hewson,  W.  E.  Janney,  F.  Goedike,  A.  W. 
Lamont,  J.  R.  W.  Ambrose. 

HUNT— WILLIAM  HAROLD,  of  Winnipeg,  Man.  Born  at  Lennoxville,  Que, 
Nov.  24th,  1884.  Educ.  B.C.E.,  Man.  Univ.  1913.  1902-1(5,  apprentice  machinist, 
Northern  Iron  Works,  Winnipeg;  1905-07,  with  C.P.R.;  1907-1 1,  eng.  student,  employed, 
during  summer  months  on  ry.  surveys  and  constrn  ,  with  Hudson's  Bay  Co.,  C.P.R  , 
and  C.N.R.;  1912,  asst.  engr.,  CNR  ,  bridge  dept.:  1913-15,  asst.  city  engr.,  Moose 
Jaw,  Sask. ;  1916  to  present  time,  road  engr.,  Prov.  of  Man.,  Dept.  of  Pub.  Wks. 

References:  E.  Brydone-.Iack,  A  McGillivray,  N.  B.  MacTaggart,  M.  A.  Lyons, 
T.   W.    White. 

McCULLY— ROBERT  CHESLEY,  of  Sarnia,  Ont.  BornatShediae.N.B.,  21st, 
Dec  1888.  Educ,  B.Sc  (C.E  i  McGill,  1916.  B.A.  1909,  Mt.  Allison  Univ.,  M.A. 
1910  July  1910-Nov.  1911.  with  Topo.  Surveys,  Ottawa;  1911-14,  asst.  to  chief 
astronomer,  Ottawa:  Mar.  1915-Nov.  1915,  as-,t.  Surveyor  on  D.L.S.  Prov.  of  Man., 
in  chg.  of  party;  May  1916-Dec.  1916,  asst.  surveyor  on  L.D.S.,  Prov.  of  Sask.,  chg. 
of  stadia  field  party;  Jan. -Feb,  1917,  instr.  man  with  Foundation  Co  Ltd.,  Port 
Colborne,  Ont..  laving  outlines    &  grades  for  constrn.  of  Internal     Nickel  Co.  plant; 

lei,  1917,  received  comm.  as  D.L.S.;  April  1917-Feb.  1918,  inspector  in  chg.  of  constrn. 
G.W.W  I);  Feb.  1918-April  1918,  dftsman  for  G.T.R.,  Wpg.;  Mar.  1918-Oct.  1918. 
in  cle;  of  constrn.  with  Imperial  oil  Ltd  ,  including  testing,  bearing  power,  design,  of 
foundations,  etc  ;Oct  1918 to  present  time,  designing  and  estimating  concrete  structures 
under  supervision  of  ch.  engr. 

References:    G.  F.  Bichan  D.  L.  McLean,   G.  M.  Pitts,    E.  M.  Salter,    II     W. 

PORTER  .lolIX  EARLE.of  Windsor,  Ont.  Horn  at  Wingham,  Ont.,  Dec.  6th, 
1891  Educ.  B.A.Sc,  Toronto  Dniv.  1915.  Summers  1912  4  1913  with  A.C.Ry., 
as  rodman,  timekeeper,  4c;  summer  1911,  instru.  man,  D.P.  W.,  Windsor/ int.;  May 
1915- May  1918,  asst.  engr.  D.P.W.,  Dist  of  Western,  Ont.,  in  chg.  of  various  surveys 
in  connection  with  harbor  developments,  improvements,  estimates,  prep,  of  plans,  etc.: 

May    1918   lo   present   lime,    field   engr.,   Can.    Sleel  Copr.,   Ojibway,   Ont.,   in  chg.   of 
\    ,  inspec    of  constrn.,  4c 

References:  \  I  Stevens,  II  B.  R.  Craig,  W.  P.  Merrick,  II.  Thorne,  R.  Carlyle, 
C.  R.  Young 

VALIQUETTE  -JOSEPH  HENRI,  of  Montreal,  Que.  Born  at  La  Conception, 
Que,  .Ian.  24th,  ISM  Educ  B.A.Sc,  Civ,  Laval  Univ.,  1907,  1901',,  tran.  man 
with  Shaw.  Water  4  Power  Co.;  1907-13.  insoec.  of  mines,  I'rov.  of  Que.,  in  chg.  of 
road  constrn  :  1913-15.  consl.  engr  ,  Montreal;  1915-18,  engr.  in  chg.  of  West,  div., 
P.W  I'  ,  Montreal,  and  at  present  time  asst  engr.,  in  chg.,  Dept.  of  Surveys  4  Design, 
City  of   Mont  real. 

References:  G  R  MacLeod,  J.  A.  Bernier,  A.  B.  Normandin,  V.  C.  Laberge, 
I'    L     Mercier,  .1.  C.  Gwillim,  A.  Walls,  ,1.  R.  Barlow. 

WATSON  -McCLELLAND  BARRY,  of  Toronto,  Ont.  Born  at  Toronto 
Jan.  22nd,  1889.  Educ,  B.A.Sc,  1910,  C.  E.,  1916,  M.E.,  1918,  Toronto  Univ, 
1905-07,  asst.  engr.,  Munic  Power  System,  Weston,  Ont.;  1908,  asst.  engr.,  C.N.Ry. 
(5  mos.  vac);  1910,  asst.  engr.,  Can.  Westinghouse  Co.  (5  mos.  vac);  May  1911-Oet. 
I'll-',  res.  engr.,  for  Chipman  4  Power,  in  chg.  of  dsgn  ,  installation,  sewerage,  etc, 
Dauphin,  Man  :  Nov.  19 12- July  1913,  asst.  meoh.  engr.,  Toronto  Power  Co.;  Aug. 
1913-Aug.  191t,  asst.  engr.,  Dept.  of  Pub.  Highways,  Prov.  of  Ont.;  Aug.  1914-Sept. 

1917,  military  eng.   work,  licut.,   Roval   Engineers,    both  in  Eng.  and  France;  Dec. 

1918,  aviator  &  flight  comm.,  Royal  Air  Force,  employed  as  ch.  instructor  in  Aeroplane 
design,  etc.  in  School  of  Aeronautics.  At  the  present  time  asst.  engr  Dept.  of  Pub. 
Highways,  Toronto. 

References:  W.'A. McLean,  R.  P.  Fairbairn,  G.  Hogarth,  P.  Gillespie,  W.  Hul-er 
G.  C  Parker,  R.  C.  Muir,  J.  A.  P.  Marshall.. 

FOR  TRANSFER  FROM  THE  CLASS  OF  STUDENT  TO  HIGHER  GRADE 
SMYTH— EDWARD  STANLEY,  of  Kitchener,  Ont.    Born  at  Kitchener.  Ont., 
July  7th,  1891.     Educ,  B.Sc  (honors)  Queen's  Univ.  1912.      Summer  1910,  dsgning. 
hhI  drafting  on  reinforced  concrete;  1911,  asst.  town  engr.,  Waterloo,  Ont.;  May-Oct. 

1912,  res.  engr.  in  chg.  of  constrn.  on  sewerage  work,  with  Chipman  4  Power;  Oct, 
1912,  with  Malcolm  4  Rudd,  Guelph,  in  chg.  of  concrete  constrn.;  April  1913-Oct.  191 1, 
with  Chipman  4  Power,  as  res.  engr.;  in  chg.  of  constrn.  of  sewerage  4  waterworks, 
at  Waterous.Sask.;  April  l913-Oot,1913;  April  1914-Oct.  1914,  on  elec  light  and  power 
installation;  Dec.   1st,   1913-April  1914,  making    plans  and  surveys  for  storm  water 

inge  system,  London,  Ont.;  Nov.  19 14- March  1918,  on  active  service,  licut., 
Can  Engrs.,  C.E.F  ;  April  1918  to  present  time,  dist.  vocational  officer,  with  Dept. 
of  Soldiers,  Civil  Re-Establishment. 

References:  W.  Chipman,  H.  E.  T.  Haultain,  J.  A.McPhail.W.  H.  Breithaupt, 
C.  R.  Murdock. 

TRUDEL—  PHILIPPE,  of  Quebec,  Que.  Born  at  St.  Irenee,  Que.,  28th  Feb. 
Feb.  1896.  Comm.  course,  Levis  Coll.,  and  Ecole  Polv.,  2V2  yrs.  course.  Summers 
1911-16,  instrumentman  with  Tremblay  4  Belanger;  1917-19,  1st  asst.  to  E.  W. 
Gauvreau,  ch.  engr.  of  Que.  Roads  Comm.,  on  highway  constrn. 

References:  A.  Tremblay,  A.  Pepin,  J.  O.  Montreuil,  R.  Savary,  J.  A.  Lefebvre, 
J.  P.  Heroux,  G.  Henry. 


138 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


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of  The  Institute  a  survey  of  all  important  articles  relating  to  the  engineering 

profession  and  to  every  branch  of  the  profession. 


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AIR   MACHINERY 

Turbo-Blowehs.  Coppus  Turbo  Blower.  Indus.  Management,  vol.  57,  no.  1, 
Jan.  1919,  pp.  7l-7."i,  2  figs.  Mechanical  features  of  machine  constructed  by 
Coppus  Eng.  &  Equipment  Co, 

Combined  Motor  and  Turbine  Driven  Blast-Furnace  Blower.  Iron  & 
Coal  Trades  Rev.,  vol.  17.  no.  2645,  Nov.  s.  lots,  p,  523,  1  fig.  Operation 
of  unit  consisting  of  synchronous  motor  driving  blower,  this  motor  being 
operated  in  addition  as  a  power  factor  adjuster  on  a  3000- volt  50-cycle  supply. 

Ventilators,  The  Largest  Round  Ventilator  in  the  World.  Metal  Workers,  vol.  91, 
no  I,  Jan.  3,  1919,  pp.  28-29,  3  figs,  Details  of  special  construction  to  withstand 
wind  pressure  and  serine  permanence  and  service. 

CORROSION 

Aircraft  Parts.  Corrosion  Prevention  on  Aircraft  Metal  Parts,  II.  A.  Gardner. 
Aviation,  vol.  5,  no.  9,  Dec.  1,  1918,  pp,  565.  Quotes  standard  procedure  of 
Navy  Department  for  protection  or  iron,  steel  and  aluminum  aircraft  parts. 

Pipe.  Investigation  of  Pipe  Corrosion  in  Chicago  Buildings,  with  Special  Reference 
to  Durability  of  Pipe  Materials,  Thomas  J.  Claffy.  Mun.  &  County  Eng. 
vol.  55,  no.  6,  Dee.  1918,  pp.  208-210.  Data  secured  from  inspection  of  G3 
buildings.      Rating  of  cast  iron,  wrought  iron  and  steel. 

FORGING 

Density  oi  Steel.  Does  Forging  Increase  Specific  Densitj  of  Steel?  II.  E.  Doerr. 
Bui.  Am.  Inst.  Min.  Engrs  ,  no.  145,  Jan.  1919,  pp.  79-81,  2  figs.  Table  of 
specific  densities  of  ten  ingots  of  basic  open-hearth  steel  both  before  and  after 
forging  shows  little  or  no  change  in  density  with  steel  initially  free  from  cavities 

DROP  FORGING.  Drop  Forging  in  Automobile  and  Aircraft  Work.  Part  VI.  Auto- 
mobile Engr.,  vol.  8,  no.  120,  Nov.  1918,  pp.  328-531,  13  tigs.  Details  of  typical 
plant,  with  description  of  modern  tools  and  methods. 

Gun   Forgings,      Making  Gun   Forgings   Under   War  Demands,   E.  C.    Kreutzberg. 

Iron  Trade  Rev.,  vol.  63,  no  22,  Nov.  2s,  PUS.  pp.  1210-1242,  (i  figs.  General 
character  of  work  done  by  Tacony  Ordnance  Coprs.,  Philadelphia. 

( (PERATION.  Recommendations  for  Economical  Operation  of  Iron  Works  (Dispositions 
gfinerales  qui  peuvent  etre  recommanclees  dans  les  installations  de  forges), 
O.  Duperron.  Gene  Civil,  vol.  73.  nos.  20  and  21,  Nov.  16  and  23,  191s,. 
pp.  387-389  and  404-107.  ;i  figs.  Concerning  regenerative  devices,  use  of  powder- 
ed fuel,  continuousness  of  operation,  use  of  compressed  air.  Plans  of  ideal 
modern  smithy. 

FOUNDRIES 

HiMKK   Melting.      Melting  Brass  in  a  Rocking  Electric  Furnace,   H.  W.  Gillett  and 
A.  E.  Rhoads.     Department  of  Interior,  Bur.  of  Mines.  Bui.  171,   Min.  Tech- 
nology 23,  131  pp.,  0  figs.      Sets  forth  in  detail  possibilities  and  limitations  of 
electric  brass  melting  and  compares  various  types  of  furnaces.     Also    Water 
Rev.,  vol.  29,  no.  li,  Dec.  1918,  pp.  9-11. 

ChaPLETS.  Obtaining  Best  Results  from  Use  of  Chaplets,  Ernest  Schwartz.  Foundry, 
vo.  47,  no.  317,  Jan.  1919,  pp.  14-15,  14  figs.  Removal  or  prevention  of  rust 
and  precautions  against  excessive  moisture  essential  to  prevent  blowholes; 
choosing  types  and  sizes  for  various  purposes. 

CORE  ROOM.  Core  Room  of  T.  H.  Symington  Co.,  Rochester,  Donald  S.  Barrows. 
Can.  Foundryman,  vol.  9,  no.  12,  Dec.  1918,  pp.  290-299,  9  figs.  Arrangement 
intended  to  provide  good  ventilation  and  lighting. 

Efficiency  in  the  Con'  Room,  .1    B.  Conway.     Am.   Mach  ,  vol.  50,  no.  1, 

Jan,  2,  1919,  pp.  11-14,  6  figs.  Conclusions  reached  as  result  of  investigation 
into  conditions  of  efficiency  and  production  in  southern  factory  and  remedies 
applied. 

Cupola,  operation  of  a  Cupola,  William  Lauten.  Metal  Trades,  vol.  9,  no.  11, 
Nov.  1918,  pp.  4G1-4G3,  2  figs.     Account  of  experiments  with  colums  charging 

Foundries.  Continous  Two-Story  Foundry  Proves  Economical,  J.  F  Ervin. 
Foundry,  vol  47,  no.  :',17.  Jan.  1919,  pp.  10-42,  2  figs.  States  thai  extensive 
handling  operations  in  modern  foundry  are  most  readily  performed  in  building 
of  multi-story  design.     From  paper  before  Am.  Foundrymen.s  Assn. 


Unique  Features  of  an  Illinois  Foundry,  Charles  Lundberg.  Iron  Age, 
vol.  102,  no.  26,  Dec.  20,  1918,  pp.  1503-1509,  13  figs.  Electric  steel,  gray- 
iron  and  semi-steel  departments;  continuous  operations  with  large  production 
in  small  space;  use  of  molding  machines.      Description  of  plant  of  Avery  Co., 

Peoria,  Of. 

MOLDING.  How  (jcar  Cases  for  Tractors  Are  Molded,  Foundry,  vol.  47,  no.  317, 
.bin.  1919,  pp.  2-5,  8  figs.  Molding  machines  of  large  capacity  and  special 
core-room  equipment  are  employed;  special  rigging  for  economies. 

Patterns  and  Their  Relation  to  Molding  Problems,  Joseph  A.  Shelly, 
Machy.,  vol  25,  no.  I,  Dec.  1918,  pp.  310-31  4,  12  figs.  First  of  scries  of  articles 
dealing  with  construction  and  application  of  patterns,  including  use  of  wood- 
working tools,  art  of  joinery,  ami  various  methods  of  building  patterns  and  core 

SALVAGE  Wo  ik.  Reclaiming  Wealth  in  the  Foundry  Yard,  1'.  B.  Hicks.  Can. 
Foundryman,  vol.  9,  no.  12,  Dec,  1918,  pp.  302-303,     Salvage  work  conducted 

by  :i  superintendent  of  Sawyer-  Masscy  works. 

War  Demand  .  Shell  Need  Found  Foundries  Ready.  Iron  Trade  Rev.,  vol.  63, 
no   22,  Nov   28,  1918,  pp.  1229-1236,  15  figs.     Methods  developed  in  American 

foundries  to  meet  increased  demand  of  production. 

Sri  also  ELECTRIC. If.  ENGINEERING,  Furnaces  (Industrial  Furnaces, 
furnaces). 

I   I   ELS    WD    FIRING 

Blast-Furnace  Gas.  The  Use  of  Blast-Furnace  Cas  for  Heating  lioilers  and 
Metallurgical  Apparatus  (L'emploi  du  gaz  pour  le  chauffage  des  ohaudieres 
et  des  appareils  m£tallurgiques),  H.  Thiry.  Genie  Civil,  vol.  73,  no.  21,  Nov.  23, 
lots,  pp.  401-401,  s  figs.  Precautions  necessary  to  insure  successful  operation 
Of  (  lowper  system.  Abstract  of  discussion  before  South  Wales  Inst.  Engrs.  and 
Cleveland  Inst.  Engrs. 

Briquetting.  The  Economy  of  Briquetting  Small  Coal,  J.  A.  Yeadon.  Trans. 
tnstn.  Min.  Engrs.,  vol.  50.  part  1,  Nov.  1918,  pp.  31-31  and  (discussion), 
pp.  31-30.  Considerations  on  conservation  of  coal  and  utilization  of  waste 
materials;  advantages  of  briquetting;  method  of  manufacture;  rectangular 
and  ovoid  forms  of  briquets, 

CHIMNEY  DESIGN.  Saving  the  Waste  in  the  Chimney,  Robert  Sibley  and  Chas 
II  Delany.  .11.  Elec,  vol  41,  nos  10  and  11,  Nov.  15  and  Dec.  1,  1918,  pp. 
463-464  and  511,  4  figs.  Nov.  15:  Fundamental  laws  of  chimney  design  as 
applied  to  economic  operation  of  oil-fired  power  plant.  Dec.  1;  Draft  formula  for 
modern  power  plant. 

COMBUSTION  Characteristics  of  Coal.  Combustion  Characteristics  of  Coals. 
Blast  Furnace,  vol.  6,  no.  12,  Dec.  1918,  pp.  495-497,  5  figs.  Factors  entering 
into  success  of  equipment  selected  for  burning  different  kinds  of  coal;  perform- 
ance of  various  types  of  stokers;  data  on  grades  of  coal. 

Generation  of  Heat  from  Bituminous  Coal  and  Its  Absorption  by  the 
Boiler.  Henry  Misostow.  Power,  vol.  48,  no.  25,  Dec.  17,  1918,  pp.  898-899, 
3  figs.  From  paper  before  National  Assc.  of  Stationary  Engrs.,  Cincinnati, 
Sep!    1918. 

Combustion  Characteristics  of  Coal.  Joseph  G.  Worker.  Ry.  Rev.,  vol.  03, 
no.  23,  Dec.  7,  1918,  pp.  824-S27.  Behavior  of  different  grades  of  stationary 
boiler  plant  fuel  with  reference  to  type  of  mechanical  stoking  apparatus  best 
suited  for  it.  Fuels  treated  range  from  small  sizes  of  anthracite  through  several 
grades  ami  qualities  of  bit  ominous  and  lignites. 

Combustion  Characteristics  of  Coals  and  Selection  of  Suitable  Stokei 
Equipment,  Joseph  G.  Worker.  Railroad  Herald,  vol.  23,  no.  1,  Dec.  1918, 
pp.  9-1  1.  7  figs.  Results  of  tests  on  overfeed  type  of  stoker  with  smaller  sizes 
of  nos.  1,  2  and  3  buckwheat  coal  and  tables  giving  performance  of  underfeed 
stoker  as  applied  to  various  sizes  of  boilers  and  burning  different  grades  of  coal. 

I'i  el  Conservation.  The  Fuel  Situation  in  New  England,  B.  B.  Pollock.  Official 
Proc.  N.  Y.  R.  R.  Club,  vol.  29,  no.  1,  Dec.  1918,  pp.  5455-5450.  Measures 
taken  to  meet  coal  shortage  by  Federal  Administrator,  Boston  &  Maine  R.  R. 

Some  Important  Points  in  Fuel  Conservation,  Robert  Collett.  Ry.  Age, 
vol.  05,  no.  25,  Dec.  20,  1918.  pp.  1121-1123.  Why  we  must  still  save  fuel; 
plan  of  organization;  lessons  learned  from  personal  experience.  From  paper 
before  New  England  Railroad  Club. 

II  iND-FrRED  Plants.  Fuel  Economy  in  Hand-Fired  Power  Plants — V.  Power  Plant 
Eng.,  vol.  22,  no.  24,  Dec.  15,  1918,  pp,  987-989.  Feed  water  heating  and 
purification.     Abstract  of  circular  7,  Univ. III.     Eng.  Experiment  Station. 

Indiana  Coals.  Burning  Indiana  Coal  on  the  Chain  Grate,  T.  A.  Marsh.  Power, 
vol.  49,  no.  1,  Jan.  7,  1919,  pp.  17-10,  7  fig.s.  Characteristics  of  Indiana  screen- 
ings from  four  seams  supplying  most  of  steaming  coal;  need  of  large  grate  area, 
large  furnace  volume  and  strong  draft  to  give  capacity,  and  long,  high-pitched 

arches. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


139 


Iowa  Coals.  Burning  the  Low-Grade  Coal  of  Iowa,  T.  A.  Marsh.  Power,  vol.  48, 
no.  27,  Dec.  31,  1918,  pp.  940-941,  4  figs.  Burning  Iowa  coal  on  chain  grate 
Being  low  in  heat  value,  high  in  ash  and  of  clinkering,  non-coking  variety, 
this  coal  requires,  for  successful  burning,  practically  continuous  ash  disposal 
and  non-agitation  of  fire.  Also  Elec.  World,  vol.  72,  no.  25,  Dec.  21,  1918, 
pp.  1166-1168,4  figs.  General  considerations  to  observe  in  selecting  stokers  and 
in  designing  furnaces;  specific  changes  which  can  be  made  in  order  to  adapt 
existing  stokers  to  low-grade  fuels. 

Lignites.  The  Firing  of  Pulverized  Lignite.  M.  C.  Hatch.  Jl.  Elec,  vol.  41, 
no.  12,  Dec.  15,  1918,  pp.  539-541.  Advantages  in  pulverizing;  methods  of 
handling  furnace  design  for  pulverized  fuel;  caculation  of  total  cost. 

Notes  on  Lignite.  Its  Characteristics  and  Utilization,  S.  M.  Darling. 
Power  House,  vol  11,  no.  11,  Nov.  1918,  pp.  328-331.  Abstract  of  U.  S.  Bureau 
of  Mines  paper. 

Powdered  Coal.  Pulveriied  Coal  and  Its  Preparation,  J.  M.  Wadsworth.  Jl. 
Elec,  vol.  41,  no.  11,  Dec  1,  1918,  pp.  511-512,  2  figs.  Arrangement  of  machinery 
in  small  coal  pulverizing  plant.  Compiled  for  Western  needs  by  technical 
staff  of  Fuel  Administration.     First  of  series. 

Stokers.  Power  Plant  Management  VI  Mechanical  Stokers,  Robert  June,  Refrig. 
World,  vol.  53,  no.  12,  Dec  1918,  pp.  2325,  3  figs.  Efliciency  of  stokers; 
smoke  alleviation ;  characteristics  of  individual  chain-grate  stokers. 

Storage.     Effect  of  Storage  on  Coal  (II),  Coal  Trade  Jl.,  year  50,  no.  51,  Dec.  1918 

Ep.   1481-1482.     Analytical  data  accumalated  during  weathering  tests  made 
y  Eng.  Experiment  Station  of  Univ.  of  111.     Tests  covered  period  of  six  years. 
Coals  used  were  from  Illinois  field.     (Continuation  of  serial.) 

Wood.  Waste  Wood  as  a  Fuel  Possibility,  O.  F.  Stafford.  Jl.  Elec,  vol.  41,  no.  12, 
Dec  15,  1918,  pp.  541-543.  Suggests  conversion  of  wood  waste  into  ethyl 
alcohol,  direct  fuel  and  powdered  charcoal  which  might  be  sued  directly  in 
specially  designed  Diesel  engine. 

FURNACES 

Annealing  Furnaces.  Continuous  Type  Annealing  Furnace,  Philip  D'H.  Dressier. 
Iron  Trade  Rev.,  vol.  63,  no.  25,  Dec.  19,  1918,  pp.  1416-1417,  5  figs.  Deals 
specially  with  a  form  of  continuous  car-type  annealing  furnace.  Disscusion  of 
H.  E.  Diller's  paper  before  Am.  Foundrymen's  Assn. 

Heat  Treating.  Equipment  Data  on  Heat  Treat  Furnaces,  Am.  Drop  Forger, 
vol.  4,  no.  11,  Nov.  1918,  pp.  437-439,  6  figs.  Discusses  refractory  material, 
fuel-oil  burners  and  other  furnace  equipment. 

Insolation.  Value  of  Heat  Insulation  in  Furnaces,  A.  W.  Knight.  Am.  Drop 
Forger,  vol.  4,  no.  11,  Nov.  1918,  pp.  451-453.  Discusses  particularly  use  of 
insulation  as  applied  to  annealing  ovens. 

Pressures.  Graphical  Examination  of  Pressures  of  Hot  Gases  and  Vapors  in  Furnaces 
and  Chimneys  (Etude  de  quelques  cas  g<;neraux  de  pression  de  gaz  chauds  et 
fumees  dans  les  fours  et  cheminees  par  representation  graphique),  J.  Seigle. 
Bulletin  et  comptes  rendus  mensuels  de  la  Societe  de  l'Industrie  Minerale, 
series  5,  vol.  14,  3d  issue  1918,  pp.  133-151,  17  figs.  Variation  of  pressure  at 
different  points  of  enclosure  containing  hot  gases  when  (1)  enclosure  is  open 
at  top  (2)  open  at  bottom,  and  when  (3)  it  connects  with  another  enclosure 
by  conduit  at  top. 

HANDLING  OF  MATERIALS 

Dumper.  Dumper  at  Sewalls  Point  Handles  Two  Cars  at  Once.  Eng.  News-Rec, 
vol.  81,  no.  24,  Dec  12,  1918,  pp.  1086-1088,  5  figs.  New  facilities  of  Virginian 
Ry.  at  coal  pier  near  Norfolk  also  incude  cars  of  120  tons  capacity,  and  long 
incline. 

Double  Car  Dumper  for  Handling  Coal,  A.  F.  Case.     Iron  Age,  vol.    102, 
no.  24,  Dec  12,  1918,  pp.  1435-1438,  7  figs.     Description  of  new  Sewalls  point 
"  r.  Co. 


plant  of  Virginian  Ry. 


HEAT  TREATING 


Malleable  Iron.  Tests  in  Annealing  Malleable  Iron,  H.  E.  Diller.  Iron  Trade 
Rev.,  vol.  63,  no.  25,  Dec.  19, 1918,  pp.  1414-1416,  4  figs.  Experiments  conduct- 
ed to  determine  time  necessary  for  annealing;  study  of  results  and  indication  of 
possibility  of  annealing  in  48  hr.:  microphotographs,  description  of  continuous 
car-type  heating  furnace.  Paper  at  annual  meeting  of  Am.  Foundrymen's 
Assn. 

STEEL 

Steel.  Art  of  Heat  Treating.  D.  N.  A.  Blacet.  Ry.  JL,  vol.  25,  no.  1,  Jan.  1919, 
pp.  18-20.  Economical  aspect  of  adding  metalurgist  to  personnel  of  plants 
manufacturing  steel  parts;  general  considerations  regarding  selection  of 
specifications.     From  Jl.  Am.  Steel  Treaters'  Soc. 

Surface  Combustion.  Application  of  the  Surface  Combustion  Process  to  Heat 
Treating  and  Similar  Work,  John  H.  Bartlett,  Jr.  Proc.  Steel  Treating  Soc, 
vol.  1,  no.  11,  pp.  18-32,  12  figs.  Generation  and  application  of  heat;  propor- 
tioning of  gas  and  air  mixture;  description  of  several  installations  for  heat  treat- 
ing; automatic  heat-treating  furnaces  for  large-size  shells. 

HEATING  AND  VENTILATION 

Circulating  Heating.  Heating  Shop  Floors  by  Circulation.  Metal  Worker, 
vol.  90,  no.  24,  Dec.  13,  1918,  pp.  662-663,  6  figs.  Scheme  to  draw  cold  air 
form  the  floor. 

Factory  Heating.  Fuel  Wastes  in  Factory  Heating.?  Charles  L.  Hubbard.  Indus. 
Management,  vol.  57,  no.  1,  Jan.  1919,  pp.  23-25.  Sources  of  losses;  suggestions 
for  economies;  means  for  temperature  control  suited  to  different  systems  of 
heating. 


Hospitals.  Heating  and  Power  Plant  Economies  for  Hospitals,  J.  D.  Kimball. 
Modern  Hospital,  vol.  11,  no.  6,  Dec.  1918,  pp.  437-439.  Fundamentals  and 
recommendations  of  National  Economy  Program.  Paper  for  convention  of 
Am.  Hospital  Assn. 

Moisture  Removal.  The  Removal  of  Moisture  from  Special  Rooms  and  Buildings, 
Charles  L.  Hubbard.  Domestic  Eng.,  vol.  85,  no.  8,  Nov.  23,  1918,  pp.  283-285 
and  313-315,  6  figs.  Notes  on  installation  of  ventilating  systems  in  laundries, 
dye  houses,  paper  mills,  foundries,  flax  mills,  etc. 

Office-Building,  Ventilation.  Air  Supply  for  a  Large  General  Office  Building, 
Samuel  R.  Lewis.  Heat  &  Vent.  Mag.,  vol.  15,  no.  12,  Dec.  1918,  pp.  21-26, 
16  figs.  Past  and  present  practice  illustrated  in  remarkable  installation  for 
Swift  &  Co.,  Chicago. 

Radiators.  Figuring  Direct  Radiator  Heating  Service,  W.B.Gray.  Metalworker, 
vol.  90,  no.  24,  Dec  13,  1918,  pp.  653-655  and  658,  2  figs.  Describes  method 
said  to  insure  correctness  and  to  be  of  practical  application  by  heating 
contractors. 

Rector  System  of  Gas  Heating.  New  Heating  System,  Geo.  S.  Barrows.  Gas 
Indus.,  vol.  18,  no.  12,  Dec.  1918,  pp.  363-369,  7  figs.  Extensive  description 
of  Rector  system  of  gas  heating. 

Steam  Heating.  Care  of  Heating  and  Ventilating  Equipment,  Harold  L.  Alt.  Power, 
vol.  48,  no.  26,  Dec.  24,  1918,  pp.  910-912,  3  figs.  Describes  gravity  one-pipe 
steam  system.     (Sixth  article.) 

HOISTING  AND  CONVEYING 

Cablewavs.  Aerial  Cableways  Successful  in  Northwest  Shipyards.  Eng.  News- 
Rec,  vol.  82,  no.  1,  Jan.  2,  1919,  pp.  37-40,  5  figs'  Similar  to  loggers  cableways; 
ability  to  get  men  expert  in  handling  them  is  one  secret  of  success;  well-planned 
installations  are  fast  and  flexible. 

Cranes.  Stothert-Pitt  35-Ton  Locomotive  Crane  (Grue-locomotive  de  35  tonnes 
systeme  Stothert  et  Pitt.)  Genie  Civil,  vol.  73,  no.  11,  Sept.  14,  1918,  pp. 
201-203,  5  figs.     General  arrangement  and  plans  showing  dimensions. 

HYDRAULIC  MACHINERY 

Conduits,  Loss  of  Pressure  Head.  On  the  High  Velocities  of  Water  in  Conduits 
(Sur  les  grandes  vitesses  de  l'eau  dans  les  conduites),  C.  Mamichel.  Revue 
Generate  de  I'Electricite,  vol.  4,  no.  21,  Nov.  23,  1918,  pp.  788-790,  1  fig.  Experi- 
mental results  said  to  have  demonstrated  loss  of  pressure  head  for  velocities 
up  to  260  ft.  per  sec,  to  be  the  same  as  for  velocities  of  30  ft.  per  sec. 

1'knstock  Pipe.  Saving  the  Waste  in  Penstock  Pipe  Design  (11),  B.  F.  Jakobsen.  Jl.  Elec, 
vol.  41,  no.  11.  Dec.  1,  1918,  pp.  504-505,  2  figs.  Presentation  and  discussion 
of  various  formulae  to  determine  manner  in  which  available  money  should  be 
distributed  among  different  items  in  order  to  get  maximum  economy.  (Con- 
tinued from  Nov.  1,  issue.) 

Water  Hammer.  Maxima  Excess  Pressures  Produced  by  Water  Hammer  (Sovra- 
pressioni  massime  nei  fenomeni  die  colpo  d'ariete),  Maurice  Gariel.  Abstract 
of  article  published  in  Revue  Gene>ale  de  l'Electricit6,  Sept.  21,  (See  Eng. 
Index,  Jan.,  Mech.  Eng.,  Hydraulic  Machy. ,  Water  Hammer.) 

Notes  on  the  Size  and  Location  in  Forced  Conduits  of  Water  Hammer 
Relief  Devices.  (Remarques  au  sujet  des  conditions  a  remplir  par  certains 
dispositifs  destines  a  attenuer  les  coups  de  belier  deas  les  conduites  forcees), 
Compte  de  Sparre.  Revue  G6n£rale  de  l'Electricitf,  vol.  4,  nos.  19  and  20, 
Nov.  9  and  16,  1918,  pp.  685-690  and  731-740,  1  fig.  Nov.  9:  Mathematical 
analysis  of  phenomena  taking  place,  by  reason  of  elasticity  of  water  and  conduit, 
in  surge  tank  which  opens  a  compensating  ori  fice  when  water  hammer  reaches 
a  certain  value,  the  orifice  having  such  dimensions  that  water  hammer  will 
never  exceed  a  permissible  maximum.  Nov.  16:  Application  of  principles 
established  in  proceding  installment  to  calculation  of  permissible  minimum 
dimensions  of  surge  tanks  which  will  insure  a  constant  value  of  water  hammer 
during  compression. 

INTERNAL-COMBUSTION  ENGINES 

Buckeye  Barrett  Engine.  Buckeye  Barrett  Crude  Oil  Engine.  Indus.  Manage- 
ment, vol.  57,  no.  1,  Jan.  1919,  pp.  72-73,  2  figs.  Low-compression  type  burning 
heavier  grades  of  fuel  and  designed  for  service  where  an  engine  must  run  for 
weeks  under  full  load  without  a  stop. 

Design.  The  Working  Process  of  Internal  Combustion  Engines,  E.  H.  Sherbondy. 
Aerial  Age,  vol.  8,  no.  11,  Nov.  25,  1998,  pp.  564-568,  7  figs.  Historial  review 
of  inventions  which  have  tended  to  improve  engine  efficiency. 

Internal  Combustion  Engine  Development,  R.  E.  Neale.  Eng.  Rev., 
vol.  32,  no.  5,  Nov.  15,  1918,  pp.  130-132.  Indicates  lines  open  to  further 
development  particularly  in  direction  of  lightening  low-speed  engines  by 
adoption  of  higher  piston  speeds.     (To  be  continued.) 

Diesel  Engine  Fuel  Pumps.  The  Design  and  Construction  of  Diesel  Engine  Fuel 
Pumps,  G.  L.  Kirk.  Engineering,  vol.  106,  no.  2759,  Nov.  15,  1918,  pp.  549-551, 
10  figs.  Four  systems  of  oil  distributon;  system  of  regulation;  determina- 
tion of  clearances;  constructional  details;  control  lever. 

Ignition.  Operation  of  Intcrnal-Combustion-Engine  Magnetos  (Sul  funzionamento 
del  magneti  di  accensione  dei  motori  a  scoppio),  Emilio  Biffi.  L'Elettrotecnnica, 
vol.  5,  no.  29,  Oct.  15,  1918,  pp.  407-411,  6  figs.  Various  aspects  of  spark; 
study  of  its  oscillatory  character;  conclusions  in  regard  to  magneto  operaion., 
(Concluded.) 

Ignition  Timing  and  Valve  Setting,  Vermont  Wells.  Am.  Blacksmith, 
vol.  17,  no.  12,  Sept.  1918,  pp.  291-293,  4  figs.  Rules  for  timing  ignition  in 
different,  makes  of  cars. 

British  Magneto  Manufacture.  Gas  &  Oil  Power,  vol.  14,  no.  158,  Nov.  7 
1918,  pp.  20-22,  3  figs.  General  dimensions  and  brief  outline  of  magneto 
manufactured  by  British  Lighting  and  Ignition  Co. 

Dixie  Standard  Aircraft  Magnetos.  Automotive  Indus.,  vol.  39,  no.  23, 
Dec.  5,  1918,  pp.  954-957,  6  figs.  Type  which  may  be  adapted  to  various 
engines;  methods  used  in  manufacture  of  magneto  magnets. 


140 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Semi-Diesel  Engines.  Semi-Diesel  Oil  Engines,  F,  D.  Weber.  Jl.  Elcc,  vol.  11, 
no.  12,  Dec.  15,  1918,  pp.  549-550,  4  figs.  Types  being  used  to  equip  auxiliary 
wooden  schoo  ers  of  500  to  3000  tons  capacity  and  straight  motor  schooners 
up  to  1000  tons  capacity. 

The  Semi-Diesel  Oil  Engine,  James  Richardson.  Gas&  Oil  Power,  vol.  14, 
no.  158,  Nov.  7,  1918,  pp.  23-25,  9  figs.  Development  and  operation.  From 
paper  before  Diesel  Engine  Users'  Assn.  Also  Macy.  Market,  no.  941,  Doc.  6, 
1918,  pp.  17-18,  9  figs.  Definition;  compression  pressure;  flexibility;  range  of 
working. 

Valves,  Poppet,  Air-Flow  Tbbough.  Air  Flow  Through  Poppet  Valves.  Autc- 
motive  Indus.,  vol.  39,  no.  25,  Dec.  19,  1918,  pp.  1047-1051,  5  figs.  Experimental 
investigation  from  which  writer  concludes  that  co-efficient  of  efflux  is  practically 
constant  for  all  pressure  drops  and  nearly  the  same  for  valves  of  different  sizes, 
at  equal  lifts  expressed  in  per  cent,  of  their  respective  diameters;  considerations 
on  number  of  iidet  valves  to  use. 

Air  Flow  Through  Poppet  Valves.  Automotive  Eng.,  vol.  3,  no  10, 
Dec.  1918,  pp.  461-403,  1  fig.  Data  on  valve  sizes;  investigation  of  merits  of 
multiple  valves.     (To  be  continued.) 

Winton  Marine  Engine.  The  Latest  Winton  Marine  oil  Engine.  Automotive  Eng., 
vol.  3,  no.  10,  Dec.  1918,  pp.  447-450,  5  figs.  Review  of  mechanical  details 
of  500  and  250-hp.  units  of  Diesel-type  revirsible  mitor. 

See   also    ELECTRICAL    ENGINEERING,    Electro-physics    (Sfarl 

Insulators). 

LUBRICATION 

Bearing  Design.  Oiling  System  and  Bearing  Designs,  A.  E.  Windram.  Tran. 
Inst.  Marine  Engrs.,  vol.  30,  no.  238,  Oct.  1918,  pp.  209-216,  13  figs.  Method 
of  making  main  bearing,  crankpin  and  crosshead  brasses  oiltight  by  means  of 
.drilling  crank  webs  into  oil  rings  or  grooves  turned  round  center  of  journal, 
and  corresponding  oil  ring  or  groove  in  j?entcr  of  brasses  connected  with  pipes 
from  brasses  to  brasses,  which  are  made  oiltight  by  sealing  rings  on  ends  of 
brasses. 

Oils.     Properties  of  Oils  and  Their  Relation  to  Lubrication  (Propiedades  de  los  aceites; 

su  relacion  con  la  Iubricacion).     Boletin  de  la  Sociedad  de  Fomcnto  Fabril, 
year  35,  no.  8,  Aug.  1918,  pp.  537-542.     Significance  of  tests  for  acidity,  carbon- 
residue,  oxidation,  volatility,  surface  tension,  emulsion,  heat  and  density. 
See  also  MARINE  ENGINEERING,  Skips  (Lubrication). 

MACHINE  ELEMENTS  AND  DESIGN 

Crankshafts.  Hair-Line  Defects  in  Crankshafts.  P.  J.  Piccirilli.  Automotive 
Industries  vol.  39,  nos.  25  and  26,  Dec.  19  and  26  ,1918,  pp.  1041-1044,  1 104-1 105 
and  1122,  15  figs.  Metallographic  study  and  physical  tests  of  chromenickel 
steel  crankshafts  to  determine  nature  and  effect  of  so-called  hair-lined  efects 
on  their  physical  strength. 

Springs.  A  new  theory  of  Plate  Springs,  David  Landau  and  Percy  II.  Parr.  .11. 
Franklin  Inst.,  vol.  186,  no.  0,  Dec.  1918,  pp.  699-721,  8  figs.  Mathematical 
generalization  of  propositions  advanced  in  first  paper,  vol.  185,  Apr.  1918, 
p.  481.  Special  attention  given  to  effect  of  tapering  ends  and  constructing 
springs  so  that  leaves  continue  in  contact  everywhere  on  application  of  load. 
(To  be  concluded.) 

The  Springs  of  the  Car  (IV)  F.  M.  Paul.  Am.  Blacksmith,  vol.  17,  no.  12 
Spt.  1918,  pp.  298-299,  9  figs.  Considers  effect  of  thickness  in  regard  to 
deflection  and  load. 

MACHINE  SHOP 

Chisel.  The  Cold  Chisel,  J.  A.  Lucas.  Power,  vol.  48,  no.  24,  Dec.  10,  1918,  pp.  838- 
841,  27  figs.     Description  of  various  types  of  cold  chisels  and  their  uses. 

Cylinder  Manufacture.  Cylinder  Boring  and  Reaming,  Franklin  D.  Jones. 
Machy.,  vol.  25,  no.  5,  January  1919,  pp.  383-394,  20  figs.  First  of  series  of 
articles  dealing  with  boring,  reaming  and  grinding  of  cylinders,  and  tools, 
fixtures  and  machines  used. 

Manufacture  of  Cylinders  for  the  Hall-Scott  Aeroplane  Engine,  Richard 
Vosbrink.  Metal  Trades,  vol.  9,  no.  12,  Dee.  1918,  pp.  475-479,  11  figs, 
Operations  followed  at  California  plant  to  produce  accurate  results. 

Design.  Novel  Plant  of  American  Tool  Company,  C.  L.  Smith.  Iron  Age,  vol.  103, 
no.  1,  Jan.  2,  1918,  pp.  29-33,  10  figs.  Latest  ideas  in  heating  and  ventilating, 
lighting  features,  transportation  facilities,  sanitation,  handling  turnings;  unusual 
drive  for  planers;  machine  foundations. 

Designing  a  Shop  for  Present  Day  Needs,  C.  E.  Edmund.  Am.  Drop 
Forger,  vol.  4,  no.  11,  Nov.  1918,  pp.  431-433.  Considerations  on  location, 
construction  and  operation  of  forge  plant. 

Gages.  Notes  on  the  Computing  of  Gage  Tolerances,  M.H.Potter.  Can.  Machy, 
vol.  20.  no.  24,  Dec.  12,  1918,  pp.  670-672,  6  figs.  Classifies  and  studies  the  more 
frequent  troubles  experienced  with  gages  and  gives  rules  and  formulae  for  comput- 
ing allowable  tolerances  for  various  gages.  A  square  hole  gage  and  a  depth 
gage  are  referred  to  but  the  rules  proposed  apply  in  general  to  all  gages. 

Apparatus  for  Checking  Screw  Threads.  Automotive  Indus.,  vol.  38, 
no.  24,  Dec.  12,  1918,  pp.  1008-1010,  4  figs.  Methods  of  operating  machines 
used  for  inspection  of  plug  and  ring  thread  gages  and  similar  threaded  parts 
requiring  great  accuracy. 

Flush-pin,  Sliding  Bar  and  Hole  Gages,  F>ik  Oberg.  Machy.  vol.  25, 
no.  5  Jan.  1919,  pp.  404-412,  34  figs.  Principles  involved  and  procedure, 
followed  by  Pratt  &  Whitney  Co.  in  developing  gaging  systems  for  interchange- 
able manufacture.     Fourth  article. 

Contour  or  Profile  Gages,  Erik  Oberg.  Machy.,  vol.  25,  no.  4,  Dec.  1918, 
pp.  301-308,  31  figs.  Principles  involved  and  procedure  followed  in  developing 
gaging  systems  for  interchangeable  manufacture.  Based  upon  experience  of 
Pratt  &  Whitney  Co.  in  furnishing  gaging  equipment  for  small  arms  and  heavy 
ordnance  work.     Third  article. 

Gear  Cutting.  The  Manufacture  of  Spiral  Bevels.  Automobile  Engr.,  vol.  8, 
no.  121,  Dec.  1918,  pp.  336-339,  6  figs.  Description  of  Gleason  machine  for 
that  purpose. 

Problem  of  the  Theoretically  Correct  Involute  -Hob,  Nikola  Trbojevich. 
Machy.,  vol.  25,  no.  5,  Jan.  1919,  pp.  429-433,  3  figs.  Mathematical  theory 
developed . 


Grinding.  Grinding  of  Hardened  Work,  C.  H.  Norton.  Proc.  Steel  Treating 
Research  Soc,  vol.  1,  no.  11,  pp.  15-17.  Norton  Grinding  Co.'s  experience! 
suggestion  in  regard  to  grinding. 

Grinding  Operations  on  "  Caterpiller  "  Tractor  Parts,  Frank  A.  Stanley. 
\m  Mach  ,  vol.  50,  no.  1,  Jan.  2,  1919,  pp.  1-117  figs.  Grinding  operations 
include  finishing  of  great  variety  of  gears,  bushings,  shafts,  piston  pins,  case 
covers,  etc.;  details  of  wheels,  limits  of  accuracy,  etc. 

Grinding  Round  Work  Without  Centers.  Am.  Mach.,  vol.  50,  no.  1, 
Jan.  2,  1919,  pp.  1-5,  1  tigs.  Describes  new  grinding  machine  built  by  Detroit 
Tool  Co. 

Pistons  and  Rings.  The  Manufacture  of  Pistons  and  Pings,  A.  Thomas.  Auto- 
mobile Kngr.,  vol.  8,  no.  121,  Dec.  1918,  p.  358,  3  figs.  Notes  on  operation  of 
Potter-Johnson  automatic  machine. 

K:  e  wit  Work.  Automotive  Repair  Work  in  the  Machine  Shop,  Donald  A.  Hampson. 
'^in.  Machy.,  vol.  20,  no.  21,  Dee.  12,  1918,  pp.  665-668,  7  figs.  Practical 
observations  on  methods  of  increasing  pedal  leverage,  making  a  working  clutch, 
inserting  cotters  in  unseen  holes,  fitting  rings  in  cylinder,  increasing  size  of  cast 
iron  parts,  reaming  underaize  in  cast  iron  and  other  similar  operations. 

The  Repair  Shoo,  Automobile  Kngr.,  vol.  8,  nos.  120  and  121,  Nov.  1918 
and  Dee.  1918,  pp.  312-315  and  341-345,  25  figs.  Nov.  1918;  Notes  on  heavy 
vehicle  design  from  viewpoint  of  repair  and  maintenance.  Radiator;  engine; 
clutch;  engine  suspension;  gear  box;  universal  joints  and  brakes.  Dec.  1918: 
Deals  with  rear  axle;  road  wheels  and  bearings;  chassis  lubrication,  spring  and 
pins;  frame;  steering  and  front  axle;  controls. 


\l  I.CHINERY,   METAL-WORKING 

Boring  Mill.  Blomquist-Eck  Horizontal  Boring  Mill.  Machy.,  vol.  25,  no.  5, 
Jan.  1919,  pp.  1115-166,  2  figs.     General  description  with  illustrations. 

Lathes.  Large  Lathes  for  Machining  Turbine  Spindles,  A.  M.  M.  Machy,  vol.  25, 
no.  5,  Jan.  1919,  pp.  439-112,  3  figs.  Illustrated  description  of  some  large 
lathes 


Planer.  Newton  Upright  Generating  Planer,  Machy.,  vol.  25,  no'  5,  Jan.  1919, 
pp.  473-474,  4  figs.  Description  of  machine  built  by  Newton  Machine  Tool 
Works,  Inc.,  Philadelphia,  Pa. 


'«' 


Reamers.  Types  of  Reamers  and  Their  Use,  E.  C.  Peck.  Machy.,  vol.  25,  no.  4, 
Dec.  1918,  pp.  335-337,  6  figs.     Description  of  various  types  of  reamers. 

Relieving  Machine.  Universal  Relieving  Machine  for  Hobs  anil  Cutters.  Machy., 
vol.  25,  no.  5,  Jan.  1919,  pp.  467-468,  2  figs.  Description  of  machine  built 
by  T.  C.  Mfg.  Co.,  Harrison,  N.J. 

Si  i  i.i.  High-Speed.  The  Evolution  of  a  High-Speed  Steel  Tool,  T.  L.  Thorne.  Proc 
Steel  Treating  Research  Soc,  vol.  1,  no.  11,  pp.  33-43.  Analyses  of  several 
high-speed  steel  specimens;  influence  of  silicon,  manganese,  sulphur,  plosphorus 
chromium,  vanadium  and  tungsten  on  characteristic  properties  of  steel;  practice 
follower!  in  its  manufacture;  forms  of  furnaces  used;  heat-treating  and  tools. 

A  New  Air-Hardening  High-Speed  Steel.  Am.  Drop  Forger,  vol.  4,  no.  11, 
Nov.  1918,  pp.  435-436,  2  figs.  Experiences  of  users  of  a  steel  made  without 
tungsten  by  Cuyahoga  Crucible  Foundry  Co. 

Stellite.  Stellite  and  High-Speed  Steel  Compared.  Iron  Age,  vol.  102,  no.  26, 
Dec.  26,  1918,  pp.  1584-1585,  2  fig.  Hardness  at  different  temperatures; 
stellite  softer  in  raw  state;  relative  cutting  tests  on  three  materials. 

See  also  RAILROAD  ENGINEERING,  Shops  (Tools,  Brass- Working): 
MUNITIONS  AND  MILITARY  ENGINEERING,  Tools  for  Shell 
Manufacture, 

MATERIALS  OF  CONSTRUCTION  AND  TESTING  OF   MATERIALS 

Notched  Bars.  Some  Experiments  on  Notched  Bars,  H.  T.  Philpot.  JI.  Soc 
Automotive  Engrs.,  vol.  3,  no.  6,  Dec.  1918,  pp.  347-357,  3  figs.  Tests  to 
obtain  dimensions  and  shapes  for  round  notched  bar  for  use  in  acceptance  tests 
on  heat-treated  steels  in  place  of  standard  square  type  A  test  piece.  Paper 
befor  Instn.  Automobile  Engrs.  of  Great  B  itain. 

Hardness.  The  Ludwik  Hardness  Test,  W.  Cawthorne  Unwin.  JI.  Instn.  Mech, 
Engrs.,  no.  0,  Nov.  1918,  pp.  485-492.  Traces  relationship  between  indentation 
hardness  tests  of  ductile  metals. 

The  Value  of  the  Indentation  Method  in  the  Determination  of  Hardness, 
R.  G.  C.  Batson.  Jl.  Instn.  Mech.  Enger.,  no.  6,  Nov.  1918,  pp.  463-483, 
6  figs.  Deals  with  determination  or  hardness  by  means  of  indentation  produced 
by  a  static  load  and  by  impact  of  a  ball  or  cone. 

Malleable  Ikon.  Malleable  Iron  in  Engineering  Construction,  H.  A.  Schwartz. 
Foundry,  vol.  47,  no.  317.  Jan.  1919,  pp.  19-24,  16  figs.  Engineering  properties 
and  characteristics  of  malleable  iron  which  recommend  it  for  wide  range  of  uses, 
From  paper  before  Am.  Foundry-men's  Assn. 

Optical  Stress  Determination.  Stress  Optical  Experiments,  A.  R.  Low.  Flight, 
vol.  10,  nos.  48-49,  Nov.  28  and  Dec.  5,  1918,  pp.  1355-1356  and  1379-1381, 
12  figs.  Determination  of  stress  by  optical  methods.  Nov.  28;  Elementary 
theory;  changes  in  uniform  field  as  stress  increases;  null  method  of  measurement; 
•  appearances  in  non-uniform  field;  enutral,  isochromatic  and  isoclinic  lines 
Dee.  5;  Simplifications  in  case  of  bar  under  flexure;  error  of  obliquity;  observation 
of  errors  of  parallax;  general  accuracy  of  optical  obsevations  of  stress.  Paper 
before  Royal  Aeronautical  Soc.     (To  be  continued.) 

Ruuber.  Ageing  cf  Vulcanized  Plantation  Rubber,  Henry  P.  Stevens.  Jl.  Soc. 
Chem.  Indus.,  vol.  37,  no.  21,  Nov.  15.  1918,  pp.  305T-306T,  4  figs.  Tests 
or  ordinary  pale  rolled  sheet  and  unrolled  sheet. 

Testing  Machines.  Testing  Machines  in  Industrial  Laboratories  H.  S.  Primrose 
and  J.  S.  Glen  Primrose.  Can.  Machy.,  vol.  20,  nos.  23  and  25,  Dec.  5  and  19, 
1918,  pp.  64-647  and  696-699,  17  figs.  Necessity  of  establishing  specifications 
properly  controlled  by  analysis  and  test  in  purchasing  engineering  materials 
and  features  of  various  testing  machines.     From  Engineering. 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


141 


Testing  of  Materials.  The  Experimental  Study  of  the  Mechanical  Properties  of 
Materials,  W.  Cawthorne  Unwin.  Jl.  Instn.  Mech.  Engrs.,  no.  6,  Nov.  1918, 
pp.  405-439,  13  figs.  Early  researches;  chain-cable  testing  machines;  large  testing 
machines;  Emery  testing  machine  at  Bureau  of  Standards;  tests  of  reception 
tension  tests,  Wohler  test,  hardness  tests,  notched-bar  tests. 

Wood.  Some  Tests  of  Douglas  Fir  after  Long  Use,  Arthur  C.  Alvarez.  Univ.  of 
Cal.  Publications  in  Eng.,  vol.  2,  no.  2,  Nov.  18,  1918,  pp.  57-118,  17  figs  Results 
of  1200  tests  on  strength,  elastic  properties  and  moisture  content;  includes 
27  tables  of  measured  and  computed  mechanical  coefficients. 

MEASUREMENTS  AND   MEASURING  APPARATUS 

Calibration.  On  the  Choice  of  a  Uniform  Temperature  for  the  Calibration  of 
Measuring  Instruments  (Sur  le  choix  d'un  degrfi  uniforme  de  temperature 
pour  l'etalonnagc  des  instruments  de  mesure),  Ch.  Cochet.  Revue  Generale 
de  l'EIectricite,  vol.  4,  no.  20,  Nov  16,  1918,  pp.  740-742.  Report  of  Commission, 
de  Normalisation  des  Ingenicurs  des  Arts  et  Metiers  de  Boulogne-sur-Seine, 
recommending  adoption  of  0  deg.  cent,  as  standard. 

Calorimeters.  Calorimetrie  Methods  and  Devices.  Walter  P.  White,  Jl.  Am.  Chom. 
Soc.,  vol.  40,  no.  12,  Dec.  191.8,  pp.  1887-1889,  3  figs.  Application  of  rules  for 
calorimetrie  precision  derived  by  writer  to  jacket  covers  and  stirrers;  vacuum- 
jacketed  vessels;  adiabatic  method;  aneroid  or  dry  calorimeters;  double  or 
differential  calorimeters;  measured-shield  calorimeters. 

Coke  Testing.  Coke  Factors  Affecting  Furnace  Operation,  G.  D.  Cochrane,  Blast 
Furnace,  vol.  6,  no.  12,  Dec.  1918,  pp.  502-504,  and  512  1  fig.  Coke-testing 
machine  employed  in  experiment  for  determining  coke  hardness.  Mechacinal 
condition  of  coke  an  important  factor  in  furnace  operation. 

Picnometer.  A  Picnometer  Operated  as  a  Volumeter,  II.  G.  Schurecht.  Jl.  Am. 
Ceramic  Soc.,  vol.  1,  do.  8,  Aug.  191S,  pp.  556-558,  1  fig.  Same  as  ordinary 
picnometer  but  of  sufficiently  large  size  and  opening  to  permit  introduction  of 
a  briquet  into  the  bottle.  Volume  of  briquet  determined  from  standard 
formula  in  terms  of  weight  and  specific  gravity  of  liquid. 

Salinometers.  An  Instrument  for  Recording  Sea- Water  Salinity,  A.  L.  Thuras, 
Jl.  Wash.  Acad.  Sri.,  vol.  8,  no.  21,  Dec.  19,  1918,  pp.  076-687,  3  figs.  Surface 
salinity  of  ocean  determined  by  measuring  ratio  of  resistances  of  sea  water  in 
two  similar  electrolytic  cells.  Accuracy  limited  by  that  with  which  salinity 
of  standard  sea  water  carried  in  sealed  cell  is  known.  Table  given  showing 
conductivity  of  sea  water  throughout  range  of  concentration  found  in  open 
ocean. 

Scales.  Oscillations  in  Scales,  Eugene  Motchman.  Scale  Jl.,  vol.  5,  no  3,  Dec  10, 
1918,  pp.  7-9,  4  figs.  Use  of  modern  150-ton  beam  applied  to  railroad  track 
scales  without  loose  weight.     (Continuation  of  serial.) 

MECHANICAL  PROCESSF.S 

Boilers.  Boiler  Making  in  an  English  Shop,  A  L.  Haas.  Boiler  Maker,  vol.  1"*. 
no.  12,  Dec.  1918,  pp.  333-337,  11  figs.  Hopwood,  Cornish,  Lancashire  ami 
Britannia  types;  shop  conditions;  position  drilling;  combustion  chamber  crown; 
seven-hour  tests 

Manufacturing  Marine  Steam  Boilers,  E.  A  Sn  erkrop.  Am.  Maeh., 
vol.  49,  no.  26,  Dec.  26,  1918,  pp.  11.55-1163.  21  figs.  Description  of  building 
operations  of  single-ended,  three-furnace  Scotch  marine  boilers  at  shop  of 
Sun  Shipbuilding  Co.,  Chester,  Pa.,  where  production  has  reached  as  high  as 
nine  per  month. 

Cans.  A  Modern  Can- Making  Plant  in  a  Baking  Powder  Factory,  J.  V.  Hunter. 
Am.  Mach.,  vol.  49,  no.  26,  Dee  26,  1918,  pp.  1173-1176,  11  figs.  Description 
of  process  of  making  tin  cans. 

Chains.  The  Manufacture  of  Diamond  Transmission  Chain,  .1  V.  Hunter.  Am. 
Mach.,  vol.  49,  no.  23,  De:.  12,  1918,  pp.  1077-1030,  11  figs.  Assembling 
work.     Fourth  article. 

Clocks.  Applications  of  Magnetic  Gears  in  Electric  Clockmaking  (Engrenagcs 
magn6tiques.  Application  a  l'horlogerie  electrique),  Pierre  Sere.  Comptes 
rendus  des  seances  de  l'Academie  des  Sciences,  vol.  167,  no.  10,  Nov.  4,  19  Is, 
pp  681-683.  Mutual  action  of  two  disks  having  magnets  attached  at  regular 
intervals  in  their  pcrpheries;  disposition  to  provide  magnetic  escapement. 

Engines,  Oil.  Quantity  Production  of  Engines  at  the  Skandia  Pacific  Plant,  Goo. 
N.  Somervillc.  Metal  Trades,  vol.  9,  no.  11,  Nov.  1918,  pp.  429-434,  10  6ga. 
Operations  in  various  sizes  of  oil  engines. 

Lubricator.  Manufacturing  a  Mechanical  Lubricator,  M.  E.  Hoag.  Am.  Maeh., 
vol.  49,  no.  26,  Dec.  26,  1918,  and  vol.  50,  no.  1,  Jan.  2,  1919,  pp.  1183-1  is.", 
and  23-26,  18  figs. 

Plates.     See  Rolling  Mills  below. 

Quarrying.  Rock  Quarrying  for  Cement  Manufacture,  Oliver  Bowles.  Department 
of  Interior,  Bur  of  Mines,  bul.  100,  min.  technology  22,  100  pp.,  31  figs.  Chief 
types  of  cement;  growth  of  cement  industry  m  I".  S  ;  character  of  raw  materials 
used;  quarrying  method  and  equipment  with  special  reference  to  drilling  and 
blasting;  rock  mining  and  prospecting. 

Radiators.  Building  Radiators  for  Automobiles  and  Other  Purposes,  Ellsworth 
Sheldon.  Am.  Mach.,  vol.  49,  no.  26,  Dec.  26,  1918,  pp.  1165-1169,  18  figs. 
Description  of  certain  processes  involved  in  manufacture  of  cellular  type  of 
radiator. 

Rolling  Mills.  Design  of  Rolls  for  Making  Ship  and  Boiler  Plates,  S.  W.  Stamford. 
Machy.,  vol.  25,  no.  5,  Jan.  1919,  pp.  396-400,  1  fig.  Rolling-mill  practice; 
drafts  of  slabbing  and  plate-mill  rolls;  universal  mill;  surface  speed  of  rolls, 
rolling  tin  plate. 

The  Liberty   Mill  of  the  Carnegie  Steel  Company,  Charles  A.   Menk  and 
F.  L.  Hunt.     Elec.  Jl.,  vol.  15,  no.  12,  Dec.  1,  1918,  pp.  483-489.  18  figs.     La 
of  buildings  and  oquipment  of  completely  electrically-driven  plate  mill. 


Valley  Company  Now  Rolls  Plates,  Iron  Trade  Rev.,  vol.  63,  no.  25, 
Dec.  19,  191.8,  pp.  1403-140"),  3  figs.  Operation  and  details  of  electrically- 
driven  steel  plant  with  annual  capacity  of  350,000  tons. 

Selecting  Proper  Size  Mill  Rolls,  F.  Johnson.  Iron  Trade  Rev.,  vol.  63, 
no.  26,  Dec.  26,  1918,  pp.  1466-1468,  7  figs.  Outline  of  relative  advantages 
obtained  by  using  rolls  of  small  or  large  diameter  for  effecting  a  given  reduction; 
effect  of  cold-working  on  physical  properties  of  various  metals.  From  paper 
before  Birmingham  Metallurgical  Soc,  England. 

A  New  Departure  in  Rolling  Mills.  Iron  Age,  vol.  103,  no.  1,  Jan.  2,  1919, 
pp.  41-44,  6  figs.  Neither  lifting  tables  nor  reversing  drive  employed;  design 
developed  by  Mackintosh,  Hemphill  &  Co. 

Lukens  Plate  Mill  is  Largest  in  the  World.  Iron  Age,  vol.  103,  no.  1, 
Jan.  2,  1919,  pp.  56-59,  5  figs.     Description  of  the  mill. 

Brier  Hill  Steel  Co.'s  New  Plate  Mill.  Iron  Age,  vol.  102,  no.  25,  Dec.  19, 
1918,  pp.  1521-1524,  6  figs.  World's  largest  mill  building;  houses  and  84  and 
132-in.  units;  power  entirely  electric;  boiler  plant  dispensed  with. 

Blooming  Mill  Now  Rolling  Plates.  Iron  Trade  Rev.,  vol.  63,  no.  23, 
Dec.  5,  1918,  pp.  1285-1288,  4  figs.  Account  of  rebuilding  of  mill,  orginally 
designed  for  breaking  down  ingots,  to  air  rapid  transformation  from  shell  steel 
to  peace-time  commercial  product. 

Sawmills.  Small  Sawmills:  Their  Equipment,  Construction  and  Operation,  Daniel 
F.  Seerey.  U.  S.  Department  of  Agriculture,  bul.  718,  Dec.  17,  1918,  68  pp. 
Suggestions  to  portable  sawmill  operators  regarding  methods  of  organization, 
milling,  and  lodging  which  have  been  proved  by  experience  to  give  the  best 
results.      Written  particularly  for  operator?  in  National  Forest  timber. 

Siiijll  and  Ivory  Articles.  Making  Shell  Buckles  and  Brooches,  Robert  Mawson. 
Am.  Mach.,  vol.  50,  no.  1.  Jan.  2,  1919,  pp.  20-22.  13  figs.  Making  of  buckles 
and  brooches  from  shells  and  ivory  performed  as  far  as  possible  on  machines, 
but  some  operations  are  done  by  hand. 

Shovels.  Shovels  Made  Out  of  Old  Locomotive  Tires,  W.  S.  Standiford.  Can. 
Machy.,  vol.  20,  no.  25,  Dec.  1918,  pp.  693-695,  3  figs.  Description  of 
manufacturing     process. 

Tanks,  Pressure.  Tables  for  the  Design  of  Pressure  Tanks.  John  A.  Cole.  Boiler 
.Maker,  vol.  IS,  no.  12,  Dec.  1918,  pp.  349-351.  Specifications  for  cylindrical 
pressure  tanks;  single-riveted  lap  girth  seams,  for  use  when  girth  and  longitudinal 
seams  are  the  same  size;  safe  working  pressures  for  cylindrical  tanks  of  various 
diameters;  safe  working  pressures  on  convex  and  dished  heads. 

Tractor.  Manufacturing  of  Farm  Tractor,  M.  E.  Hoag.  Am.  Mach.,  vol.  49, 
no.  25,  Dee.  19,  1918,  pp.  1135-1137.  Description  of  shop  arrangement  of  Moline 
Plow  Co. 

MECHANICS 

Balancing.  Dynamic  and  Static  Balancing  .Edward  K.  Hammond.  Machy., 
vol.  25,  nos.  4  and  5,  Dec.  1918  and  Jan.  1919,  pp  285-292  and  422-426,  26  figs. 
Two  articles  explaining  conditions  which  must  be  fulfilled  in  balancing  machine 
members,  and  methods  of  conducting  work. 

Stress  Theory.  The  Specification  of  Stress,  Part  V.  R.  F.  Gwvther,  Memoirs&  Proc. 
Manchester  Literary  &  Phil,  Soc,  vol.  62,  part  1,  Aug.  7,  1918,  pp.  1-11.  Formal 
solution  of  elastic  stress  equations;  theory  of  displacements  of  materials  bodies 
as  consequence  of  stress;  results  of  hypothesis  that,  nine  elements  of  stress  may 
be  functions  of  nine  first  differential  co-efficients  of  components  of  some  vector; 
fundamental  equations  estin  ces  causing  rate  of  change  of  momentum 

and  expression  of  corresponding  rate  of  change  of  momentum. 

Vibration.  Vibration;  Mechanical,  Musical  and  Electrical,  Edwin  H.  Barton. 
Sci.  Am.  Supp.,  vol.  87,  no.  221 1,  Jan.  4,  1919,  p.  5.  Analogies  and  experimental 
verification  of  laws  governing  vibratory  motion.  Discourse  delivered  at  Royal 
Instn.     From  Engineering. 

MOTOR-CAR  ENGINEERING 

Acceleration  Determined  by  Mechanical  Differentiometer.  Automobile 
Performance  Analyzed  by  Mechanical  Differentiation.  Armin  Elmendorf. 
Automotive  Indus.,  vol.  40.  no.  1,  Jan.  2,  1919,  pp.  11-46,  17  figs.  Determina- 
tion of  accelaration  from  time  and  distance  observations  by  means  of  mechanical 
differentiometer. 

Carburetors.  Carburetor  Adjustments  of  Twenty  Leading  Automobiles.  George 
H.  Murphy.  Am.  Blacksmith,  vol.  17,  no.  12,  Sept.  1918,  pp.  301-303,  9  figs. 
Instructions  for  making  adjustments.      (To  be  concluded.) 

Design.  Post- War  Chassis.  Automobile  Engr.,  vol.  8,  nos.  120  and  121,  Nov.  and 
Dec.  1918,  pp.  304-305  and  339-340.  Nov.  1918;  possible  effects  of  aircraft 
engine  experience  and  other  factors  bearing  upon  design.  Pistons;  valve  position 
and  actuation;  valves.  Dec.  1918,  Valve  springs;  valves  rockers;  connecting 
rods;  crankshafts;  lubrication. 

Analysis  of  Gas  and  Gasoline  High-Speed  Engine  Design,  Harry  R.  Ricardo 
Int.  Mar.  Eng.,  vol.  23,  no.  12,  Dec.  1918,  pp.  673-677.  Gorups  of  mechanical 
losses  depend  upon  form  of  pipe  work;  volumetric  elficieny  and  piston  design. 
Second  article. 

Differentials.  The  Allen  Self-Locking  Differential.  Automotive  Indus.,  vol.  39 
no.  26,  Dec.  26,  1918,  p.  1099,  2  figs.  Device  embodying  reversible  ratchet 
principle.     Drive  on  curves  is  through  inner  wheel. 

Engines.  Used  Airplane  Engines  for  Automobile  Installation,  Frank  F.  Tenney. 
Automotive  Eng.,  vol.  ;j  no.  10,  Dee.  1918,  pp.  457  and  463.  Why  engines 
which  have  outlived  their  usefulness  in  air  service  may  still  be  of  service  of  other 
uses. 

Exports.  Export  Opportunities  for  Automotive  Products,  (11).  Automotive  Eng., 
vol.  3,  no.  10,  Dec.  1918,  pp.  154-456.  Export  of  American  combustion  engine 
from  1914  to  1917;  motor  boats  and  marine  machinery  in  Siam;  demand  for 
motor  boats  in  Denmark;  high  fuel  limits  in  South  America;  market  tractors  in 
Cuba;  tractors  in  farming    sctions  of  Waives.     Continuation  of  serial.) 

Cultivating  Japanese  Automotive  Field  (III),  Tom  O.  Jones.  Automotive 
Indus.,  vol.  39,  no.  23,  Dec. 5,  1918,  pp.  970-971.  Types  of  automobiles  desired  ; 
equipment  and  finish;  automobile  building  in  Japan.     (To  bo  continued). 


142 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF      CANADA 


France.  The  Automobile  after  the  War,  Georges  Cote.  Automotive  Indus.,  vol.  39, 
no.  25,  Dec.  19,  1918,  pp.  1057-1058  and  1075.  Views  and  suggestions  to 
automobile  manufacturers  of  France  as  to  means  and  methods  of  meeting 
reconstruction  problems  and  foreign  competition. 

Fuels.  Benzol  Superior  to  Gasoline  as  Auto  Fuel.  Gas  Age,  vol.  42,  no.  12,  Dec.  16, 
1918,  pp.  548-550,  2  figs.  Result  of  comparative  tests  made  by  Automobile 
Club  of  America;  90  per  cent  benzol  said  to  give  higher  brake  hp.  at  less  fuel 
consumption  by  the  motor. 


A   Chemical    Marvel,   E.    W.    Roberts.     Gas   Eng. 
pp.   1-4,  8  figs.     Description  of   fuel  with  reportoi 


Liberty  Fuel.  Liberty  Fuel. 
vol.  21,  no.  1,  Jan.  1919, 
U.  S.  Government  tests. 

Properties  of  Liberty  Fuel  and  Results  of  Economy  Tests.  Power,  vol.  49 
no.  1,  Jan.  7,  1919,  pp.  9,  2  figs.  Particulars  as  to  nature  and  characteristics 
of  new  fuel. 

Headlights.  Headlamp  Glare.  Jl.  Soc.  Automotive  Engrs.,  vol.  3,  no.  6,  Dec.  1918, 
pp.  364-366.  Account  of  work  done  and  bases  followed  by  committee  of  Ilium. 
Eng.  Soc.  in  preparation  of  headlight  specifications. 

Manufacturing  Problems.  Why  So  Many  Motor  Models?  George  F.  Crouch. 
Motor  Boat,  vol.  15,  no.  23,  Dec.  10,  1918,  pp.  18-20,  3  figs.  Osberves  that 
concentration  by  manufacturer  on  fewer  sizes  would  mean  better  moters,  better 
service  and  lower  cost. 

Radiators.  Principles  of  Tractor  Radiator  Design,  E.  Goldberger.  Automotive 
Indus.,  vol.  38,  no.  24,  Dec.  12,  1918,  pp.  1000-1003,  3  figs.  Equations  showing 
dependence  of  radiator  capacity  on  temperatures,  rates  of  flow  and  inherent 
characteristics;  advantages  of  thermosiphon  cirulation  in  tractor  work. 

Steam  Vehicles.  A  New  British  Coke-Fired  Steam  Commercial  Vehicle.  Auto- 
motive Indus.,  vol.  39,  no.  22,  Nov.  28,  1918,  pp.  919-922,  6  figs.  Three-ton 
chassis  having  automatic  control  of  steam-generating  functions  and  manual 
control  of  devices  arranged  as  on  a  gasoline  vehicle. 

Suspension.  Houdaille  Brings  Out  Adjustable  Car  Suspension,  F.  W.  Bradley 
Automotive  Indus.,  vol.  38,  no.  24,  Dec.  12,  1918,  pp.  1001-1005,  2  figs.  Device 
which  permits  moving  points  of  attachment  of  springs  to  car  frame. 

Tractors.  S.  W.  H.  Tractor,  a  New  Cleveland  Product.  Automotive  Indus.,  vol.  39, 
no.  26,  Dec.  26,  1918,  pp.  1085-1088,  5  figs.  Three-plow  machine  with  pressed- 
steel  semi-frame  bolted  to  front  end  of  transmission  housing;  engine  and  trans- 
mission independent. 

The  Auto-Tiller,  a  Two-Horse  Team  Replacement  Unit.  Automotive 
Eng.,  vol.  3,  no.  10,  Dec.  1918,  pp.  473-477,  5  figs.  Field  of  unity  and  mechanical 
details  of  motor  tractor  for  farm  work  operated  by  one  man  from  a  fixed  position. 

Trucks.  Regulation  of  Speed,  Weight,  Width  and  Height  of  Motor  Trucks  Discussed, 
George  M.  Graham.  Eng.  News-Rec,  vol.  81,  no.  25,  Dec.  19,  1918,  pp.  1109- 
1112.  Regulation,  while  necessary,  should  not  restrict  expansion  of  motor 
truck;  table  of  proposed  dimensions,  speeds,  weights,  and  fees  presented.  From 
paper  before  Joint  Highway  Congress,  Chicago,  Dec.  1918. 

Double  Reduction  Gear  Drive  for  Heavy  Duty  Trucks.  Am.  Blacksmith, 
vol.  18,  no.  2,  Nov.  1918,  pp.  32-33.  Operation  of  drive  in  new  3  and  5-ton, 
White  models. 

Wheel  An  Elastic  Wheel  (La  roue  elastique  I.  D).  Genie  Civil,  vol.  73,  no.  20 
Nov.  16,  1918,  pp.  393-394,  2  figs.  Design  which  by  means  of  helical  springs 
attached  to  rim  permits  tangential  effort  on  wheel  to  be  distributed  over  a 
number  of  contact  points  of  spring. 

PIPE 

See  MECHANICAL  ENGINEERING,  Corrosion  (Pipe). 

See  also  MECHANICAL  ENGINEERING,  Mechanical  Processes 
(Radiators);  Internal  Combustion  Engines  (Buckeye  Barrett  Engine);  Machine 
Shop  ^Repair  Work). 

POWER  GENERATION 

Exhaust  Steam.  Utilization  of  Exhaust  Steam  in  Collieries  for  the  Generation  of 
Electrical  Energy  (Considerations  sur  l'utilisation  des  vapeurs  d'echappement 
dans  les  houilleres  en  vue  de  la  production  d'energie  electrique),  A.  Barjou. 
Industrie  Electrique,  year  27,  nos.  621,  623,  627,  631  and  634,  May  10,  June  10, 
Aug.  10,  Oct.  10  and  Nov.  25,  1918,  pp.  166,  171,  212,217,  287,293,373,379 
and  425-430,  26  figs.  May  10:  theoretical  aspect  of  problem.  June  10:  systems 
of  regulating  exhaust  steam.  Aug.  10:  utilization  of  exhaust  steam  in  low- 
pressure  turbines.  Oct.  10:  Westinghouse-Leblanc  system  of  condensation. 
Nov.  25;  Brequet-Delaporte  condenser. 

Tides.  Tides  as  a  Source  of  Mechanical  Power  (Etude  sur  l'utilisation  des  marees 
pour  la  production  de  la  force  motrice),  F.  Maynard,  Revue  Generate  de  l'Elec- 
tricite,  vol.  4,  nos.  19,  20  and  21,  Nov.  9,  16  and  23,  1918,  pp.  697-715,  749-762 
and  793-802,  14  figs.  Brief  description  of  87  patents  granted  in  France  con- 
cerning devices  for  utilization  of  tidal  energy  and  analyses  of  their  practical 
values.     (To  be  continued.) 

POWER  PLANTS 

Boiler  Water.  Control  of  Concentrated  Boiler  Water  is  Essential,  Hartley  LeH. 
Smith.  Elec.  Ry.  Jl.,  vol.  52,  no.  25,  Dec.  21,  1918,  pp.  1087-1091,  1  fig. 
Methods  used  for  control  of  concentration  in  boilers;  how  ratio  of  concentration 
from  headwater  to  boiler  water  \?  determined ;  calculation  of  boiler  concentration 
control  charts. 

Coal  Economt.  Coal  Economy  in  a  Small  Steam  Generating  Station.  Elec.  Rec, 
vol.  24,  no.  6,  Dec.  1918,  pp.  27-28,  3  figs.  Results  secured  in  290-kw.  plant 
given  as  example  of  coal  saving. 

Flue-Gas  Analysis.  Controlling  Efficiency  of  Combustion,  E.  A.  Uehling.  Power, 
vol.  48,  no.  26,  Dec.  24,  1918,  pp.  921-923.  Use  of  flue-gas  analysis  for 
controlling  combustion. 


Furnace  Indicating  Instruments.  Meters  and  Gages  in  Boiler  Operation,  E.  A. 
Uehling.  Power,  vol.  48,  no.  24,  Dec.  10,  1918,  pp.  842-844.  Use  of  meters 
and  gages  in  diagnosing  condition  of  furnace. 

Hand  Firing.  Power  Plant  Management;  Hand  Firing,  Robert  June.  Power 
House,  vol.  11,  no.  11,  Nov.  1918,  pp.  315-317,  3  figs.  Standard  practice; 
proper  combustion  conditions;  thickness  of  fire;  minimization  of  smoke. 

Individual  Plants.  Steam-Generating  Equipment  of  Mark  Plant,  Gordon  Fox 
and  F.  E.  Grenley.  Power  Plant  Eng.,  vol.  22,  no.  24,  Dec.  15,  1918,  pp.  981- 
894,  3  figs.  Description  of  certain  features  of  new  plant  of  Steel  &  Tube  Co. 
of  America. 

Power  Plants  in  1918.  Review  of  the  Year  in  the  Power  Field.  Power,  vol.  49, 
no.  1,  Jan.  7,  1919,  pp.  2-8.  What  has  been  new  and  of  especial  interest  during 
1918. 

Scale  in  Boilers.  Scale  in  Water-Tube  Boilers.  Monthly  Jl.  Utha  Soc.  Engrs., 
vol.  4,  no.  9,  Sept.  1918,  pp.  175-176.  Results  of  cleaning  a  400-hp.  Babcock 
&  Wilcox  boiler  after  operating  it  or  ?ix  months,  with  table  indicating  the 
amount  of  scale  taken  from  each  of  its  14  sections. 

Transmission  Losses.  Wasting  Power  in  the  Using,  L.  W.  Alwyn-Schmidt.  Power 
Plant  Eng.,  vol.  22,  no.  24,  Dec.  15,  1918,  pp.  984-987.  Transmission  losses, 
waste  of  power  at  machine  and  methods  suggested  for  overcoming  them. 

Turbo-Generator  Plants.  Operating  Methods  That  Increase  Economy,  C.  F. 
Hirshfeld  and  C.  L.  Karr.  Elec.  World,  vol.  72,  no.  24,  Dec.  14,  1918,  pp. 
1120-1124,  2  figs.  Apply  to  turbo-generator  plants;  distribution  of  loads  on 
boilers  and  turbines  and  economical  operation  of  auxiliaries  discussed. 

Economic  Operation  of  Steam  Turbo-Electric  Stations,  T.  C.  Hirshfeld 
and  C.  L.  Karr,  Elec.  Rev.,  vol.  73,  nos.  23  and  24,  Dec.  7  and  14,  1918,  pp.  886- 
890  and  923-928,  5  figs.  Bureau  of  Mines  Technical  Paper  discussing  fuel- 
economy  factors,  load,  distribution  between  units,  boiler  room  and  auxiliairies 
operation. 

Waste  Heat.  Waste  Heat  for  Steam  Generation  .  Thomas  B.  Mackenzie.  Engineer- 
ing vol.  106  no.  2759  Nov.  15  1918  pp.  567-569,  2  figs.  Utilization  of  waste 
heat  from  open-hearth  furnaces  for  generation  of  steam.  Paper  before  Iron 
&  Steel  Inst.   Sept.  1918 

PRODUCER  GAS 

Kiln  Gas-Fired.  Heat  Balance  on  a  Producer-Gas  Fired  Chamber  Kiln,  R.  K. 
Hursh.  Jl.  Am  Ceramic  Soc.  vol.  1  no.  8,  Aug.  1918,  pp.  567-577,  1  fig. 
Data  based  on  tests  of  a  kiln  of  16  chambers,  each  holding  50,000  standard 
sized  brick  and  on  three  6-ft.  water-sealed  gas  producers  of  the  pressure  type. 

Open-Hearth  Furnaces.  Waste  Heat  from  Open  Hearth  Furnaces,  Thomas  B. 
Mackenzie.  Blast  Furnaces,  vol.  6,  no.  12,  Dec.  1918,  pp.  488-492,  3  figs. 
Analysis  of  producer  gas  supplied  to  furnace;  theoretical  principles  governing 
operation  of  waste-heat  boilers;  suggestions  concerning  layout  of  plant  and  boiler 
setting.     Paper  before  British  Iron  &  Steel  Inst.     (Concluded.) 

Wood.  The  Production  of  Power-Gas  from  Wood,  Leslie  B.  Williams,  Min.  Mag., 
vol.  19,  no.  5,  Nov.  1918,  pp.  246-250.  Discusses  composition  of  power  gas 
from  wood  and  methods  of  obtaining  largest  amounts  of  most  effective 
components. 

PUMPS 

Motor-Driven  Pumps.  High  Efficiencies  Shown  by  Motor-Driven  Water  Works 
Pumps  at  St  Paul,  Minn.  Mun.  &  County  Eng.,  vol.  55,  no.  6,  Dec.  1918, 
pp.  202-204,  2  figs.  Results  obtained  from  tests  of  two  12-in.  centrifugal 
pumps. 

REFRACTORIES 

Classification.  Refractories.  Clay- Worker,  vol.  70,  no.  6,  Dec.  1918,  pp.  504-505. 
Reasons  for  classification  into  acid,  basic  and  neutral;  construction,  effectiveness 
and  uses  of  each  of  these  classes;  properties  of  some  refractory  clays. 

Firebrick.  How  Slag  Temperatures  Affect  Firebrick,  Raymond  M.  Howe.  Iron 
Trade  Rev.,  vol.  63,  no.  23,  Dec.  5,  1918,  pp.  1288-1289.  Penetration  of  slag 
into  brick  was  determined  after  allowing  bricks,  which  were  previously  heated 
to  required  temperature,  to  retain  in  cavity  35  grams  of  slag  for  2  hrs.;  tables 
given  for  various  temperatures.  Paper  before  Refractories  Mfrs.  Assn. 
Also  Blast  Furnace,  vol.  6,  no.  12,  Dec.  1918,  pp.  484-485. 

Silica.  Silica  Refractories,  Donald  W.  Ross,  Jl.  Am.  Ceramic  Soc,  vol.  1,  no.  7, 
July  1918,  pp.  477-499,  6  fifs,  and  (discussion)  pp.  499-501.  Experimental 
data  on  raw  materials,  manufacture  and  burning  of  silica  brick,  and  properties 
of  burned  ware. 

REFRIGERATION 

ammonia.  What  Becomes  of  the  Ammonia  in  Refrigerating  Systems?  George  L. 
Reuschline,  Am.  Soc.  Refrig.  Engrs.  JL,  vol.  5,  no.  3,  Nov.  1918,  pp.  161-167. 
Production  of  ammonia  from  normal  sources;  amount  used  in  ice  and  refrigerating 
plants;  actual  needs  and  unavoidable  losses;  actual  ammonia  loss  per  ton  of 
ice  made;  avoidable  losses  and  how  to  stop  tem;  purging;  piston-rod  leakage; 
bonus  system. 

Ammonia,  Compression  Ststem.  The  Ammonia  Compression  Refrigerating  System — 
XXV.  W.  S.  Doan.  Rofrig.  World,  vol.  53,  no.  12,  Dec.  1918,  pp.  33-34.  1  fig. 
Testing  of  lubricating  oil;  petroleum  oils;  necessary  quantity  to  feed  bearings. 
(To  be  continued.) 

Ammonia  Piping.  Discussion  of  the  Topic  —  Size  of  and  Proper  Vapor  Velocity  in 
Ammonia  Suction  and  Discharge  Mains.  Am.  Soc.  Refrig.  Engrs.  JL,  vol.  5, 
no.  2  Sept.  1918,  pp.  120-124,  1  fig.     Discussion  at  Milwaukee  meeting. 


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143 


Fore  cooling.  Discussion  of  the  Topic  —  Advantages  of  Forecooling  Liquid  Ammonia 
Between  Receiver  and  Expansion  Valve  with  Coldest  Water  Available.  Am. 
Soc.  Refrig.  Engrs.  Jl.,  vol.  5  no.  2,  Sept.  1918,  pp.  125-130.  Discussion  at 
annual  meeting,  New  York. 

JIousEHOLn  Rffrigerating  Machine.  The  Household  Refrigerating  Machine 
John  E.  Starr.  Am.  Soc  Refrig.  Engrs.  Jl.,  vol.  5  no.  3,  Nov.  1018,  pp. 
157-160.  Attributes  difficulty  of  designing  commercial  type  of  small  compres- 
sion machine  to  leakage  at  stuffing  box  small  quantity  of  liquid  circulated  per 
minute  and  gradual  projection  of  lubricant  from  high-pressure  to  low-pressure 
side. 

Ice  Manufacture.  Ice  Plant  Investments,  George  E.  Wells,  Am.  Soc.  Refrig. 
Engr?.  Jl.,  vol.  5.  no.  3.  Nov.  1918,  pp.  145-152.  Detailed  ice-manufacturing 
costs  in  1915  of  20  southwestern  ice  plants  using  Corliss  steam  engines. 

Power  and  Labor  Requirements  of  Detroit  Type  Ice  Plant  Donald  Cole. 
Am.  Soc.  Refrig.  Engrs.  Jl.,  vol.  5  no.  2,  Sept.  1918  pp.  110-115  and  (discus- 
sion) pp.  115-119.  Operation  of  electrically  driven  raw-water  plant,  low- 
pressure,  drop-pipe  system  having  in  conjunction  an  ice  storage  house  holding 
full  output  of  thirty  to  one  hundred  days. 

Motor  Driven  Raw  Water  Ice  Plant,  George  E.  Chamberlin.  Am.  Soc. 
Refrig.  Engrs.  Jl.,  vol.  5  no.  2,  Sept.  1918,  pp.  87-109,  11  figs.  Description 
of  electrically  driven  high-pressure  plant  making  120  tons  of  ice  per  day. 

Low-Temperature  Compression  System.  The  Low-Temperature  Compression 
System  in  Practice,  H.  Sloan.  Power,  vol.  48,  no.  25,  Dec.  17,  1918,  pp.  896-897, 
2  figs.     From  paper  before  Am.  Soc.  of  Refrig.  Engrs.,  Milwaukee. 

RESEARCH 

British.  National  Laboratory  for  Industrial  Research,  Richard  T.  Glazebrook. 
Contract  Rec,  vol.  32,  no.  47,  Nov.  20,  1918,  pp.  924-926.  Need  of  sepcial 
laboratories  for  research  work;  research  for  trade  associations;  study  of  industrial 
problems  in  central  laboratory.     From  lecture  delivered  at  Royal  Instn. 

Science  and  the  Future,  A.  A.  Campbell  Swinton.  Machy,  Market, 
no.  944,  Dec.  6,  1918,  pp.  19-20.     From  address  to  Roy.  Soc.  Arts. 

National  Research  Council,  U.  S.  The  Engineering  Work  of  the  National  Re- 
search Council,  Henry  M.  Howe.  Bui.  Am.  Inst.  Min.  Engrs.,  no.  144,  Dec. 
1918,  pp.  1715-1719.  Purpose,  status  in  October,  1918,  and  character  of 
researches  on  pyrometry  and  electric  welding. 

STANDARDS  AND  STANDARDIZATION 

Engine-Testing  Forms.  Standard  Engine  Testing  Forms.  Jl.  Soc.  Automobile 
Engrs..  vol.  3,  no.  6,  Dec.  1918,  pp.  378-381,  3  figs.  Four  sheets:  one  giving 
rules  and  direction  for  use  of  forms  and  three  providing  means  for  giving 
information  regarding  engine  conditions  of  test  and  plotting  curie?  of  results. 

Gasoline.  Government  Standard  Gasoline  and  Oil  Specifications.  Jl.  Soc.  Auto- 
motive Engrs.,  vol.  3,  no.  6,  Dec  1918,  pp.  405-406.  Specifications  for  aviation 
gasoline,  motor  gasoline,  and  fuel,  gas  and  bunker  oils,  adopted  by  Committee 
on  Standardization  of  Petroleum  Specifications. 

Oils,  Illuminating.  Specifications  for  Illuminating  Oils.  Oil  &  Gas  Jl.,  vol.  17, 
no.  31,  Jan.  3,  1919,  pp.  50-52.  Methods  of  test  and  specifications  adopted  by 
Committee  on  Standardization  of  Petroleum  Specifications.  Rules  were 
drafted  with  view  to  allow  making  of  products  from  any  satisfactory  crude 
petroleum. 

STEAM  ENGINEERING 

Boilers.  Modern  Boilers  (Les  chaudieres  modernes),  L.  Conge.  Revue  G£nerale 
de  l'Electricite,  vol.  4,  no.  19,  Nov.  1918,  pp.  715-718,  11  figs.  Several  French 
and  American  types  are  considered  as  usuable  in  large  central  turbo-electric 

stations. 

Feeding  and  Circulating  the  Water  in  Steam  Boilers,  John  Watson.  Trans. 
Inst.  Marine  Engrs.,  vol.  30,  no.  239,  Nov.  1918,  pp.  225-246  and  (discussion) 
pp.  246-264,  7  figs.  Historical  account  of  schemes  evolved  and  experimental 
work  undertaken;  analysis  of  present  practices  in  the  various  types  of  boilers; 
effect  of  maxing  hot  boiler  water  with  incoming  feed  in  proportions  up  to  200 
per  cent,  boiler  water. 

Mechanical  Department  Circular  No.  11,  II.  S.  Ry.  Administration  Frank 
McManamy.  Ry.  Jl.,  vol.  25,  no.  1,  Jan.  1919.  pp.  21-22,  1,  fig.  Rules  and 
instructions  for  inspection  and  testing  of  stationary  boilers. 

How  to  Design  and  Lay  Out  a  Boiler  —  II,  William  C.  Strott.  Boiler 
Maker,  vol.  18,  no.  12,  Dec.  1918,  pp.  353-354,  5  figs.  Calculation  of  proper 
tube  expansion;  purpose  of  beading;  use  of  scant  tube  lengths;  figuring  "  line-up." 
(To  be  continued.) 

Condensers.  Keeping  Up  Condenser  Performance.  Hartley  LeH.  Smith.  Power, 
vol.  48,  no.  25,  Dec.  17,  1918,  pp.  868-870,  4  figs.  How  to  determine  economy 
which  should  he  obtained  and  how  to  correct  causes  of  low  vacuum. 

Steam  Pressure,  High.  High  Steam  Pressure  and  Superheat,  Eskil  Berg.  Power, 
vol.  48,  no.  24,  Dec.  10,  1918,  pp.  832-835,  3  figs.  From  a  paper  before  joint 
meeting  of  Western  Soc.  of  Engrs.,  Chicago  Section  of  Am.  Soc  of  Mech.  Engrs. 
and  Am.  Inst,  of  Elec.  Engrs. 

Turbines.  Steam  Turbines  for  Natural  Steam.  Power  Plant  Eng.,  vol.  22,  no.  24, 
Dec.  15,  1918,  pp.  990-993,  7  figs.  Power  plant  at  Larderello,  Italy,  operating 
large  turbine  units  with  natural  steam  taken  from  crevices  and  fissures  in  ground. 

Turbine  Engines  for  Cargo  Vessels.  Marine  Rev.,  vol.  49,  no.  1,  Jan.  1919, 
pp.  31-34,  6  figs.      Mechanical  features  of  the  geared  drives. 

Steam  Turbine  Progress  and  Possibilities.  Blast  Furnace,  vol.  6,  no.  52, 
Dec.  1918,  pp.  481-483,  5  figs.  Higher  bciler  pressures;  intermediate  steam 
reheating  in  large  multiple-cylinder  machines,  feedwater  heating;  use  of 
economizer. 

The  Historical  Development  of  Steam  Turbine  il).  Power  House  vol.  11, 
no.  11,  Nov.  1918  pp.  311-314,  10  figs.  Growth  in  capacity  and  in  size  of 
individual  units  during  last  30  years.     (To  be  continued.) 


Valves  Balanced  Slide.  Balanced  Slide  Valve  for  Andrews-Cameron  Steam  Engine 
(Tiroir  equilibr6  pour  machine  a  vapeur  systeme  Andrews  et  Cameron).  Genie 
Civil,  vol.  73,  no.  17,  Oct.  26,  1918,  pp.  333-334,  8  figs.  Description  of  two 
types,  one  with  two  and  other  with  three  parts. 

See  also  MECHANICAL  ENGINEERING,  Molor-Car  Engineering 
(.Steam  Vehicles.) 

THERMODYNAMICS 

Heat  Transmission.  Heat  Transfer  Tests  of  Building  Materials  L.  M.  Arkley. 
Jl.  Eng.  Inst.  Can.  vol.  1,  no.  8,  Dec.  1918  pp.  386-393  6  figs.  Account  of 
tests  (1)  to  determine  selection  of  proper  materials  to  be  used  in  buildings, 
(2)  to  determine  effect  on  transfer  of  heat  through  a  12-in.  hollow  tile  well  of 
laying  it  up,  first  with  hollow  spaces  horizontal  and  second  with  hollow  spaces 
vertical  and  directly  over  each  other,  (3)  to  investigate  heat-insulating  qualities 
of  a  number  of  materials  suitable  for  refrigerating  room  including  buil-up 
walls,  cork  walls,  and  ordinary  building  papers. 

New  Heat  Transmission  Tables,  William  R.  Jones.  Heat.  &  Vent.  Mag., 
vol.  15,  no.  12,  Dec,  1918,  pp.  36-40.     Third  series  of  tables. 

WELDING 

Aluminum.  How  to  Use  a  "Chill"  on  Aluminum  Welding.  David  Baxter  Jl.  Acetylene 
Welding,  vol.  20,  no.  6,  Dec.  1918,  pp.  280-282,  3  figs.  Method  of  backing  up 
hole  in  aluminum  crankcase  with  plate  of  heavy  galvanized  iron  and  welding 
across  to  fill  hole  with  aluminum,  the  iron  acting  as  a  sort  of  chill. 

Arc-Welding  Tool.  Improved  Arc  Welding  Tool.  Aerial  Age,  vol.  8,  no.  12, 
Dec.  2,  1918,  pp.  619-634,  2  figs.  Designed  to  make  operation  of  changing 
electrodes  definite  to  permit  any  amount  of  pull  when  electrode  freezes  to  work 
and  capable  of  eperating  for  voluntary  release. 

Electric  Welding.  Comparisons  of  Processes  of  Electric  Butt  Welding,  J.  B. 
Clappei.  Boiler  Maker,  vol.  18,  no.  12,  Dec.  1918,  pp.  345-346.  Operations 
in  butt  welding;  transformer  control;  strength  of  butt  weld;  application  of 
point  and  spot  welding;  use  of  resistance  process. 

Modern  Welding  by  Use  of  Electricity,  Elec.  Rev.,  vol.  73,  no.  25,  Dec.  21, 
1918,  pp.  959-962,  3  figs.  Principles  of  electric  arc  and  spot  welding;  advantages; 
methods  of  application;  recent  developments;  extent  of  field. 

Some  Recent  Developments  in  Machines  for  Electric  Spot  Welding  as  a 
Substitute  for  Riveting,  J.  M.  Weed.  Gen.  Elec.  Rev.,  vol.  21,  no.  12,  Dec. 
1918,  pp.  928-934,  9  figs.  Writer  claims  his  experiments  have  demonstrated 
that  the  thickness  of  parts  to  be  welded  is  governed  by  capacity  of  apparatus 
available  for  doing  the  work.. 

Electric  Welding  —  A  New  Industry,  H.  A.  Hornor.  Contract  Rec, 
vol.  32,  no.  47,  Nov.  20,  1918,  pp.  931-934.  Status  of  industry;  uses  of  alternat- 
ing current;  methods  of  welding  and  of  testing  a  joint:  developments.  Paper 
before  Am.  Inst.  Elec.  Enger. 

Comparative  Characteristics  of  Arc  Welders,  J.  F.  Lincoln.  Elec.  World, 
vol.  72,  no.  24,  Dec.  14,  1918,  pp.  1119-1120.  Discussion  to  bring  out  comparative 
advantages  and  costs  of  a.  c.  and  d.  c.  welders. 

Features  of  Arc  Welding  Development,  O.  A.  Kenyon.  Elec.  Rev.,  vol.  73, 
no.  25,  Dec.  21,  1918,  pp.  963-965,  2  figs.  Control  of  welding  heat;  selection 
of  kind  and  size  of  electrodes;  kinds  of  joints  and  their  characteristics;  systematic 
planning  of  welding  method  to  be  used. 

The  Constant-Energy  Arc- Welding  Set.  P.  O.  Noble.  Gen.  Elec.  Rev., 
vol.  21,  no.  12,  Dec.  1918,  pp.  938-910,  6  figs.  Type  of  equipment  designed  to 
facilitate  maintenance  of  a  short  arc  and  to  make  it  difficult  to  continue  a  long 
one. 

Electric  Welding  at  the  Erie  Works,  General  Electric  Company,  H.  Lemp 
and  J.  R.  Brown,  Gen.  Elec.  Rev.,  vol.  21,  no.  12,  Dec.  1918,  pp.  915-918,  12  figs. 
Applications  of  process  to  welding  saws,  butt-welding  high-speed  steel  to  shank 
of  machine  steel  in  manufacture  of  machine  tools,  and  various  other  mechanical 
purposes. 

A  Review  of  Electric  Arc  Welding,  John  A.  Scede.  Gen.  Elec.  Rev., 
vol.  21,  no.  12,  Dec.  1918,  pp.  881-886,  10  figs.  Evaluation  of  present  practice, 
with  special  consideration  of  carbon  electrode  welding,  metallic  electrode, 
welding  electrodes,  fluxes,  holders,  a.  0.  arc  welding,  automatic  welding  and 
apparatus  employed. 

Inspection  op  Welds.  Inspection  of  Electric  Welds,  O.  H.  Escholz.  Power,  vol.  48, 
no.  25,  Dec.  17,  1918,  pp.  872-873,  3  figs.  Describes  various  tests  and  their 
efficiencies. 

Inspecting  Metallic  Electrode  Arc  Welds,  O.  S.  Escholz.  Am.  Drop 
Forger,  vol.  4,  no.  11,  Nov.  1918,  pp.  448-450,  4  figs.  Comments  on  significance 
and  value  of  visual  inspection,  adhesion  of  deposit,  penetration  and  electrical 
tests. 

Joints.  Lloyd's  Experiments  on  Electrically  Welded  Joints,  H.  Jasper  Cox.  Gen. 
Elec.  Rev.,  vol.  21,  no.  12,  Dec.  1918,  pp.  861-870,  10  figs.  Results  concerning 
modulus  of  elasticity,  approximate  elastic  limit,  utimate  strength,  ultimate 
elongation,  alternating  stresses,  chemical  and  microscopic  analysis,  and  strength 
of  welds. 

Non-Ferrous  Metals.  The  Butt  Welding  of  Some  Non-Ferrous  Metals,  E.  F. 
Collins  and  W.  Jacob.  Gen.  Elec.  Rev.,  vol.  21,  no.  12,  Dec.  1918,  pp.  958-961, 
5  figs.  Describes  process  said  to  be  outcome  of  search  for  satisfactory  method 
of  connecting  end  rings  to  rotor  bars  of  induction  motor. 

Oxidation.  The  Welding  of  Iron  and  Steel,  W.  H.  Cathcart.  Iron  Age,  vol.  102, 
no.  26,  Dec.  26,  1918,  pp.  1587-1583,  10  figs.  Principles  governing  smithy 
and  forge;  effect  of  oxidation;  use  of  a  flux;  annealing  essential;  conditions  to 
be  fulfilled.  From  article  in  Apr.,  1918,  issue  of  Jl.  of  West  of  Scotland  Iron 
and  Steel  Inat.,  Galsgow. 

Oxy-Acetylene  Welding.  Oxy-Acetylene  Pipe  Welding  and  Cutting,  Gas  Age, 
vol.  42,  no.  12,  Dec.  16,  1918,  pp.  515-516,  5  figs.  Practical  suggestions  on 
manipulation  of  blowpipe.     (Continuation  of  serial.) 

Handling  Acetylene  Welding  Outfits,  E.  Wanamaker.  Ry.  Rev.,  vol.  63, 
no.  25,  Dec  21,  1918,  pp.  869-871.  Discussion  of  acetylene  and  oxygen  gases 
and  instructions  for  handling  outfits  in  shops.  Paper  before  Ry.  Fire  Prevention 
Assn.  Chicago. 


144 


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Research.  Research  in  Spot  Welding  of  Heavy  Plate.?,  W.  L.  Merrill,  Gen.  Elec. 
Rev.,  vol.  21,  no.  12,  Dec.  1918,  pp.  919-922,  7  figs.  Record  of  experiments 
with  specially  built  welding  machine  of  36  tons  pressure  capaticy  and  100,000 

I  .  amperes  current  capacity,  showing  probability  that  new  field  of  application  for 
spot  welding  will  be  developed. 

Structure  of  Iron.  Microstructure  of  Iron  Deposited  by  Electric  Arc  Welding, 
George  F.  Comstock.  Bui,  Am.  Inst.  Min.  Engrs.,  no.  145,  Jan.  1019,  pp.  43-50, 
10  figs.  From  microscopic  examination  of  a  weld  writer  concludes  that  pale 
crystals  typical  of  steel  fusion  welds  are  not  cementite  or  martensite  or  any 
similar  carbide  product,  but  probably  nitride  of  iron.  Discussion  of  S.  \V. 
Miller's  paper.     (Bui.  A.  I.  M.  E.,  Feb.-May,  1918.) 

A  Study  of  the  Joining  of  Metals,  J.  A.  Cnpp.  Gen.  Elec.  Rev.,  vol.  21, 
no.  12,  Dec.  1918,  pp.  947-956,  36  figs.  Microscopic  study  of  welds  made 
(1)  with  high  current  applied  for  long  periods,  (2)  smaller  current  applied  for 
shorter  time,  and  (3)  current  just  large  enough  to  procure  welding  temperature 
when  applied  for  minimum  time;  made  to  determine  best  practice  in  making 
butt  welds  bv  Thompson  electric  welding  machine. 

The  Metallurgy  of  the  Arc  Weld,  W.  10.  Under.  Gen.  Elec.  Rev.,  vol.  21, 
no.  12,  Dec.  1918,  pp.  941-946,  15  figs.  Notes  based  on  microscopical  examina- 
tion of  crystal  structure,  gas  holes,  slag  inclusions,  impurities,  and  composition. 

Tank  Manufacture.  Electric  Arc  Welding  in  Tank  Construction,  R.  E.  Wagner. 
Gen.  Elec.  Rev.,  vol.  21,  no.  12,  Dec.  1918,  pp.  899-91 1.  2.")  tigs.  Qualifications 
of  successful  operator;  value  of  intelligent  study  of  work  in  band  and  its  prepara- 
tion for  welding;  application  of  arc  welding  to  tank  construction;  tabular  data 
for  determining  cost  of  process. 

Welded  Seams.  Welded  Scams  Corrert  Faults  in  Converters.  Boiler  Maker, 
vol.  18,  no.  12,  Dec.  19 IS,  pp.  347-348,  6  ligs.  Experiments  on  welded-type 
heaters;  difficulties  in  welding  materials  of  varying  thicknesses;  automatic 
cutting  machine.     From  Jl.  Acetylene  Welding. 

Welding.     Principles  and   Practices   of   Fusion    Welding,    S.    W.    Miller.     Am.   Soc. 
Refrig.  Engrs.     Jl.,  vol.  5,  no.  3,  Nov.   1918,  pi>.  168-215,  83  figs.     Differenci 
between   various   systems;    principles    of    successful    welding;    composition    of 
weld;   testing   welds;   welding   practices   and   materials;   metallurgy   and    heat 
treatment  of  welds;  variety  of  welds. 

See  also  ELECTRICAL  ENCI N  EERI  NO,  Transformers,  Converters 
Frequency  Changers  (Welding,  Transformers  for);  MARINE  ENGINEERING 
Yards  Welding);  RAILROAD  ENGINEERING  Welding). 

VARIA 

Metric  System.  Reflexions  on  the  Arguments  For  and  Against  the  Metric  System 
(Reflexions  sur  les  pour  et  les  contrc  du  systeme  m6trique).  Ch.  Ed.  Guillaume. 
Industrie  Electrique,  year  27,  no.  624,  June  25,  1918,  pp.  225-227.  Question 
of  fundamental  units;  decimalization;  possible  adoption  by  Anglo-Saxon  nations; 
arguments  based  on  present  situation.  Remarks  on  Atkinson's  communication 
to  Instn.  Elec.  Engrs. 

Opportunities  for  Engineers.  Broader  Opportunities  for  the  Engineer,  Charles  T. 
Main.  Jl.  Am.  Soc.  Mcch.  Engrs.,  vol.  41,  no  1,  Jan.  1919,  pp.  6-11.  Fields  of 
activity  opened  to  engineering  societies  and  individual  engineers  in  consequence 
of  technical  and  social  poportunities  which  have  been  created  with  the  advent 
of  world  peace.  Presidential  address  delivered  at  animal  meeting  of  the 
Society. 

Packing  Machinery.  The  Problem  of  Packing.  Cassier's  Eng.  Monthly,  vol.  54, 
no.  5,  Nov.  1918  pp.  257-262,  6  figs.  Suggestions  in  regard  to  packing  machinery 
for  home  market  and  export. 

Society  Engineering.  Aims  and  Organization  of  the  Society,  L.  C.  Marburg. 
Jl.  Am.  Soc.  Meeh.  Engrs.,  vol.  41,  no.  1,  Jan.  1919,  pp.  12-15.  Relations  of 
the  mechanical  engineer  to  his  work,  to  the  community  and  other  engineers. 
Report  of  Committee  on  Aims  and  Organization  of  the  Society. 

Technical  Writing.  Obtaining  Ideas  for  Technical  Article;,  Albert  M.  Wolf. 
Wis.  Engr.,  vol.  23,  no.  2,  Nov.  1918,  pp.  40-41.  Value  of  observation  and 
diligent  application  of  menta  faculties  to  gathering  technical  date. 

ELECTRICAL   ENGINEERING 

ELECTROPHYSICS 

A.  C.  Circuits.  The  Calculation  of  Alternating  Current  Circuits,  Gordon  Kribs. 
Power  House,  vol.  ll.no.  11,  Nov.  1918,  pp.  318-321,  2  figs.  Tables  of  constants 
offered  as  readily  usable  in  computing  size  of  wire  in  a.  c.  25-and  60-cycle  circuits. 

Harmonic  Analysis.  Harmonic  Analysis  of  Alternating  Currents  by  the  Resonance 
Galvanometer  tSur  l'analyse  harmonique  des  courants-  alternatifs  par  le  galva- 
nometre  de  resonnance),  Andre  .Blondel  Comptes  rendus  des  seances  de 
l'Academie  des  Sciences  ,vol.  167,  no.  20,  Nov.  11,  1918,  pp.  711-717,  1  fig. 
Characteristics  of  method  proposed  as  modification  of  Pupin's  and  Armagnat's 
Considers  (1)  non-inductive  resistances  in  circuits  of  galvanometer,  and  (2)  a 
circuit  having  one  or  several  capacities  connected  in  series. 

Spark  Plug  Insulators.  Resistance  of  Hot  Spark  Plug  Insulators,  R.  H. 
Cunningham.  Automotive  Indus.,  vol.  39,  no.  22,  Nov.  28,  1918,  pp.  907-911, 
8  figs.  Experimental  tests  to  determine  loss  of  resistance  at  working  tem- 
peratures; how  such  loss  affects  action  of  plug. 

Vapor  Arcs.  Low- Voltage  Arcs  in  Metallic  Vapours,  J.  C.  LeT.ennan.  Proe.  Phys. 
Soc,  Lond.,  vol.  31,  no.  170,  Dec.  15,  1918,  pp.  30-48,  6  figs.  Repetition  of 
experiments  by  Millikan  and  Hebb  whose  results  writer  believes  to  be  in  conflict 
with  quantum  theory.  Results  showed  that  quantum  relation  holds  good 
with  moderately  heated  incandescent  cathodes  and  a  moderate  supply  of  metallic 
vapor.  It  was  possible  to  obtain  questioned  phenomena,  however,  by  increasing 
temperature  of  incandescent  cathode. 


ELECTROCHEMISTRY 

Copper  Plating.  Automatic  Copper  Plating,  Joseph  W.  Richards.  Bui.  Am. 
Inst.  Min.  Engrs.,  no.  145,  Jan.  1919,  pp.  27-31,  4  figs.  Patented  process. 
Basic  principle  involved  lies  in  application  of  plating  copper  while  iron  sheet 
is  cold  and  then  melting  metal  under  conditions  favorable  to  formation  of 
plating. 

FURNACES 

Electric  Furnace  Improvements  During  1918,  A.  V.  Farr.  Blast  Furnace, 
vol.  7,  no.  1,  Jan.  1919,  pp.  20-24,  9  figs.  Efforts  to  increase  output;  linings, 
tilting  apparatus  and  cooling;  power  supply;  comparative  date. 

Electrodes.  Electrodes  for  Electric  Furnaces:  Their  Manufacture,  Properties,  and 
Utilization  (11),  Jean  F.scard.  Gen.  Elec.  Rev.,  vol.  21,  no.  11,  Nov.  1918, 
pp.  781-792,  37  figs.  Form,  dimensions,  grouping,  and  composition  of  electrodes, 
and  their  arrangement  in  the  various  types  of  furnaces;  life,  wear,  and  protection 
of  electrodes;  electrode  holders,  cooling  systems,  and  methods  of  attaching 
connections.     Trnaslated  from  Le  Gfinie  Civil. 

Industrial  Furnaces.  Electric  Heated  Industrial  Furnaces,  George  J.Krikgasser. 
Indus.  Management,  vol.  57,  no.  1,  Jan.  1919,  pp.  26-32,  14  figs.  Type  of 
furnaces  and  accessory  apparatus  used  in  melting  irons,  brasses  and  bronzes 
in  foundries;  for  heat-treating  metal  parts;  in  the  manufacture  of  special  alloys; 
for  annealing,  hardening  and  tempering  tools;  and  for  determining  decalescent 
and  reealescent  points  in  tool  steels. 

Nitrogen-Fixation  Furnace.  Nitrogen  Fixation  Furnaces,  E.  Killburn  Scott. 
Gen.  Elec.  Rev.,  vol.  21,  no.  11,  Nov.  1918,  pp.  793-804,  16  figs.  Salient  points 
of  difference  between  electric  furnaces  for  fixation  of  nitrogen  and  those  for 
metallurgical  purposes.  Discussion  of  various  features  in  operation,  such  as 
phase  balance,  starting,  losses,  electrodes,  stabilizing  arc,  power  factor,  air 
supply,  preheater,  absorption,  cooling  the  gas,  and  theory  of  reaction.  Abstract 
of  paper  before  Electrochemical  Soc. 

Steel  Furnaces.  The  Status  of  the  Electric  Steel  Industry,  Edwin  F.  Cone.  Iron 
Age,  vol.  103,  no.  1,  Jan.  2,  1919,  pp.  60-62.  United"  States  still  leads  in  out- 
put witli  287  furnaces;  progress  since  1910;  furnaces  in  world's  industry  probably 
over  815. 

Electric  Furnaces  for  the  Production  of  Steel  and  Ferro-Alloys,  J.  O.  Seede. 
Gen.  Elec.  Rev.,  vol.  21,  no  11,  Nov.  1918,  pp.  767-780,  28  figs.  Fundamentals 
of  high-grade  steel  manufacture;  author  perfers  electric  furnace  to  all  other 
types;  classification  and  sketches  of  important  furnaces. 

Adds  Electric  Unit  to  Melting  Equipment.  Iron  Trade  Rev.,  vol.  63, 
no.  24,  Dec.  12,  1918,  pp.  1353-1354,  10  figs.  Installation  in  which  power  is 
supplied  through  bank  of  two  single-phase,  500-kva.  transformers  connected 
to  a  2300-volt,  3-phase,  60-cycle  supply  line.  Furnace  hearth  acts  as  neutral 
electrode,  bottom  connection  being  made  to  central  point  on  transformer. 
Arcs  are  formed  independently  of  one  another. 

Electric  Furnaces  in  Metallurgy.  Elecn.,  vol.  81,  no.  2113,  Nov.  15,  1918, 
pp.  588-590,  7  figs.     Description  of  Heroult  furnace. 

The  Electric  Furnace  in  the  Orey  Iron  Foundry.  Can.  Foundryman, 
vol.  9,  no.  12,  Dec.  1918.  pp.  291-292  and  295,  4  figs.  Work  being  done  by 
Bowmanville  Foundry  Co.  Mechanical  feature  and  electrical  control  of 
furnace. 

Electric  Furnace  Data  for  Fcrro-Tungsten,  Robert  M.  Kenney.  Blast 
Furnace,  vol.  6,  no.  12,  Dec.  1918,  pp.  486-487.  Data  and  description  of 
ferro-tungsten  production;  smelting  of  ferberite  concentrate;  possibilities  of 
making  in  one  single  operation  ferro-tungsten  containing  less  than  one  per 
cent  carbon.     Paper  before  Am.  Inst.  Min.  Engrs. 

GENERATING  STATIONS 

Canada.  Electric  Power  Generation  in  Ontario  on  Systems  of  Hydro-Electric  Power 
Commission,  Arthur  H.  Hull.  Can.  Engr.,  vol.  35,  no.  25,  Dec.  19,  1918, 
pp.  532-533.  Details  of  generation  and  electrical  distribution:  Rideau  and 
Magara  systems:  Queenstown  development.      (Concluded.) 

Centralization  of  Power.  Wholesale  Power,  F.  P.  Royce.  Stone  &  Webster  Jl., 
vol.  23,  no.  5,  Nov.  1918,  pp.  357-360.  Conditions  favorable  to  centralization 
of  electric  power.  Memorandum  of  statement  made  at  meeting  of  New  England 
Section  of  Nat.  Elec.  Light  Assn. 

Hydroelectric  Stations.  Electric  Power  Generation  in  Ontario  on  Systems  of 
Hydro-Electric  Power  Commission,  Arthur  H.  Hull.  Can.  Engr.,  vol.  35, 
no.  24,  Dec.  12,  1918,  pp.  520-523.  Paper  before  Toronto  Section  Am.  Inst. 
Elec.  Engrs.  Also  Elec.  News,  vol.  27,  no.  23,  Dec.  1,  1918.  pp.  25-29,  1  fig. 
General  plan  and  particulars  of  canal  development  work  and  power  generation. 

The  Present  Status  of  Hetch  Hetchy,  Rudolph  W.  van  Norden.  Jl.  Elec, 
vol.  41,  no.  10,  Nov.  15,  1918,  pp.  348-443,  8  figs.  Survey,  score  and  present 
progress  of  water  and  power  project  undertaken  by  city  of  San  Francisco. 

Data  Existing  in  Regard  to  the  Construction  of  Hydroelectric  Power 
Plants  (Sur  les  donnees  actuelles  en  matiere  de  construction  d'usines  hydro- 
^lectriques),  Denis  Eydoux.  Annales  des  Ponts  et  Chaussees,  year  88,  vol.  4, 
no.  18,  July-Aug.  1918,  pp  7-96,  34  figs.  Resume  of  theroetical  considerations, 
general  equations  and  present  practice,  with  special  reference  to  groups  of 
French  plants  in  Dauphine'  and  the  arrangement  existing  between  water-courses 
of  the  Society  PyrSneenne  (.Toulouse  and  Tarn)  with  those  of  theSoci^teMeridi- 
onale  (Aude  and  Herault).     (To  be  continued.) 

Steam-Electric  Stations.  A  Good  Instance  of  Utilization  of  Italian  Products  in 
Argentine  f\Jno  forte  impronta  dei  produttori  italiani  nell'  Argentina).  L'lndus- 
tria,  vol.  32,  no.  21,  Nov.  15,  1918,  pp.  638-464,  13  figs.  Details  and  plans 
of  steam-turbine  central  station  distributing  30  million  kw.hr.  at  7000  volts 
to  five  substations.     Substation  also  described. 

GENERATORS  AND   MOTORS 

Dynamical  Theory.  The  Dynamical  Theory  of  Electric  Engines,  Elecn.,  vol.  81, 
no.  2114,  Nov.  22,  1918,  pp.  616-617,  4  figs.  Abstracted  from  10th  Kelvin 
lecture  delivered  by  L.  B.  Atkinson  before  Inst,  of  Elec.  Engrs. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


145 


Alternators.  High-Frequency  Alternator?  (Les  alternateurs  a,  haute  frequence), 
O.  Billeux.  Revue  Generale  de  1'Electricite,  vol.  4,  no.  21,  Nov.  23,  1918, 
pp.  803-805,  5  figs.  Principles  of  these  machines,  particularly  of  the  Alexander- 
son  type  (.frequency,  30,000  per  sec),  built  for  experimental  purposes  by  the 
Society  Francaise  Radio-electrique. 

Generators.  Construction  and  Use  of  Generators  Driven  by  Waterwheels.  Elec. 
Rec,  vol.  24,  no.  0,  Dee.  1918,  pp.  60-08,  21  figs.  Important  features  in  both 
vertical  and  horizontal  types. 

Induction  Motors.  Reconnecting  Induction  Motors  —  For  Change  in  the  Number 
of  Poles,  A.  M.  Dudley.  Power,  vol.  49,  no.  1,  Jan.  7,  1919,  pp.  9-14,  15  figs. 
(Third  article  ) 

Rotors.  Turbo-Alternator  Rotors:  Features  of  Mechanical  Design  (II),  S.  F.  Barclay. 
Power  House,  vol.  11.  no.  11,  Nov.  1918,  pp.  323-327,  17  figs.  Suggested 
specifications  for  guidance  in  purchasing  equipment. 

Synchronous  Motors.  Magnetization  Curves  for  Synchronous  Motors.  (Fiitkurvor- 
diagram  och  magnetiseringskurvor  for  fierfasiga  svnkronmaskiner),  John 
Wennerberg.  Teknisk  Tidskrift,  Elextroteknik,  vol.  48,  no.  11,  Nov.  0,  1918 
pp.  138-146. 

LIGHTING  AND  LAMP   MANUFACTURE 

Fixtures.  Linking  Science  and  Art.  in  Lighting,  M.  Luckiesh.  Elec.  Rev.,  vol.  73, 
no.  23,  Dee.  7,  1918,  pp.  884-88.5.  Suggestions  for  fixture  dealer  in  demonstrat- 
ing lighting  effects.  Third  article.  (First  and  second  appeared  in  Elec.  Rev. 
Oct.  5  and  Nov.  2.) 

Lamps,  Manufacture.  Methods  of  Manufacturing  Incandescent  Lamps,  H.  M. 
Robins.  Wis  Engr.,  vol.  23,  no.  3,  Dec.  1918,  pp.  67-70,  6  figs.  Description 
of  required  operations  with  reference  to  advantageous  working  conditions  of 
manufacturing  establishments. 

Light  Generation  and  Distribution.  Light  Electricity  and  the  Shop  C.  E. 
Clewell.  Am.  Mach.  vol.  49  no.  2i  Dec.  12  1918  pp.  1061-1085  10  figs. 
From  coal  pile  to  machine  too!  and  lamp   losses  are  considered, 

MEASUREMENTS  AND  TESTS 

Loader.  The  Loader  Ross  B.  Mateer.  Jl.  Elec.  vol.  41  no.  12  Dec.  15,  1918, 
p.  553,  4  figs.  Suggests  composite  symbol  to  indicate  lead  center,  density 
and  character  of  load  served. 

Meters.  Three-Wire  D-5  Meters.  Jl.  Elec,  vol.  41,  no.  10,  Nov.  15,  1918,  pp. 
474-475.  Wiring  diagram  and  features  of  watthour  meter  consisting  of  two- 
and  three-wire  elements  placed  side  by  side  in  common  base  and  registering  on 
common  recording  train  so  that  sum  of  revolutions  of  both  elements  will  be 
added  and  indicated  on  dial. 

Power-Factor  Indicators.  Removing  Obstacles  to  Power-Factor  Charge,  Will 
Krown.  Elec.  World,  vol.  72,  no.  26,  Dec.  28,  191s,  pp.  1220-1222,  1  fig. 
Necessity  o  standard  method  of  measuring  power  factor  and  instrument  that 
would  be  universally  applicable;  examination  into  methods  now  employed  in 
widely  separated  plants. 

Calibration  of  Power  Factor  Indicators,  Walter  Wescott  Hoke,  filer. 
World,  vol.  72,  no.  23,  Dec.  7,  1918,  pp.  1076-1078,  *  figs.  Methodof  calibrating 
polyphase  power-factor  indicators  of  which  resistances  of  potential  circuits  are 
not  equal;  also  applies  to  indicators  iii  which  current  coil  is  in  one  phase  of  a 
two-phase  line. 

Rubber-Goods  Testing.  Safeguarding  Electrical  Employees.  Elec.  World,  vol.  72, 
no.  26,  Dec  28,  1918,  pp.  1223-1223,  5  tigs.  How  companies  which  take  active 
interest  in  well-being  of  their  employees  have  made  use  of  protective  devices 
to  guard  against  personal  injuries;  care  and  testing  of  rubber  goods. 

Transmission  Factor  for  Glass.  The  Measurement  of  Transmission-Factor, 
M.  Luckiesh  and  L.  L.  Mcllor.  Jl.  Franklin  Inst  ,  vol.  ls'i,  no.  5,  Nov.  191s, 
pp.  529-515,  8  figs.  Investigation  of  various  arrangements  of  apparatus  designer! 
to  determine  transmission  factors  for  several  diffusive  glasses  for  LUuminatiod 
(1)  by  a  narrow  beam  of  light  directed  perpendicularly  to  surface  of  specimen, 
and  (2)  uniformly  diffused  light  reaching  specimen  From  all  directions;  examina- 
tion of  effect  ou  value  of  transmission  factor  of  position  of  specimen  with  respect 
to  light  and  character  of  side,  smooth  or  rough,  upon  which  light  strikes  it. 

POWER  APPLICATIONS 

Alloy  Production.  New  Materials  Developed  in  Germany  for  Electrical  Industry 
(Les  nouveaux  matexiaux  dans  ['industries  electrique  en  Allemagne),  S,  Fria. 
Industrie  Electrique,  year  27,  no.  (121,  June  25,  191S,  pp.  227-250.  Application 
of  alloys  such  a;  electron  (10  Al  4-  90  Mh],  magnaltum,  duralumin  and  other 
compositions;  regulation  governing  material  to  be  used  in  various  types  of 
electric  lines;  instruments  and  apparatus;  machines  anil  transformers. 

Dairy  Farms.  Use  of  Electricity  on  Dairy  Farms  to  Increase  Production.  Elec. 
Rev.,  vol.  73,  no.  26,  Dec.  28,  1918,  pp.  995-997,  3  figs.  Proper  lighting  and 
use  of  electric  fans  in  Georgia  farm  stables  result  in  greater  quantity  and  better 
quality  of  product. 

Electrochemical  Processes.  Electricity  Releases  Chemistry's  Power,  James 
M.  Matthews.  Gen.  Elec.  Rev.,  vol.  21,  no.  11,  Nov.  1918,  pp.  727-750,  46  figs. 
Some  of  the  uses  of  electricity  in  the  chemical  industry  arc  illustrated  with 
descriptions  of  uses  of  electric  furnaces  and  electrically-driven  motors  and 
installations  of  electrolytic  works. 

Electrolytic  and  Electrothermic  Processes  and  Products.  Gen.  Elec. 
Rev.,  vol.  21,  no.  21,  no.  11,  Nov.  1918,  pp.  756-766,  12  tigs.  Rrief  outline  of 
sodium,  calcium,  magnesium  and  aluminum;  more  detailed  description  of  electric- 
furnace  methods  of  manufacturing  calcium  carbide,  carborundum,  silicon, 
graphite,  alundum,  fused  silica  and  carbon  bisulphide;  methods  of  fixation  of 
atmospheric  nitrogen  and  oxidation  of  nitrogen;  sketches  '•(  Birkland-Eyde, 
Schonherr,  and  Pauling  furnace*- 


Goid  Dredges.  Use  of  Electriety  on  Gold  Dredges.  Elec.  Rev.,  vol.  73,  no.  23, 
Dec.  7,  1918,  pp.  881-883,  3  figs.  Description  of  typical  dredge;  valuo  of 
central-station  service  for  work;  points  to  observe  in  selecting  apparatus  required; 
description  of  electrical  equipment  used. 

Harbors.  Extensive  Use  of  Electricity  for  San  Francisco  Harbor.  Elec.  Rev., 
vol.  72,  no.  26,  Dec.  26,  1918,  pp.  1001-1005,  4  figs.  Pier,  dock  and  street 
lighting;  electric  clock  system;  harbor  lights  and  fog  signals;  fire-alarm  and 
telephone  system;  electric  repair  and  maintenance  service;  features  of  wiring. 

Shipbuilding.  The  Application  of  Electricity  in  Ships  and  Shipbuilding,  J.  F.  Nielson. 
Elecn.,  vol.  81,  no.  2114,  Nov.  22,  1918.  pp.  621.  Abstract  paper  before 
Scottish  Local  Section  of  Inst,  of  Elec  Enrgs.,  Nov.  1918. 

Steel  Mills.  Operating-Electrically-Driven  Steel  Mills,  J.  T.  Sturtevant.  Iron 
Trade  Rev.,  vol.  63,  no.  23,  Dec.  5,  1918,  pp.  1292-1293,  4  figs.  Layout,  equip- 
ment, power  consumption,  tonnages  and  capacities  of  11  installations  at  Lehigh 
plant  of  Bethlehem  Steel  Co. 

TELEGRAPHY  AND  TELEPHONY 

Antenna.  The  Vertical  Grounded  Antenna  as  a  Generalized  Bessel's  Antenna, 
A.  Press.  Proc  Inst.  Radio  Engrs.,  vol.  6,  no.  6,  Dec.  1918,  pp.  317-322,  1  fig. 
General  expression  for  current  at  any  point  of  antenna  formulated  by  taking 
account  of  variable  distribution  of  inductance  and  capacity;  particular  solution 
for  current  and  voltage  distribution  in  case  of  antenna  having  zero  current  at 
top  and  maximum  current  at  bottom. 

Capacity  of  a  Horizontal  Antenna  (Capacity  d'une  antenne  horizontale), 
J.  B.  Pompey.  Revue  G6ne>ale  de  l'Electricite,  vol.  4,  no.  21,  Nov.  23,  1918, 
pp.  790-792,  1  fig.      Modification  of  original  derivation  of  Pederson's  formula. 

Duplex  Polar  Transmission.  Improving  Polar  Duplex  Transmission.  Telegraph 
&  Telephone  Age,  no.  24,  Dec.  16,  1918,  pp.  564-565,  5  figs.  Diagrams  of  five 
different  schemes  tried  in  long  lines  operated  polar  duplex. 

Photographs,  Wifeless  Transmission  of.  The  Design  and  Construction  of 
Apparatus  for  the  Wireless  Transmission  of  Photographs,  Marcus  J.  Martin. 
Wireless  World,  vol.  6,  no.  69,  Dec.  1918,  pp.  509-513,  7  figs.  Describes  system 
outlined  in  handbook  on  the  Wireless  Transmission  of  Photographs  as  at  present 
developed.  Writer's  intention  is  to  provide  practical  groundwork  for  improve- 
ments.     (To  be  continued.) 

Radio  Telephony.  Some  Aspects  of  Radio  Telephony  in  Japan,  Eitaro  Yokoyama. 
Wireless  World,  vol.  6,  no.  69,  Dec.  1918,  pp.  484-487,  5  figs.  Influence  of  gas 
clearance,  dimensions  and  shape  of  electrodes  upon  discharge.  From  Proc. 
Inst.  Radio  Engrs.      (Continuation  of  serial) 

Rkoio  Transmitter.  On  the  Electrical  Operation  and  Mechanical  Design  of  an 
impulse  Excitation  Multi-Spark-Group  Radio  Transmitter,  Bowden  Washington 
Proc.  Inst.  Radio  Engrs.,  vol.  6,  no.  6,  Dec  1918,  pp.  295-315,  31  figs.  Discussion 
of  impulse  excitation;  description  of  three  forms  of  gaps  suitable  for  extreme 
quenching;  oscillograms  showing  operation  of  such  gaps;  operation  of  actual 
0  5-kw.  and  2-kw.  sets. 

Spark  Discharges.  The  Revolving  Mirror  and  Spark  Discharges,  Lindlay  Pyle. 
Wireless  World,  vol.  6,  no.  69,  Dec.  1918,  pp.  489-490,  1  fig.  Shows  diagram- 
matically  and  describes  briefly  method  of  observing  and  photographing  oscillatory 
nature  of  "  wireless  "  spark.     From  Electrical  Experimenter. 

Spark  Gap.  A  Ventilated  Spark  Discharge  Gap.  Wireless  Age,  vol.  6,  no.  3,  Dec. 
1918,  pp.  44-45,  3  figs.  Internal  construction  and  action  of  apparatus  said  to 
be  silent  in  operation  and  to  maintain  a  predetermined  operating  characteristic. 
On  the  Possibility  of  Tone  Production  by  Rotary  and  Stationary  Spark 
Gaps,  Hidetsugu  Vagi.  Proc.  Inst.  Radio  Engrs.,  vol.  6,  no.  6,  Dec.  1918, 
pp.  323-343,  17  figs.  Results  produced  by  needle  and  spherical  gaps  with 
a.  c.  transformer,  spark-gap  method  and  with  high-tension  d.  c  spark-gap 
method;  brief  treatment  of  transient  conditions  existing  before  establishment 
of  stable  tone  regime. 

Telephone,  Sound-Detecting  Devices.  Telephone  Service  Standards.  Telephony, 
vol.  76,  no.  1,  Jan.  4,  1919,  pp.  22-23,  Investigation  of  service  and  transmission 
standards  and  experimental  work  on  sound-detecting  devices  by  telephone 
section  of  Bureau  of  Standards,  from  1917-1918  report  Secretary  of  Commerce. 

Telephone  Troubles.  How  to  Locate  Telephone  Troubles,  J.  Bernard  Hecht. 
Telephony,  vol.  76,;no.  1,  Jan.  4,  1919,  pp.  26-27.  Care  and  maintenance  of 
primary  batteries.  Instructions  to  managers,  wire  chief  and  troublemcn  of 
local  battery  telephone  exchanges.     Sixth  article. 

Vacuum-Tube  Electrodes.  A  Method  of  Constructing  Gas-Free  Electrodes. 
Wireless  World,  vol.  6,  no.  69,  Dec.  1918,  pp.  488-489.  Process  of  manufacturing 
vacuum  tube  in  which  anode  consists  of  coating  of  metal  sprayed  on  inside  of 
bulb  by  incandescing  rafractory  metallic  conductor,  such  as  tungsten,  in  partial 
vacuum.     From  Wireless  Age. 

Time  Signaling.  Wireless  Time-Signaling  Device,  Wireless  Age,  vol.  6,  no.  3,  Dec. 
1918,  pp.  13-14,  3  figs.  Apparatus  for  synchronizing  time  clocks  from  one 
main  radio  station,  permitting  at  predetermined  intervals  a  correction  of  errors 
encountered  in  clock  mechanisms. 

TRANSFORMERS,  CONVERTERS,  FREQUENCY  CHANGERS 

Radio  Frequency  Changers.  Radio  Frequency  Changers,  E.  E.  Bucher,  Wireless 
Age,  vol.  6,  nos.  3  and  4,  Dec  1918  and  Jan.  1919,  pp.  20-22  and  20-22,  13  figs. 
Reported  progress  in  their  application  to  wireless  telegraphic  and  telephonic 
communication  Control  of  antenna  currents. 

Rectifiers.  Incandescent-Cathode  Are  Device  for  the  Rectification  of  Alternating 
Currents.  Wireless  Age,  vol.  6,  no.  3,  Dec.  1918,  pp.  14  and  43-44,  3  figs. 
Construction  and  electrical  connections  of  tube;  arc  started  by  means  of  a 
high-voltage  discharge  from  a  pointed  cathode. 

An  Enclosed  Rectifier.  Wireless  Age,  vol.  6,  no.  3,  Dec.  1918,  pp.  12-13, 
3  figs.  Incandescent  cathode  type.  Argon  at  considerable  pressure  is  injected 
into  enclosed  medium. 


146 


JOURNAL    OF     THE    ENGINEERING    INSTITUTE     OF     CANADA 


Rotary  converters.  The  Effect  of  Power-Factor  on  Output  of  Rotary  Converters 
with  Reactance  Control,  R.  G.  Jakeman.  Elecn.,  vol.  81,  no.  2114,  Nov.  22, 
1918,  pp.  614-610,  4  figs.     Dealing  with  effect  of  power-factor  on  size  of  converter. 

Transformer  Dimensions.  Dimensions  of  Transformers,  A.  R.  Low.  Elecn., 
vol.  81,  no.  2113,  Nov.  15,  1918,  pp.  597-599.  Object  of  article  is  to  classify 
principal  problems  of  transformer  discussion  and  compare  certain  assumptions, 
methods  and  results. 

Transformer  Oil.  Transformer  Oil.  W.  S.  Flight.  Elecn.,  vol.  81,  no.  2115, 
Nov.  29,  1918,  pp.  636-638,  4  figs.  Author  discussion  types  and  characteristics 
of  oils;  formation  of  sludge;  minor  tests. 

Welding,  Transformers  for.  Transformers  for  Electric  Welding,  W.  S.  Moody. 
Gen.  Elec.  Rev.,  vol.  21,  no.  12,  Dec.  1918,  pp.  935-937.  Requirements  of 
those  used  for  spot  welding  and  for  arc  welding;  construction  found  best  to  fulfill 
service  specifications  of  each  type. 

See  also  ELECTRICAL  ENGINEERING,  Transmission,  Distribution, 
Control  {Transformer  Losses). 

TRANSMISSION,  DISTRIBUTION,  CONTROL 

Central  Station  Service.  Twenty-Seven  Thousand  Dollar  Saving  in  Manhattan 
Building  Plant.  Power,  vol.  48,  no.  26,  Dec.  24,  1918  pp.  918-919.  By  using 
Edition  off-peak  service  during  summer  months,  substituting  motor-driven 
elevator  pumps  for  inefficient  steam  pumps,  installing  a  fecdwatcr  heater  and 
a  stoker. 

Frequency  Control.  Better  Frequency  Control,  Henry  E.  Warren.  Gen.  Elec. 
Rev.,  vol.  21,  no.  11,  Nov.  1918,  pp.  816-819,  3  figs.  Method  which  record? 
revolutions,  thus  indicating  mean  frequency  and  enabling  operator  to  adjust 
governor-regulating  mechanism  to  maintain  average  frequency  at  its  normal 
value  practically  exact. 

Growth  of  Electric  Systems.  The  Growth  of  Electric  Systems,  Julian  C.  Smith. 
Can.  Engr.,  vol.  35,  no.  25,  Dec.  1918,  pp.  539-540.  Evolution  since  1882: 
direct  and  alternating  transmission  systems;  why  the  "hydro"  is  25  cycles; 
thrust  bearings  and  vertical  units.  From  one  of  the  J.  E.  Aldred  lectures  on 
engineering  practice,  Johns  Hopkins  University. 

Interconnection.  Interconnection  of  Power  Systems.  Proc.  Am.  Inst.,  Elec. 
Engrs.,  vol.  37,  no.  12,  Dec.  1918,  pp.  1207-1333,  12  figs.  Technical  features 
of  interconnection  of  electric  power  systems  of  California;  electric  power  in 
northern  and  central  California;  function  of  Pacific  Gas  and  Electric  Co.  in 
interconnected  operation  of  power  companies  of  central  and  northern  California. 
Symposium  at  meeting  of  San  Francisco  Section  Am.  Inst.  Elec.  Engrs. 

Power  Factor.  Location  for  Power-Factor  Corrective  Apparatus,  Will  Brown. 
Elec.  World,  vol.  72,  no.  24,  Dec.  14,  1918,  pp.  1125-1128,  3  figs.  Experience 
with  static  condensers;  dissimilarities  in  synchronous  machines;  using  idle 
alternators  as  condensers;  bset  motor  rating  for  correction;  effect  of  condenser 
location  on  result. 

Improvement  of  Power-Factor  by  the  Operation  of  Synchronous  Motors 
(Note  sur  l'emploi  des  moteurs  synchrones  pour  ameliorer  le  facteur  de  puis- 
sance), Paul  Rieunier.  Revue  Generale  de  l'Electricite,  vol.  4,  no.  21,  Nov.  23, 
1918,   pp.   771-788,    15   figs.      Mathematical   and   graphic   study   of   equatior. 

St.  Lawrence  River  Transmission  Line.  111,000-Volt  Transmission  Line  Over 
the  St.  Lawrence  River,  S.  Svenningson.  Elec.  News,  vol.  27,  no.  23,  Dec.  1, 
1918,  pp.  31-34.  Crossing  consists  of  central  span  4801  ft.  long  supported  by 
two  350-ft.  towers.  Author  gives  special  attention  to  cables,  insulators,  ice 
protection  and  sag  calculations.  Paper  before  Toronto  meeting  of  Am.  Inst. 
Elec.  Engrs. 

Substations.  Effect  of  a  Tie-Line  Between  Two  Substations,  H.  B.  Dwight.  Elec. 
Rev.,  vol.  73,  no.  25,  Dec.  21,  1918,  pp.  966-968,  1  fig.  Methods  of  calculating 
effect  of  tie-lines  upon  current  and  voltage;  several  formulae  given. 

The  Modern  Outdoor  Substation,  M.  M.  Samuels.  Elec.  World,  vol.  72, 
no.  23,  Dec.  7,  1918,  pp.  1068-1073,  20  figs.  Apparatus  developed  until  it  is 
as  reliable  as  indoor  equipment;  station  design  not  greatly  improved;  notes  on 
transformers,  oil  circuit  breakers,  lightning  arresters,  air-break  switches  and 
bus  supports. 

A  Two-Unit  Automatic  Substation,  Walter  C.  Slade,  Elec.  Ry.  .11.,  vol.  52, 
no.  24,  Dec.  14,  1918,  pp.  1038-1044,  13,  figs.  Description  of  Rhode  Island  Co.'s 
substation  at  Oakland  illustrating  latest  practice.  Economics  of  automatic 
substation  application. 

Synchronous  Condensers.  Synchronous  Condenser  in  Fuel  Conservation,  L.  N. 
Robinson.  Jl.  Elec,  vol.  41,  no.  10,  Nov.  15,  1918,  pp.  456-458,  2  figs.  Possi- 
bilities due  to  quadrature  phase  relation  of  energy  and  wattless  components 
of  current  in  virtue  of  which  a  synchronous  condenser  can  deliver,  under  given 
line  regulations,  wattless  current  corresponding  to  10,000-kv-a,  and  simul- 
taneously absorb  as  motor  or  deliver  as  generator  10,000  kw.  with  total  current 
corresponding  to  only  14,100  kv-a. 

Transformer  Losses.  Influence  of  Distributing  System  on  Transformer  Losses 
in  Large  Networks  (Pertes  dans  les  transformateurs  des  grands  reseaux  suivant 
le  Bysteme  de  distribution  employe).  Revue  Generate  de  l'Electricite,  vol.  4, 
no.  19,  Nov.  9,  1918,  pp.  721-724,  5  figs.  Study  and  comparison  of  losses  in 
two  systems:  (1)  uniform  distribution  at  20,000  to  30,000  volts  and  (2)  distribu- 
tion at  30,000  to  50,000  volts  in  main  network  with  reduction  to  6,000  to  20,000 
volts  in  secondary  lines.     From  Electrotechnische  Zeitschrift. 

See  also  ELECTRICAL  ENGINEERING,  Generating  Stations  [Steam- 
Electric  Stations). 

V  A  III  A 

Hattery  Charging,  A.  C.  High-Tension  Battery  Fed  with  Alternating  Current. 
Sur  une  batterie  a  haute  tension  alimentee  a  courant  alternatif).  Industrie 
Electrique,  year  27,  no.  633,  Nov.  10,  1918,  pp.  416-417,  1  fig.  Principle  and 
diagram  of  apparatus  which  by  an  arrangement  of  GraHz  valves  and  condensers 
connected  to  secondary  winding  of  transformer  permits  conversion  of  alternating 
current  into  direct  current  at  voltages  up  to  10,000.  From  Bulletin  de  1' Asso- 
ciation Suisse  des  Electriciens,  Apr.  1918. 


Contract  Clauses.  Power  Factor  Clauses  in  Contracts,  Will  Brown.  Elec.  World, 
vol.  72,  no.  25,  Dec.  21,  1918,  pp.  1164-1165.  Commercial  problems  involved; 
opinions  from  widely  scattered  central  stations  regarding  necessity  of  considerat- 
ing  power  factor;  typical  clauses  of  two  types  of  contract  which  base  charges 
on  average  power  factor. 

Electrolysis  Protection.  Drainage  if  Necessary  vs.  Negative  Feeder  Electrolysis 
Protection,  D.  W.  Roper.  Elec.  Ry.  Jl.,  vol.  52,  no.  23,  Dec.  7,  1918,  pp. 
1003-1007,  12  figs.  Comparison  of  plans  used  in  St.  Louis  and  Chicago  for 
eliminating  damage  to  underground  structures  from  power  compnay  viewpoint, 
f  Abstract  of  paper  before  Am.  Inst.  Elec.  Engrs.,  St.  Louis.) 

Fires  in  Oil  Switches.  R.  Frere  Process  of  Extinguishing  Fires  in  High-Tension 
Oil  Switches  (L'extinction  des  feux  d'huile  dans  les  cellules  d'interrupteurs  a 
haute  tension  par  les  procedes  R.  Frere),  Ch.  Benjamin.  Genie  Civil,  vol.  73, 
no.  19,  Nov.  9,  1918,  pp.  361-363,  10  figs.  Fundamental  principle  of  process 
consists  in  reducing  oxygen  in  atmosphere  by  a  large  quantity  of  inert  gas 
such  as  nitrogen. 

International  Electrotechnic  Commission.  International  Electrotechnic  Commis- 
sion (La  Commission  Electrotecnica  Internacional),  German  Niebuhr.  Boletin 
de  la  Asociadion  Argentina  de  Electro-Tecnicos,  vol.  4,  no.  8,  Aug.  1918,  pp. 
783-788.  Its  origin,  development  and  work.     (To  be  continued.) 

Lightning  Arresters.  Substitution  of  Copper  for  Platinum  in  Lightning  Rods 
on  Account  of  Present  Shortage  of  Platinum  (L'emploi  du  platine  et  du  cuivre 
sur  les  paratonnerres  et  la  crise  du  platine),  E.  Lignorelles.  G6nie  Civil,  vol.  73, 
no.  18,  Nov.  2,  1918,  pp.  351-353.  States  that  aluminum,  copper  and  iron  are 
satisfactory  for  lightning  rods;  gives  suggestions  as  to  proper  installation. 

Storing  Direct-Current  Aluminum  Arresters  for  the  Winter,  F.  T.  Forster. 
Gen.  Elec.  Rev.,  vol.  21,  no.  11,  Nov.  1918,  pp.  820-821.  Ill  effects  of  leaving 
plates  standing  in  electrolyte  when  arrester  is  out  of  service ;  method  of  preparing 
arresters  for  storage. 

CIVIL   ENGINEERING 

BRIDGES 

Arch  Bridge.  The  Rock  Island  Builds  Two  Rainbow  Arch  Bridges.  Ry.  Age, 
vol.  65,  no.  23,  Dec.  6,  1918,  pp.  1003-1005,  4  figs.  Limited-weight  concrete 
structure  with  shallow  floor. 

Erection.  Erection  Experiences  at  the  Sciotoville  Bridge,  Clyde  B.  Pyle,  Eng. 
News-Rec,  vol.  81,  no.  26,  Dec.  26,  1918,  pp.  1182-1186,  6  figs.  Machines 
used  found  efficient;  adjustment  of  bridge  easy ;  deflections  agreed  with  computed 
values;  last  of  three  articles  on  field  work. 

Pontoon  Bridge.  The  Sardah  (India)  Pontoon  Bridge.  Ry.  Engr.,  vol.  39,  no.  467, 
Dec.  1918,  pp.  221-222,  6  figs.  Principles  of  construction,  method  of  use  and 
structural  details  of  420-ft.  7-pontoon  bridge.  From  report  of  Technical  Section 
of  Railway  Branch,  Puplic  Works  Department,  Government  of  India. 

Railway  Bridges.  General  Specification  for  Steel  Railway  Bridges.  Jl.  Eng. 
Inst.  Can.,  vol.  1,  no.  8,  Dec.  1918,  pp.  367-385,  3  figs.  Final  draft  as  approved 
by  meeting  of  committee  of  the  Institute. 

Reinforced-Concrete  Flat  Slab  Railway  Bridges,  A.  B.  Cohen.  Ry. 
Gaz.,  vol.  29,  no.  20,  Nov.  15,  1918,  pp.  528-530,  2  figs.  Advantages  of  this 
type  and  details  of  Lackawanna  terminal  at  Buffalo,  N.  Y.  Paper  before  joint 
section  of  Am.  Concrete  Inst,  and  Am.  Soc.  for  Testing  Materials. 

Stress  Measurements  on  Niagara  Gorge  Railway  Bridge,  Charles  Evans 
Fowler.  Eng.  News-Rec,  vol.  81,  no.  26,  Dec.  26,  1918,  pp.  1172-1175,  6  figs. 
Permissible  leading  studied  by  strain  gage;  dead-load  condition  of  arch  deter- 
mined by  forcing  crown  apart  and  measuring  release  of  stress. 

BUILDING  AND  CONSTRUCTION 


Barracks.  Temporary  Barracks  at  Rosedale  Heights.  Contract  Rec,  vol.  32, 
no.  52,  Dec.  25,  1918,  pp.  1019-1022,  6  figs.  Disposition  and  finish  of  24  build- 
ings rapidly  completed  for  Toronto  demobilization  depot. 


Gypsum  Houses.  Houses  of  Gypsum  Have  Many  Advantages.  Contract  Rec, 
vol.  32,  no.  51,  Dec.  18,  1918,  pp.  1006-1007,  1  fig.  Mode  of  constructing 
walls  of  gypsum  blocks  cast  from  gypsum  mortar. 

Hospitals.  Details  of  Hospital  Construction,  N.  V.  Perry.  Modern  Hospital, 
vol.  11,  no.  6,  Dec  1918,  pp.  469-471,  5  figs.  Remarks  on  general  requirements, 
adaptable  equipments  for  ward  lighting,  suitable  arrangement  of  heating 
system,  and  special  features  demanded  in  floor  construction.  Paper  before 
convention  of  Am.  Hospital  Assn. 

Mills.  The  Reconstructed  Plant  of  the  Quarker  Oats  Company  at  Peterboro,  Ont. 
Contract  Rec,  vol.  32,  no.  47,  Nov.  20,  1918,  pp.  918-921,  6  figs.  Work  done 
in  clearing  site  in  plant  destroyed  by  fire;  layout  of  new  buildings. 

Ornamentation.  Structural  Ornamentation.  Vol.  70,  no.  6,  Dec.  1918,  pp.  506-507. 
Study  in  face  brick,  fancy  brick,  architectural  terra  cotta  and  decorative  tile 
as  factors  in  the  clayworking  industry. 

Roofing.     English  Slate  and  Tile  Roofing  Methods.     Metal  Worker,  vol.  90,  no.  26, 
Dec.  27,  1918,  pp.  703-705,  9  figs.     Plain  and  ornamental  slating;  single  and 
.  double-nailing  methods;  hints  on  making  repairs. 

School.  Test  of  Chicago  and  Cook  County  School  for  Boys,  Meyer  J.  Sturm.  Heat. 
&  Vent.  Mag.,  vol.  15,  no.  12,  Dec  1918,  pp.  41-44,  5  figs.  Description  of 
building  and  its  equipment. 

Slabs  and  Culverts.  Practice  in  the  Design  of  Concrete  Floor  Slabs  and  FlatTop 
Culverts,  Geo.  H.  Tinker.  Bui.  Am.  Ry.  Eng.  Assn.,  vol.  20,  no.  210,  Oct.  1918, 
pp.  3-19.  Summary  of  replies  from  bridge  engineers  connected  with  various 
railroads  to  questionnaire  in  regard  to  their  practice  concerning  long- 
itudinal, transverse  and  vertical  distribution  of  axle  loads  and  impact  allowance 
in  designing  culverts  and  slabs;  a  short  analysis  of  the  salient  points  also  pre- 
sented. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


147 


Timber  Framing,  Steel  in.  How  to  Use  Steel  in  Timber  Framing,  Ernest  Irving 
Freese.  Building  Age,  vol.  41,  no.  1,  Jan.  1919,  pp.  13-15,  9  figs.  Practical 
methods  of  supporting  long-span  floors  and  bearing  partitions  upon  structural- 
steel  girders. 

CEMENT  AND  CONCRETE 

Cold- Weather  Concrete.  Some  Temperature  Records  of  Cold  Weather  Concrete, 
L.  J.  Towne.  Stone  &  Webster  Jl.,  vol.  23,  no.  6,  Dec.  1918,  pp.  414-417,  3  figs. 
Tests  made  to  secure  data  on  amount  of  protection  necessary  to  prevent  concrete 
from  freezing  before  setting  can  take  place.  On  account  of  heat  generated  as 
result  of  chemical  actions  incident  to  setting  concrete  does  not  follow  daily 
variations  in  air  temperatures. 

Compression  Tests.  Some  Compression  Tests  of  Portland  Cement  Mortars  and 
Concrete  Containing  Various  Percentages  of  Silt,  Arthur  C.  Alvarez  and  James 
R.  Shields.  Univ.  of  Cal.  Publications  in  Eng.,  vol.  2,  no.  3,  Nov.  19,  1918, 
pp.  119-130,  1  fig.  Concludes  that  at  age  of  28  days  the  compressive  ftrength 
of  1  :2  :4  concrete  stored  in  water  increases  with  increase  in  percentage  of  silt 
for  amounts  up  to  14  per  cent  by  weight  of  sand,  and  that  of  mortars  varying 
in  proportion  between  1:1  and  1  :4  is  reduced  on  an  average  by  about  4.5  per  cent 
with  10  per  cent  silt. 

Oil.  Oil  and  Concrete.  Rv.  Engr.,  vol.  39,  nos.  402  and  466,  July  and  Nov.  1918, 
pp.  135-137  and  207-210.  Results  of  laboratory  tests  on  different  specimens 
and  under  varied  conditions;  L.  Waller  Page's  experiments  on  water-proofing 
concrete;  W.  Lawrence  Gadd's  conclusions  from  his  investigation  of  Page's 
results;  accounts  of  other  experimenters.     (To  be  continued.) 

Poles.  Hollow  Concrete  Poles  Made  by  New  Method.  Rv.  Age,  vol.  65,  no.  25, 
Dec.  20,  1918,  pp.  1127-1128,  3  figs.  Important  savings  in  weight  over  solid 
construction  are  effected  by  certrifugal  process. 

Study  of  the  Construction  of  Latticed  Girder  Poles  for  Electrical  Lines 
(Contributo  alio  studio  delle  palificazioni  per  condutture  elettriche),  Ettore  lo 
Cigno.  L'Elettrotecnica,  vol.  5,  no.  29,  Oct.  15,  1918,  pp.  402-407,  7  figs.  Analy- 
tical investigation  of  stresses  in  latticed  girder  poles  of  square  base  with  formulae 
and  graphs  for  examination  of  relative  significance  of  mechanical  coefficients. 

Setting  Process.  The  Setting  Process  in  Lime  Mortars  and  Portland  Cements, 
Cecil  H.  Desch.  Contract  Rec,  vol.  32,  no.  47,  Nov.  20,  1918,  pp.  922-923. 
Review  of  researches  undertaken  and  hypotheses  advanced.  Paper  before 
Faraday  Soc. 

Waterproofed  Floors.  Waterproofed  Floors  for  Railway  Crossings  Over  Streets, 
H.  T.  Welty.  Eng.  News-Rec,  vol.  81,  no.  24,  Dec.  12,  1918,  pp.  1081-1086, 
9  figs.  Grade-crossing  work  makes  severe  demands;  troughing  unsatisfactory, 
concrete  slab  floor;  various  mehtods  of  sealing  concrete  to  girders. 

See  also  CIVIL  ENGINEERING,  Building  and  Construction  (.Slabs  and 
Culverts);  Earthwork,  Rock  Excavation,  etc.,  Dams). 

EARTHWORK,  ROCK  EXCAVATION,  FTC. 

Dams.  Progress  on  Concrete  Dam  at  Paris,  Ont.  Contract  Rec,  vol.  32,  no.  49, 
Dec.  4,  1918,  pp.  955-956,  2  figs.      Method  of  bracing  framework. 

Construction  Features  of  a  Multiple  Arch  Dam,  L.  R.  Jorgensen.  Jl.  Elec, 
vol.  41,  no.  11,  Dec.  1,  1918,  pp.  508-508,  3  figs.  Considers  detail;  of  construction 
methods  with  reference  to  an  actual  case. 

A  Veritable  Niagara  Created  in  the  South — Mammoth  Hydro-Electric 
Development  in  East  Tennessee,  Stuart  Towe.  Mfrs.  Rec,  vol.  75,  no.  1,  Jan. 
2,  1919,  pp.  143-145,  3  figs.  Brief  description  of  dam  225  ft.  high,  725  ft.  long 
at  top  and  350  ft.  at  base,  175  ft.  thick  at  base  and  12  ft.  at  top.  For  a90,000-hp. 
hydro-electric  development. 

New  Concrete  Dam  and  Bridge  Over  Lynn  Hiver  at  Port  Dover.  Contract 
Rec,  vol.  32,  no.  52,  Dec.  25,  1918,  pp.  1031-1033,  6  figs.  Excavation  work; 
specifications  for  aggregate. 

The  Lake  Eleanor  Dam,  Rudolph  W.  Van  Norden.  Jl.  Elec,  vol.  41, no.  12, 
Dec.  15,  1918,  pp.  551-553,  4  figs.  Plans,  essential  features  and  details  of 
construction.     Dam  contains  11,000  cu.  yd.  of  concrete. 

HARBORS 

Floating  Docks.  Construction  and  Trials  of  30,000-Ton  Black  Sea  Floating  Dock. 
Engineering,  vol.  106,  no.  2759,  Nov.  15,  1918,  pp.  551-552,  3  figs.  Drawings 
with  principal  dimensions  and  description. 

San  Francisco  Harbor.  Harbor  Improvements  at  San  Francisco,  Charles  W. 
Geiger.  Int.  Mar.  Eng.,  vol.  24,  no.  1,  Jan.  1919,  pp.  31-35,  7  figs.  Extensive 
enlargement  of  piers;  large  bulkhead  warehouses;  railroad  connection  with  piers; 
developments  in  Islais  Creek  section. 

See  also  ELECTRICAL  ENGINEERING,  Pouer  Applications    (Harbors). 

MATERIALS  OF  CONSTRUCTION 

Road  Materials.  Standard  Forms  for  Tests,  Reports,  and  Method  of  Sampling 
for  Road  Materials.  Better  Roads  &  Streets,  vol.  8,  no.  8,  Aug.  1918,  pp. 
300-306,  2  figs.     From  Bui.  555,  issued  by  office  of  Public  Roads  and  Rural  Eng. 

Stucco.  Review  of  Stucco  Tests  by  Bureau  of  Standards,  J.  C.  Pearson.  Cement  & 
Eng.  News,  vol.  30,  no.  12,  Dec.  1918,  pp.  36-37.  From  paper  at  annual 
meeting  of  Am.  Concrete  Inst. 

MECHANICS 

Arches.  Calculation  of  Built-in  Arches  Under  the  Action  of  Continuous  External 
Loads  (Calcul  des  arcs  encastr£s  sollicitfs  par  des  charges  exterieures  continues), 
P.  Ernest  Flamard,  Genie  Civil,  vol.  73,  no.  11,  Sept.  14,  1918,  pp.  207-209, 
4  figs.     Mathematical  study  of  problem  with  reference  to  work  of  deformation. 


Beams.  Beam  Deflections  Under  Distributed  or  Concentrated  Loading,  J.  B. 
Kommers.  Eng.  News-Rec,  vol.  82,  no.  1,  Jan.  2,  1919,  pp.  44-46,  10  figs. 
New  algebraic  method  proposed  for  cases  usually  solved  by  graphical  calculation 
gives  accurate  results. 

Bending  Moments  in  Grillage  Beams,  R.  Fleming.  Eng.  &  Contracting, 
vol.  50,  no.  26,  Dec.  25,  1918,  pp.  585-586,  1  fig.  Outcome  of  recent  review  of 
calculations  for  proportioning  grillage  beams  in  foundations. 

Lines  of  Influence  for  a  Vierendeel  Beam  (Lignes  d'influence  pour  une  poutre 
Vierendeel),  G.  Magnel.  Genie  Civil,  vol.  73,  no.  18,  Nov.  2,  1918,  pp.  344-347, 
5  figs.  Mathematical  investigation  of  bending  moments  and  other  mechanical 
factors  in  reinforced-concrete  beam. 

ROADS  AND  PAVEMENTS 

Boulevards.  Boulevards  of  San  Francisco,  California,  Charles  W.  Geiger.  Good 
Roads,  vol.  17,  no.  1,  Jan.  4,  1919,  pp.  1-3,  5  figs.  Notes  on  history  and  con- 
struction of  scenic  drives  in  and  near  city. 

Concrete  Pavements.  Concrete  Pavement  Subjected  to  Severe  Test,  George 
C.  Swan.  Concrete  Highway  Mag., vol.  2,  no.  11,  Nov.  1918,  pp.  246-247,  3  figs. 
Dammage  at  crossing  where  locomotive  was  thrown  off  track  and  dragged  itself 
40  ft.  over  concrete  surface. 

Construction.  Construction  Methods  Employed  in  Building  Lincoln  Highway 
Cut-Off  Across  the  Desert  at  Gold  Hill,  Utah,  R.  E.  Dillree.  Mun.  &  County 
Eng.,  vol.  55,  no.  6,  Dec.  1918,  pp.  195-197,  12  figs.  Building  roadway  with 
grade  above  level  of  desert  under  conditions  which  necessitated  using  hay  to 
keep  heavy   equipment  from   bogging  down. 

Disintegration  of  Roads.  The  Poad:  Its  Paramount  Importance  as  Viewed 
by  a  Briton,  J.  H.  A.  MacDonald.  Mun.  &  County  Eng.,  vol.  55,  no.  6,  Dec 
1918,  pp.  218-221.  Concludes  necessity  of  building  good  roads  from  analysis 
of  London  traffic  statistics  and  considers  problem  of  road  disintegration  and  that 
of  paying  for  roads.     From  chambers'  Jl. 

Hard  Surface  Pavements.  The  Prevention  of  Longitudinal  Cracks  in  Hard  Sur- 
faced Pavem°nts,  Wm.  C.  Perkins.  Contract  Rec,  vol.  32,  no.  49,  Dec  4,  1918, 
pp.  972-973.     Suggests  use  of  tile  in  artificial  foundation. 

Macadam  Roads.  The  Maintenance  of  Macadam  Roadways,  R.  C.  Heath.  Contract 
Rec,  vol.  32,  no.  52,  Dec.  25,  1918,  pp.  1033-1034.  Preventing  wear  and 
raveling;  carpet  treatment;  economic  importance  of  road  maintenance.  Paper 
before  Ky.  Highway  Engrs.  Assn. 

Snow  Removal.  Organization,  Methods  and  Equipment  Employed  in  Removing 
Snow  from  Main  Roads  in  Pennsylvania,  George  H.  Biles.  Mun.  &  County 
Eng.,  vol.  55,  no.  6,  Dec.  1918,  pp.  216-218.  Addrers  before  Highway  Traffic 
Assn.  of  N.  Y.  State. 

Snow  Removal  on  Trunk  Line  Highways,  Charles  J.  Bennett.  Mun.  & 
County  Eng.,  vol.  55,  no.  6,  Dec  1918,  pp.  214-215,  3  figs.  Address  before 
Highway  Traffic  Assn.  of  N.  Y.  State. 

State  Highways.  State  Highway  Work  in  1919.  Good  Roads,  vol.  17,  no.  1,  Jan. 
4,  1919,  pp.  4-6.     Report  of  available  funds  and  plans  for  work  in  31  states. 

War,  Roads  During.  Construction  and  Maintenance  of  Roads  During  War 
Better  Roads  &  Streets,  vol.  8,  no.  8,  Aug.  1918,  pp.  299  and  324.  Policy  issued 
by  Council  of  Nat.  Defence. 

See  also  CIVIL  ENGINEERING,  Materials  of  Construction  (Road 
Materials). 

SANITARY  ENGINEERING 

Sku  age  Disposal.  Sewage  Disposal  from  an  Operator's  Standpoint,  William  K.  F. 
Durrant.  Can.  Engr.,  vol.  35,  no.  24,  Dec.  12,  1918,  pp.  512-513.  Comments 
on  each  of  features  of  plant  consisting  of  detritus  pit  and  screen  chamber,  pump 
house,  plain  sedimentation  tanks,  bacteria  beds,  disinfecting  chambers  and 
humuspond.     Abstracted   from    Western    Min.    News. 

The  Private  Sewerage  Question,  D.  H.  Wyatt.  Clay  Worker,  vol.  70, 
no.  6,  Dec.  1918,  pp.  500-501.  Analysis  of  results  produced  by  leaky  building 
drains  and  pewers.  Vitrified  pipe  advocated  as  well  constituted  to  withstand 
chemical  action. 

The  Aqua  Privy.  Indian  Eng.  Vol.  04,  no.  14,  Oct.  5,  1918,  pp.  192-103, 
3  figs.  Special  feature  is  that  nightsoil  goes  straight  into  small  septic  tank  under 
seat,  where  it  undergoes  septic  treatment. 

Concrete  Septic  Tanks  and  Subsoil  Disposal  Fields  for  Country  Homes, 
John  H.  Perry,  Domestic  Eng.,  vol.  85,  no.  10,  Dec.  7,  1918,  pp.  363-365  and  391, 
5  figs.     Design  and  construction  of  such  systems. 

Sanitary  Conveniences  and  Comfort?  for  Country  Homes.  Clay- Worker, 
vol.  70,  no.  6,  Dec  1918,  pp.  501-503,  3  figs.  Illustrates  a  manner  in  which 
ordinary  sewer  pipe  and  drain  tile  may  be  used. 

Sewage-Pumping  Station.  Design  and  Operation  of  Automatic  Sewage  Pumping 
Station  at  West  Haven,  Conn.,  Clyde  Potts.  Mun.  &  County  Eng.,  vol.  55, 
no.  6,  Dec.  1918,  pp.  199-200,  2  figs.  Draining  sewage  to  common  point  for 
treatment. 

WATER  SUPPLY 

Freezing.  How  to  Prevent  Freezing  of  Riser  Pipe?  to  Elevated  Water  Supply  Tanks. 
Mun.  &  County  Eng.,  vol.  55,  no.  6,  Dec  1918,  pp.  213-214.  Four  means: 
(1)  providing  method  for  artificially  heating  water;  (2)  conserving  heat  in  water 
by  providing  sufficient  insulation;  (3)  maintaining  temperature  of  water  above 
freezing  point  by  pumping  and  withdrawal  of  water;  (4)  adding  chemicals  to 
lower  freezing  point.     From  Water  Tower. 

Purification.  Four  Years'  Operating  Results  of  Minneapolis  Water  Purification 
Plant.  Contract  Rec,  vol.  32,  no.  47,  Nov.  20,  1918,  pp.  926-927.  Filtration 
data  of  plant  having  capacity  of  96,000,000  gal. 

Algal  Growths  and  Chlorine  Treatment  of  London  Waters,  A.  C  Houston. 
Contract  Rec,  vol.  32,  no.  47,  Nov.  20,  1918,  pp.  929-930,  Report  of  Director 
of  Water  Examination. 

Water  Treatment  at  Council  Grove,  Kansas,  Louis  L.  Tribus.  Can.  Engr. 
vol.  35,  no.  25,  Dec.  19,  1918,  pp.  530-538,  4  figs.  Results  obtained  unde 
nighly  varying  conditions  of  turbidity  at  plant  in  operation  for  three  yuur 
Paper  before  Am.   Waterworks  Assn. 


148 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Reservoir  Capacity.  Determination  of  the  Available  Water  Supply  in  the  Haut- 
Cher  Basin  (Contribution  a  la  ddtermination  du  regime  hydraulique  du  Cher) 
P.  Morin.  Revue  Generate  de  l'Electricite,  vol.  4,  no.  21,  Nov.  23,  1918,  pp. 
805-806,  1  fig.  Account  of  observations  made  to  determine  capacity  of  reservoirs 
which  would  insure  continuous  delivery. 

Stream  Pollution.  Control  of  Stream  Pollution.  Earle  B.  Pholps.  Can.  Engr., 
vol.  35,  no.  21,  Dec.  12,  1918,  pp.  515-518.  Considers  use  of  streams  for  waste 
disposal,  effect  of  stream  pollution,  self-purification  of  streams,  chemical  methods 
of  sewage  treatment,  biological  treatment  of  sewage,  and  purification  of  water. 
From  J.   E.   Aldred   Lecture  on  Eng.  Practice. 

Relation  of  Main  Drainage  to  River  and  Harbor  Front  Improvements  in 
Various  American  Cities,  Morris  Knovvlcs  and  John  M.  Rice.  Mun.  &  County 
Eng.,  vol.  55,  no.  6,  Dec.  1918,  pp.  201-205.  Special  reference  to  methods 
adopted  for  eliminating  nuisance  caused  by  discharge  of  raw  sewage  at  Baltimore, 
New  Bedford,  Mass.,  Cleveland,  Toronto,  Syracuse,  N.  Y.,  Washington, 
Cincinnati,  Waterbury,  Conn.,  and  Harrisburg,  Pa. 

WATERWAYS 

Canal  Traffic.  The  Potentialities  of  Our  Inland  Water  Routes,  Robert  G.  Skerrett, 
Rudder,  vol.  34,  no.  12,  Dec.  1918,  pp.  565-570,  11  figs.  Economic  and  com- 
mercial aspects  of  developing  possible  canal  traffic. 

Flumes.  Lindsay-Strathmore  Irrigation  Flume,  Stephen  E.  Kieffer.  Can.  Engr., 
vol.  35,  no.  25,  Dec.  19,  1918,  pp.  525-527,  5  figs.  Self-supporting,  high-level 
flume  with  2-in  walls  built  on  infide  forms  at  rate  of  130  lin.  ft.  per  8-hr.  day; 
nearly  $1,500,000  expended  in  improvements  to  15,500  acres  in  Cal. 

Groynes.  Groynes  as  Applied  to  Water  Control  and  Silt  Exclusion.  Indian  Eng. 
vol.  64,  nos  14,  15  and  16,  Oct.  5,  12  and  19,  1918,  pp.  194-195,  206-208  and 
222-223,  16  figs.  Experiments  with  silt  bags  from  the  results  of  which  writer 
concludes  that  when  a  canal  is  added  to  a  Bell  Bund  system,  flow  behing 
groyne  is  inroduced,  but  head  still  exists  in  pockets  so  that  arrangement  retains 
power  of  checking  and  diverting  silt. 

Navigable  Rivers.  The  Study  of  Currents  in  Navigable  Rivers  (I/etude  de? 
courants  dans  les  rivieres  navigables).  P.  Dupont.  Genie  Civil,  vol.  73. 
no.  17,  Oct.  26,  1918,  pp.  327-329.  Recommends  study  of  currents  by 
engineers  in  order  not  to  differ  so  often  with  mariners  in  regard  to  construction 
of  improvements. 

Calculations  in  Regard  to  Improvement  of  Rivers  (Calculs  concernant  les 
ameliorations  de  rivieres),  Alf.  Bijls.  Genie  Civil,  vol.  73,  no.  19,  Nov.  19, 
1918,  pp.  371-373,  1  fig.  Concludes  from  examination  and  comparison  of  for- 
mula? generally  use,  that  in  calculations  it  is  advisable  to  deduce  the  coefficient 
of  velocity  from  observations  on  long  sections  of  10  to  20  km.  and  to  gage  water 
at  all  possible  levels. 

Sediment  in  Rivers.  Sediment  in  River  Waters,  J.  S.  Ryan.  Tran.  Inst.  Marine 
Engrs.,  vol.  30,  no.  238,  Oct.  1918,  pp.  217-218,  2  fig?.  Experience  with 
propeller  and  shaft  due  to  working  amid  water  mingled  with  sand. 

St.  John  River.  St.  John  River  Affords  Big  Opportunities,  Frank  S.  Small.  Can. 
Engr.,  vol.  35,  no.  23,  Dec.  5,  1918,  pp.  489-495,  3  figs.  Topographical  features; 
reclamation  of  waste  land  by  drainage;  utilization  of  water  powers;  site  proposed 
for  tideless  harbor. 

St.  Lawrence  River.  Canada's  Heritage  in  the  St.  Lawrence  River,  Arthur  V, 
White.  Can.  Engr.,  vol.  35,  no.  24,  Dec.  12,  1918,  pp.  507-510,  2  figs.  Indicates 
power  sites  on  river  and  refers  to  canalization  of  river  as  a  unit.  Address  before 
Elec.  Club  of  Toronto. 

Canada's  Heritage  in  the  St.  Lawrence  River,  Arthur  V.  White.  Elec. 
World,  vol.  72,  no.  26,  Dec.  28,  1918,  pp.  1216-1217,  1  fig.  Estimated  low-water 
power  aggregates  2,000,000  h.p.,  of  which  greater  part  is  wholly  within  territorial 
area  of  Dominion  and  capable  of  development.  From  address  before  Elec. 
Club  of  Toronto,  Nov.  12,  1918. 


MINING  ENGINEERING 
COAL  AND  COKE 


California.     Tesla  Coal  Mine,  J.  W.  Beckman.     Jl.  Elec,  vol.  41,  no.  12,  Dec.  15, 

1918,  p.  559.     Indicates  possibilities  of  a  lignite  mine  in  California. 

Colliery  Output.  South  Staffordshire  and  Warwickshire  Institute  of  Mining 
Engineers:.  Presidential  address,  William  Charlton.  Trans.  Instn.  Min. 
Engrs  ,  vol.  56,  part  I,  Nov.  1918,  pp.  13-26.  Considers  question  of  output  in 
collieries  under  two  aspects:  1,  immediate  and  pressing  need  for  United  Kingdom 
to  produce  utmost  possible  quantity  of  coal;  2,  standpoint  of  output  per  unit 
of  person  employed,  and  its  bearing  on  prosperity  of  coal  industry,  and  those 
other  industries  whose  ultimate  economic  position  is  affected  by  use  and  cost  of 
fuel. 

What  One  Coal   Mine  Has  Done.       Stone     &   Webster  Jl.,  vol.  23,  no.  5, 
Nov.   1918,  pp..354-356.     Mine  in  question   hoisted  32,514  tons  in  one  week. 

GEOLOGY 

Lake  Michigan  District.  Explanation  of  the  Abandoned  Beaches  About  the  South 
End  of  Lake  Michigan,  G.  Frederick  Wright.  Bui.  Geol.  Soc.  Assn.,  vol.  29, 
no.  2,  June  1918,  pp.  235-244,  3  figs.  Peat  deposits;  series  of  moraines;  supposed 
changes  of  level;  glacial  and  clay  deposits  underneath  Chicago;  provisional 
estimates  of  glacial  time  afforded  in  this  area.  Presented  in  abstract  before 
the  Soc. 

MAJOR  INDUSTRIAL  MATERIALS 

Tungsten.  Chief  Materials  Needed  in  the  Electrical  Industry;  Tungsten  (De  quelques 
matieres  premieres  necessaires  a  l'industrie  elect nque;  le  tungstene).  D. 
Pector.  Revue  Gencrale  de  l'ElcetricitS,  vol.  4,  no.  4,  July  27,  1918,  pp.  121-125. 
Metallurgy,  uses  and  ore  deposits.     Bibliography  of  documents. 


Zinc  Concentration.  Concentration  of  Lead-Zinc-Silvcr  Ore  at  the  Zinc  Cor- 
poration's Mine,  George  C.  Klug.  Min.  Mag.,  vol.  19,  no.  5,  Nov.  1918,  pp. 
243-245,  1  fig.  Method?  employed  at  Broken  Hill.  Gravity  concentration  by 
jigging  and  tabling  for  production  of  high-grade  lead  concentrate;  treatment  of 
ziney  tailing  by  flotation  methods  (De  Bavay,  and  Delprat);  Seale-Shcllshear 
method  of  cascading  as  modified  by  Lystcr  and  Hcbbard  for  selectively  separating 
galena  from  mill  pulp. 

Zinc  Tailings.  Treatment  of  Accumulated  Tailing  as  Practised  by  the  Zinc  Cor- 
poration, George  C.  Klug.  Min.  Mag.,  vol.  19,  no.  6,  Dec.  1918,  pp.  298-300, 
1  fig.  Plant  recovering  zinc,  silver  and  lead  by  mineral-separation  process  of 
removal  in  collective  float  and  subsequent  separation  of  a  lead  concentrate  from 
collective  float  by  tabling  methods. 

MINES  AND    MINING 

Field  Tests.  Field  Tests  for  the  Common  Metals  in  Minerals,  George  R.  Fansett. 
Univ.  of  Ariz.  Bui.,  bul.  93,  Min.  Technology  Series  no.  21,  Nov.  1918,  20  pp. 
Compiled  for  Ariz.  State  Bur.  of  Mines  and  intended  as  text  for  lectures  on 
Prospector's  Mineralogy. 

Fire  Protection.  Smothering  Mine  Fires  (Note  sur  l'embouage  des  feux  de  mine), 
M.  Cabane.  Bulletin  et  comptes  rendus  mensuels  de  la  Societe  de  l'industrie 
Minerale,  series  5,  vol.  14,  3d  issue  1918,  pp.  67-77,  6  figs.  Principal  features 
of  system  developed  at  Commentry  Collieries;  arrangement  at  Decazeville  mines 
designed  to  deliver  dust  under  pressure;  materials  used  to  form  dust. 

Safety.  Miners'  Safety  and  Health  Almanac  for  1919,  R.  C.  William?.  Department 
of  Interior,  Bur.  of  Mines,  Miners'  Circular  24;  48  pp.,  7  figs.  Responsibility 
of  miners  concerning  their  own  safety  and  that  of  others;  pure  drinking  water 
for  mining  camp?;  prevention  of  accidents  and  promotion  of  sanitation;  miners' 
anemia;  disposal  of  hu  nan  excreta  in  rural  districts;  sewage  disposal  in  mines; 
mine-rescue  ears  of  Bureau  of  Mines.  Other  articles  dealing  with  health  con- 
ditions and  tending  to  impart  information  to  miners  arc  included  in  bulletin. 

Sampling.  Sampling,  F.  W.  Bunyan.  Min.  &  Sci.  Press,  vol.  117,  no.  25,  Dec.  21, 
1918,  pp.  S27-832,  2  figs.  Emphasizes  importance  of  sampling  in  analytical 
work  anil  illustrates  with  examples  value  of  systematic  procedure  inperforming  it. 

Stoping  Methods.  Mining  Methods  of  United  Verde  Extension  Mining  Co.,  Charles 
A.  Mitke.  Bill.  Am.  Inst.  Min.  Engrs.,  no.  145,  Jan.  1919,  pp.  9-22,  3  figs. 
Considerations  which  influenced  selection  and  planning  of  adaptable  stoping 
method.  Ore  deposit  considered  as  replacement  of  volcanic  schist.  Minerali- 
zation believed  to  have  taken  placeafter  intrusions  of  diorite  and  quartz  porphyry 
had  folded  and  faulted  schist. 

VENTILATION.  Cooling  and  Drying  the  Air  in  Deep  Mines,  Sydney  F.  Walker.  Iron  & 
Coal  Trades  Rev.,  vol.  47,  no.  2645,  Nov.  8,  1918,  p.  518.  Writer  believes  coal 
may  be  mined  successfully  at  depths  from  5000  to  6000  ft.  by  treating  each 
individual  mine,  each  pair  of  shafts  and  the  workings  connecting  them,  in  same 
manner  as  modern  cold  stores  are  treated.  Gives  recommendations  and  refcrr 
to  actual  installations. 

Welfare  Work.  Welfare  Work  in  the  Mining  Work  in  the  Mining  Industry,  H. 
Lipson  Hancock.  Chem.  Eng.  &  Min.  Rev.,  vol.  10,  no.  121,  Oct.  5,  1918, 
pp.  6-13,  18  figs.     Betterment  work  being  done  by  South  Australian  company. 

MINOR  INDUSTRIAL   MATERIALS 

Arsenic.  Arsenic  and  Its  Occurrences  in  South  Queensland  (1),  H.  I.  Jensen. 
Queensland  Government  Min.  Jl.,  vol.  19,  no.  221,  Oct.  15,  1918,  pp.  455-458. 
Notes  on  arsenic  as  a  source  of  trouble  in  metal  extraction  and  on  its  origin 
and  extraction. 

OIL  AND  GAS 

Gas  Pressure.  Record  of  Gas-Pressure  from  a  Borehole,  Charles  J.  Fairbrother. 
Trans.  Instn.  Min.  Engrs.,  vol.  56,  part  1,  Nov.  1918,  pp.  6-8,  2  figs,  and  (dis- 
cussion) pp.  8-10.  Photographs  showing  gas  blowing  out  of  borehole  while  clear 
of  rods,  and  borehole  with  rods  in  and  water  being  blown  in  all  directions  by  force 
of  gas. 

Gas  Storage.  Natural-Gas  Storage,  L.  S.  Panyity.  Bul.  Am.  Min.  Engrs.,  no.  145, 
Jan.  1919,  pp.  23-25,  2  figs.  Scheme  to  regulate  pressure  by  connecting  exhausted 
well  to  high-pressure  gas  line. 

Petroleum  Hydrology.  Petroleum  Hydrology  Applied  to  Mid-Continent  Field, 
Roy  O.  Neal.  Bul.  Am.  Inst.  Min.  Engrs.,  no.  145,  Jan.  1919,  pp.  1-8.  Method 
of  distinguishing  between  waters  that  encroach  upon  oil-bearing  beds  from 
sources  in  stratum  and  waters  that  reach  oil  sands  from  planes  above. 

PRECIOUS   MINERALS 

Gold.  Two  Instances  of  Mobility  of  Gold  in  Solid  State,  Edward  Keller.  Bul.  Am. 
Inst.  Min.  Engrs.,  no,  145,  Jan.  1919,  pp.  33-42,  1  fig.  Assay  results  of  gold 
movementon  surface  of  auriferous  copper  when  latter  is  subjected   to  oxidation. 

RARE   MINERALS 

New  Minerals.  Review  of  New  Mineral  Species  (Revue  des  espices  mine>ales 
nouvelles),  P.  Gaubert.  Bulletin  de  la  Societe  Francaise  de  Mineralogie,  vol 
41,  no.  4-5-6,  Apr. -June  1918,  pp.  93-96  and  117-130.  General  notes  on 
appearance,  occurrence  and  constitution  of  29  minerals  discovered  in  recent 
years.  Reference  made  in  each  case  to  publication  wh^re  first  account  of 
substance  appeared. 

Stt  also  INDUSTRIAL    TECH  NOI.OGL,    Yttrium. 


JOURNAL      OF      THE      ENGINEERING       INSTITUTE      OF      CANADA 


149 


METALLURGY 

BLAST  FURNACES 

Development  in  1918.  1918  Blast  Furnace  Development  Reviewed,  F.  H.  Wilcox. 
Blast  Furnace,  vol.  7,  no.  1,  Jan.  1919,  pp.  30-31.  Analysis  indicates  tendency 
has  been  toward  large  hearths,  steep  and  low  boshes,  high  inwall  batters  and 
moderate  thickness  of  lining. 

Gases.  Remarks  on  the  Composition  of  Blast-Furnace  Gases  and  Volumetric  Methods 
of  Measuring  the  Gas  Produced  and  the  Air  Blown  In  (Remarques  relatives  a  la 
composition  des  gaz  de  haut  fourneau  et  methodes  volumetriques  pour  le  calcul 
du  gaz  produit  et  du  vent  souffle).  J.  Seigle.  Bulletin  et  Comptes  rendus  mensuels 
de  la  Societe.  de  l'lndustrie  Mineralc,  series  5,  vol  14,  3d  issue  1918,  pp.  113-131, 
1  fig.  Methods  of  measuring  gases  by  weight  (Gruner  and  Ledebut ) ;  volumetric 
methods  based  on  combination  of  carbon  or  on  combination  of  oxygen;  examples 
of  applications;  comparison  of  theoretical  results  and  practical  analyses 

Manganese.  How  to  Save  Manganese  and  Coke.  Iron  Trade  Rev.,  vol.  03,  no.  21, 
Dec.  12,  1918,  pp.  1347-1318.  Table  of  operating  data  of  12  blast  furnaces 
producing  ferromangancse  and  spiegeleisen  and  40  per  cent  of  output  of  man- 
ganese alloys  in  U.  S.  Conclusion  reached  that  large  savings  can  be  effected  by 
using  low-ash  cokes. 

Research.  Study  of  Blast  Furnaces,  Based  on  the  Researches  Undertaken  by- 
Francis  Mulct  (Etude  BUT  les  hauts  fourneaux  d'apres  les  travail!  de  Francis 
Millet1,  E.  Damour.  Bulletin  et  Comptes  rendus  mensuels  de  la  Societe  de 
l'lndustrie  Minerale,  series  5,  vol.  14,  3d  issue  1918,  pp.  5-47,  1  fig.  Economical 
operation  of  furnaces;  analysis  of  charge  and  ol  gaseous  products;  heat  required 
by  chemical  reactions;  influence  of  temperature  of  blast  on  coke  economy; 
utilization  of  gases;  variation  in  coke  consumption  with  output. 


See   also    MF.CHAMCAL    ENGINEERING, 
Furnace  Gas). 

COPPER 


Fuels    anJ    Firing 


Brass,  Cartridge.  A  Comparison  of  Grain-Size  Measurements  and  Brinell  Hardness 
of  Cartridge  Brass,  YV.  H.  Bassett  and  C  II.  Davis.  Bui.  Am.  Inst.  Min.  Engrs  . 
no.  14o,  Jan.  1919,  pp.  57-78,  16  figs.  It  was  found  that  grain  sizes  of  brasses 
annealed  at  low  temperatures  are  greatly  affected  by  previous  grain  size  and 
reduction  by  rolling,  consequently  hardness  of  cartridge  brass  may  be  better 
determined  by  Brinell-hardness  measurement  than  from  grain  size. 


Bronzes.  The  Constitution  of  the  Tin  Bronzes,  Samuel  [,. 
Min.  Engrs.,  no.  144,  Dec.  1918,  pp.  1721-1727,  1,  fig: 
effect  over  a  -f  B  range. 


Hoyt.      Bid.  Am.    Inst. 
.      Explains  upper  lie  it 


Chloridizing  Roasting.  Chloridizing-Roasting  of  Burnt  Pyrites  on  the  Ramen- 
Beskow  System,  Peter  Klason.  Min.  Mag  ,  vol  19,  no.  6,  Dec.  191s,  pp.  301- 
313,4  figs.  Suggests  improvement  of  Longmaid-Hendersop  process  for  extracting 
copper  from  pyrites  that  have  been  burnt  by  alkali  manufacturers. 

Copper-Aluminum  Alloys.  Constitution  and  Hardness  of  Copper-Aluminum 
Alloys  Having  High  Percentage  of  Copper  (Constitution  et  duretc  des  alliftges 
cuivre-aluminium  riches  en  cuivre).  La  Metallurgie,  year  50,  no.  45,  Nov.  0, 
1918,  pp.  1631-1633,  1  fig.  Effect  of  temperature  of  hardening  on  hardness  of 
alloys  containing  9  to  16  per  cent,  aluminum.      (Continuation  of  serial  ) 

FLOTATION- 
RUTH  Flotation  Machine.  Ruth  Flotation  Machine,  Arthur  . I.  Hoskin.  Queensland 
Government  Min.  Jl.,  vol.  19,  no.  222,  Nov.  15,  nils,  pp.  500  501,  3  tigs. 
Machine  for  concentrating  minerals  by  oil  flotation;  designed  on  principle  that 
best  attachment  of  minerals  to  bubbles  takes  place  when  there  is  least  amount 
of  relative  motion. 

STEEL  AND  IRON 

Basic  Steel.  Formula  for  Strength  of  Basic  Steel,  Andrew  Me  William.  Iron 
Age,  vol.  102,  no.  25,  Dec.  19,  19 is,  pp.  150s- 15 11,  3  figs.  Calculations  made 
from  composition;  influencing  principal  elements;  application  to  basic  steel. 
Paper  before  Iron  &  Steel  Inst.,  London,  Sept,   Ills. 

Cast  Iron.  The  Mixing  and  Melting  of  Cast  Iron,  J.  F.  Mullan.  Can.  Foundry-man, 
vol.  9,  no.  12,  Dec.  1918,  p.  301.  Review  of  opinions  expressed  by  several 
experts  leads  writer  to  assert  that  success  oi  foundry  depends  more  on  proper 
management  of  furnace  than  on  any  other  branch  of  the  trade 

Electric  Steel.  Making  Electric  Steel  for  Roller  Bearings,  Edward  K.  Hammond 
Machy.,  vol.  25,  no.  4,  Dec.  1918,  pp.  818-326,  20  tigs  Methods  of  operating 
HGroult  electric  furnaces,  forging  ingots,  rolling  billets  and  col-drawing  steel  into 
solid  bars  and  seamless  tubing. 

Ferro-Allovs.  The  Ferro-Alloys,  J.  W.  Richards.  Gen.  Elec.  Rev.,  vol.  21,  no. 
11,  Nov.  1918,  pp.  751-755.  Composition  of  these  alloys,  method  of  manufac- 
ture, and  properties  imparted  to  steel  by  addition  of  each  of  the  molten  metals. 
Also  Metal  Trades,  vol.  9,  no.  12.  Dec.  l'.lls.  pp.  1SS-1S9,  2  figs.  Properties 
of  ferromolybdenum,  ferro-vanadium,  ferrotitanium  and  ferroboron.  Paper 
read  at  Nat.  Exposition  of  Chem.  Indus. 

The  Manufacture  of  Ferro-Alloys,  Robert  M.  Keeney.  Automotive  Fug  , 
vol.  3,  no.  10,  Dec.  1918,  pp.  164-468.  Ores  and  furnaces  used  and  methods 
followed  to  produce  ferrochrome,  ferromangancse,  ferromolybdenum,  ferrotung- 
sten,  fcrrovanadium  and  ferrouranium;  uses  of  these  metals. 

The  Manufacture  of  Ferro-Allovs  in  the  Electric  Furnace,  E.  S.  Bartcll. 
Min.  Jl.,  vol.  123,  no.  4346,  Dec.  7,  1918,  p.  70S.  Comparative  efficiency  of 
large  and  small  furnaces  used  in  manufacture  of  ferromanganese.  Discussion 
of  Am.  Inst.  Min.  Engrs.  paper  by  Robert  M.  Keeney. 


Record  of  an  Old  Ferro-Silicon  Furnace,  I.  Peterman.  Blast  Furnace, 
vol.  6,  no.  12,  Dec.  1918,  pp.  492-493.  Historical  account  of  plant  built  in 
1792,  now  a  part  of  Warner  Iron  Co. 

Forged  Steel.  Influence  of  Forging  and  Rolling  on  the  Properties  of  Steel  (Le 
corroyage  de  l'acier.  Son  influence  sur  les  proprieties  du  metal),  George;  Charpy. 
Revue  de  Metallurgie,  year  15,  no.  5,  Sept.-Oct.  1918,  pp.  427-448,  9  figs. 
Experiments  conducted  by  engineering  staff  of  large  works;  records  of  defor- 

33  mations  by  forging  of  straight  lines  drawn  originally  on  surface  of  bar  and  examin-' 
ation  of  section  of  hollow  threaded  cylinder  filled  with  liquid  metal  of  same  com- 
position and  rolled  after  solidifying  under  pressure  of  1200  tons  from  530  mm.  in 
diameter  to  265  mm. 

Metallurgy  in  1918.  Phases  of  Iron  and  Steel  Metallurgy  in  1918,  John  Howe 
Hall.  Iron  Age,  vol.  103,  no.  1,  Jan.  2,  1919,  pp.  27-28.  Remedies  for  ingot 
defects;  strides  in  steel-casting  industry;  manganese  problem;  alloy-steel  helmets. 

Open-Hearth  Furnaces.  Principles  of  Open-Hearth  Furnace  Design,  Chas.  H.  F. 
Bagley.  Blast  Furnace,  vol.  6,  no.  12,  Dec.  191S,  pp.  505-507,  3  figs.  Calcu- 
lations relating  to  pressure  in  furnace,  port  ends,  ratio  of  air  to  gas  passages. 
Flue  and  valve  diagrams.  Paper  before  British  Iron  &  Steel  Inst.  (Concluded.) 
Plate  and  Structural  Mills  at  Fairfield,  Ala.  Iron  Age,  vol.  103,  no.  1, 
Jan.  2,  1919,  pp.  47-49,  3  figs.  New  plant  of  Tennessee  Coal,  Iron  &  Railroad 
Co.,  to  serve  Mobile  shipyard;  producing  steel  by  triplexing  at  Ensley  open- 
hearth  works. 

OXYGEN  in  Steel.  Determination  of  Oxygen  in  Steel.  Iron  Age,  vol.  102,  no.  26, 
Dec.  26,  1918,  pp.  1573,  2  figs.  Objections  to  Ledebur  method  apparently 
overcome;   detail-   of    modifications;   interesting   comparative   analyses. 

The  Heterogeneity  of  Steel  i  L'h'-t iSrogeneitS  de  l'acier),  H.  le  Chatelier  and 
B.  Bogitch.  Genie  Civil,  vol.  73,  no.  18,  Nov.  2,  1918,  pp.  350-351,  6  figs. 
Concludes,  from  experiments  with  Stead's  reagent,  that  microscopic  hetero- 
geneity of  steel  is  due  to  oxygen  in  solid  solution  in  metal. 

Russian  Ikon  Works.  Pre- War  Russian  Iron  and  Steel  Plants.  Iron  Age,  vol.  102, 
no.  25,  Dec.  19,  191S,  pp.  1501-1507,  11  figs.  Output  and  e  luipment  of  leading 
works;  prospects  after  war. 

STRUCTURE  of  Steel.  Inspecting  the  Structure  of  Metals,  .1.  ,T.  Mclntyre.  Am. 
Drop  Forger,  vol.  4,  no.  11,  Nov.  19H,  pp.  443-441.  2  figs.  Shows  manner  of 
taking  structural  photographs  of  metal  or  similar  opaque  objects  with  ordinary 
camera . 

Development  of  Grain  Boundaries  in  Heat-Treatcd  Alloy  Steels,  R.  S. 
Archer.  Bui.  Am.  Inst.  Min.  Engrs.,  no.  145,  Jan.  1919,  pp.  51-55,  12  figs. 
Specimen  is  etched  in  4  per  cent  solution  of  picric  acid  in  ethyl  alcohol  from 
5  to  25  min.,  then  carbonaceous  smudge  is  rubbed  off  on  moist  broadcloth  or 

kersey. 

See  also  MECHANICAL  ENGINEERING,  Heat  Treating  {Malleable 
Iron):  Machinery,  Metal-Working  'Steel,  High-Speed):  ELECTRICAL  ENGI- 
NEERING, Furnaces  (Steel  Furnaces) 

AERONAUTICS 

AEROSTATICS 

Ascending  and  Landing,  Military  Aerostatics,  H.  K.  Black.  Aerial  Age,  vol.  8, 
no.  16,  Dec.  30,  19  IS,  p.  811.  Precaution  in  ascending  and  in  landing.  (Con- 
tinuation of  serial.) 

BALLOONS.  Manufacture  of  War  Hallo. ins  in  !'.  S.,  Allen  Sinsheimer.  Automotive 
Indus.,  vol.  39,  no.  22,  Nov.  2s,  191s,  pp.  025-927,  6  tigs.  Adaptation  of  French 
Caquot  type. 

Free  Ballooning.  Military  Aerostatics,  II.  K.  Black.  Aerial  Age,  vol.  8,  no.  14, 
Dec.  16,  1918,  p.  705,  1  fig.  Training  in  free  ballooning.  (Continuation  of 
serial.) 

Sites.  Meteorological  Kites  (Cerfs-volantS  meteorologiques),  L-P.  Frantzen. 
Aerophile,  year  26,  nos.  19  and  20,  Oct.  1-15.  1918,  pp.  298-299,  3  figs.  Parti- 
culars of  German  design  of  "  Diamant  "  type. 

AIRCRAFT  PRODUCTION! 

Navy  Plant.  Our  Navy  Winged  Destroyers,  Austin  C.  Lescarboura.  Sci.  Am., 
vo.  119,  no.  21,  Dec.  11,  1918,  pp.  4S0  1S1  and  4SIJ--IS7,  8  figs.  Work  done  by 
Navy   in   establishing   Government-owned    aircraft   plant    for   supplying    giant 

seaplanes. 


RIGGING  From  a  Rigger's  Note-Book.  Flight,  vol.  10,  no.  47,  Nov.  21,  1918,  pi 
1313-1315,  8  figs.  General  procedure  of  rigging.  Case  of  a  B.  E.  2c  is  taken  u 
in  detail. 


pp. 
IP 

Report  of  the  Director  of  Military  Aeronautics.  Aerial  Age, 
vol  S,  no.  14,  Dec.  Ill,  1918,  pp.  720-722.  Story  of  development  of  personnel, 
training  and  organizing  phases  of  present  Air  Service. 


APPLICATIONS 

A.BROPLANB  Business.  The  Future  of  the  Airplane  Business,  C.  F.  Kettering.  Jl. 
Soc.  Automotive  Engrs.,  vol.  3,  no.  6,  Dec.  1918,  pp.  35S-362  and  pp.  362-363 
(discussion),  2  figs.  Present  difficulties  in  civilian  use  of  airplanes  as  built  at 
present;  types  of  military  airplanes.  Presidential  address  before  Detroit  Sec- 
tion of  Society. 

AMERICAN  View.  Future  of  the  Aircraft.  Industry,  Harry  Bowers  Mingle,  Aviation, 
vol.  5,  no.  9,  Dec  1,  1918,  pp.  560-582,  3  figs.  Enumerates  possible  uses  of  air- 
plane in  scientific,  civil  and  sp-irting  fields. 

British  Civil  Transport.  Civil  Aerial  Transport.  Flight,  vol.  10,  no.  48,  Nov.  28, 
1918,  pp.  1350-1351.  Outline  of  report  of  Civil  Aerial  Transport  Committee 
regarding  steps  to  be  taken  to  develop  aviation  for  civil  and  commercial  purposes 
and  utilizing  trained  personnel  for  that  purpose.     From  London  Times. 


150 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


Control  op  Aircraft.  The  Two  Futures  for  Flight,  H.  Massac  Buist.  Flight, 
vol.  10,  nos.  48  and  49,  Nov.  28  and  Dec.  5,  1918.  pp.  1352-1354  and  1370-1373. 
Argues  against  establishment  of  bureaucracy  in  connection  with  development  of 
aviation  alike  for  military,  public  and  private  purposes,  and  for  absolutely 
free  scope  for  development  and  application  by  individuals  or  companies. 

Dutch  View  or  Future.  Flying  Machines  and  Air  Communication  and  Navigation 
in  the  Near  Future  (.Vliegmachines,  bestuurbare  luchtschepen  en  het  luchtverkeer 
in  de  naaste  toekomstK  Ph.  Kaptevn.  De  Ingenieur,  year  33,  no.  43,  Oct. 
26,  1918,  pp.  827-845,  41  figs. 

Italian  View  of  Commercial  Aviation.  Commercial  Aviation,  Gianni  Caproni. 
Aeronautics,  vol.  15,  no.  264,  Nov.  6,  1918,  pp.  428-430,  3  figs.  From  Rivista 
dei  Transporti  Aerei. 

AUXILIARY  SERVICE 

Trucks.  Building  Trucks  for  the  Aviation  Service,  M.  E.  Hoag.  Am.  Mach.,  vol. 
49,  no.  23,  Dec.  12,  1918,  pp.  1089-1092,  13  figs.  Description  of  construction 
and  assemply  of  some  special  parts.     Second  article.) 

ENGINES 

Austro-Daimler.  The  200  H.  P.  Austro-Daimler  Aero  Engine.  Flight,  vol.  10, 
no.  46,  Nov.  14,  1918,  pp.  1288-1293,  7  figs.  Ignition;  carburetor  and  induction 
system;  petrol  tanks;  air  pump;  water  pump;  water  cooling  system;  calibration 
and  endurance  test  report;  metallurgical  test  report;  general  data;  general 
analysis  by  weights.  Issued  by  Technical  Department,  Aircraft  Production, 
Ministry  of  Munitions.  Also  Automobile  Engr.,  vol.  8,  nos.  120  and  121.  Nov. 
and  Dec.  1918,  pp.  316-319,  350-357,  28  figs. 

Design.  The  Design  of  Airplane  Engines,  III,  John  Wallace.  Automotive  Engr., 
vol.  3,  no.  10,  Dec.  1918,  pp.458-460.  Mean  effective  pressure;  power;  construc- 
tion of  a  theoretical  diagram;  modifying  diagram  to  include  practical  conditions 
of  ignition;  comparison  of  results.      Continuation  of  serial.) 

Hispano-Suiza.  The  Hispano-Suiza  Aircraft  Engine,  Donald  McLeod  Lay.  Jl. 
Soc.  Automotive  Engrs.,  vol.  3,  no.  6,  Dec.  1918,  pp.  367-372,  9  figs.  Historical 
review  of  design  and  development;  mechanical  features;  circulating  water  and 
gasoline  systems;  production  problems. 

Four  Hispano. Suiza  Models.  Automotive  Indus.,  vol.  39,  no.  22,  Nov.  28, 
1918,  pp.  914-915  and  946,  2  figs.     Details  of  models  A,  I,  E,  and  H,  built  in  U.  S. 

The  Hispano-Suiza  Airplane  Engine.  Aviation,  vol.  5,  no.  9,  Dec.  1,  1918, 
pp.  549-553,  4  figs.  History  of  development  and  detailed  description  of  latest 
type. 

Liberty.  Details  of  the  Liberty  Engine,  J.  Edward  Schipper.  Automotive  Indus., 
vol.  38  ,  no.  24,  Dec.  12,  1918,  pp.  991-995,  12  figs.  Mechanical  des- 
cription illustrated  with  sectional  drawings. 

Electrical  System  of  the  Liberty  Engine,  J.  Edward  Schipper.  Automotive 
Indus.,  vol.  39,  no.  26,  Dec.  26,  1918,  pp.  1089-1092,  14  figs.  Special  type  of 
interrupter  comprising  three  breakers  in  parallel.  Storage  battery  designed  to 
permit  of  upside-down  flying. 

The  Liberty  Motor,  Douglas  Wardrop.  Aerial  Age,  vol.  8,  nos.  14  and  15, 
Dec.  16  and  23,  1918,  pp.  706-717,  762-765,  39  figs.  Dec.  16;  Extensive  descrip- 
tion of  machine  and  outline  of  its  development.  Dec.  23:  Oiling  system ; 
electric  ignition;  voltage  regulator;  duplex  Zenith  carburetor. 

Starter.  The  Liberty  Starter.  Aerial  Age,  vol.  8,  no.  16,  Dec.  30, 1918,  p.  816,  3  figs. 
Elevation  and  sections  of  4-cylinder  radial  2-cycle  air  motor.  As  starter  it  has 
a  9  to  1  gear  reduction  on  final  drive  to  motor. 

HISTORY 

Official  U.  S.  History.  Official  History  of  Aircraft  Production.  Automotive 
Indus.,  vol.  39,  no.  23,  Dec.  5,  1918,  pp.  968-969  and  987-990.  Objects,  prob- 
lems, production,  and  results  of  air  program. 

MATERIALS  OF  CONSTRUCTION 

Spruce.  Development  of  the  Aircraft  Spruce  Industry.  Lawrence  K.  Hodges. 
Automotive  Indus.,  vol.  39,  nos.  25  and  26,  Dec.  19  and  26,  1918,  pp.  1037-1040 
and  1100-1101,  8  figs.  Organization  of  Spruce  Production  Division.  Figures 
of  monthly  cut;  problem  of  by-products  disposal. 

See  also   MECHANICAL  ENGINEERING,   Corrosion   (Aircraft  Parts). 

METEOROLOGY 

Aeroqraphic  Records.  Uniformity  in  Aerographic  Records,  Alexander  McAdie. 
Sci.Am.Supp.,  vol.  87,  no.  2244,  Jan.  4, 1919,  pp.  15-16.  Discusses  desirability 
of  universal  scientific  units.    Special  reference  is  made  to  meteorological  work. 

MODELS 

Ford- Motored  Aeroplane.  Elementary  Aeronautics  and  Model  Notes,  John  F. 
McMahon.  Aerial  Age,  vol.  8,  no.  14,  Dec.  16,  1918,  p.  727,  16  figf.  Construc- 
tion of  a  Ford-motored  airplane. 

Model  Construction.  Model  Aeroplane  Building  as  a  Step  to  Aeronautic  Engin- 
eering, Aerial  Age,  vol.  8,  nos  11,  12,  15  and  16,  Nov.  25,  Dee.  2,  23  and  30,  1918. 
pp.  581,  627,  781  and  826,  16  figs.  Table  of  resistance  and  weight  of  spruce 
struts.  Table  of  plates  of  different  aspect  ratios  at  angles  from  5  to  60  deg. 
showing  A'y,  Kx  and  ratio  of  lift  to  drift  at  the  different  angles.  Bracing 
fuselage.  Construction  of  seat,  gas  tank  and  rudder  bar. 

PLANES 

Bero.  The  Austrian  Berg  Single-Seater.  Flight,  vol.  10,  no.  46,  Nov.  14,  1918, 
pp.  1285-1287,  9  figs.  Wing  section;  attachment  of  struts  to  fuselage  and 
longerons;  details  of  internal  bracing  ailerons.     ^Concluded.): 


Bombers.  The  Gotha  Bomber,  with  Notes  on  Giant  Aeroplanes.  Flight,  vol.  10,  nos. 
46,  47,  48  and  49,  Nov.  14,  21,  28  and  Dec.  5,  1918,  pp.  1280-1282,  1318-1322, 
1340-1347  and  1375-1378,  84  figs.  Nov.  14:  Principal  dimensions;  construction; 
struts;  ailerons;  propeller  accommodation;  enpennage;  fuselage.  Nov.  21: 
Undercarriage;  engine  mounting;  engines;  controls;  petrol  system;  armament; 
bombs;  wireless;  Instruments;  fabric  and  dope.  Nov.  28:  Particulars  of  four 
engincd  giant.  Dec.  5:  Principal  items  of  interest  in  five-engined  giant  brought 
down  by  allied  forces.  Issued  by  Technical  Department,  Aircraft  Production, 
Ministry  of  Munitions.  Also  Engineer,  vol.  126,  no.  3281,  Nov.  15,  1918,  pp. 
419-421,  8  figs;  Aeronautics,  vol.  15,  no.  266,  Nov.  20,  1918,  pp.  473-486,  79  figs. 

De  Haviland  4.  The  De  Haviland  4,  with  Liberty  "  12  "  Engine.  Aerial  Age,  vol.  8, 
no.  17,  Jan.  6,  1918,  pp.  860-861,  5  figs.     General  dimensions  and  weights. 

Design.  The  Probable  Trend  of  Aeroplane  Design,  R.  F.  Mann.  Sci.  Am.  Supp., 
vol.  87,  no.  2244,  Jan.  4,  1919,  p.  11, 1  fig.-  Review  of  present  stage  in  development 
and  changes  likely  to  be  introduced  by  reason  of  applications  of  airplanes  to 
various  purposes.     From  Flight. 

The  Trend  of  German  Aeroplane  Design.  Flight,  vol.  10,  no.  49,  Dec.  5, 
1918,  pp.  1383-1385.  Comparison  with  British  machine  of  principal  features  of 
captured  German  aeroplanes.  Also  in  Aeronautics,  vol.  15,  no.  268,  Dec.  4, 
1918,  pp.  518-520. 

Gallaudet.  The  Gallaudct  D-4  Light  Bomber  Seaplane.  Aerial  Age,  vol.  8,  no. 
16,  Dec.  30,  1918,  pp.  817  and  831,  3  figs.  General  specifications.  Machine 
is  a  biplane  and  is  fitted  with  one  400-hp.  Liberty  "  Twelve  "  engine 

Hannoveraner.  The  German  Airplane  Hannoveraner,  C.  L.  II.  (Avion  allemand 
Hannoveraner  C.  L.  II).  Aerophile,  year  26,  nos.  19  and  20,  Oct.  1-15.  1918, 
pp.  289-296,  10  figs.  Comprehensive  description  of  light  biplane  fitted  with 
200-h.p.  Opel  motor. 

Junker.  The  Junker  Armored  Biplane.  Flight,  vol.  10,  no.  48,  Nov.  28,  1918,  pp. 
1356-1357,  2  figs.     Main  characteristics  of  all-metal  aeroplane. 

L-W-F.  The  L-W-F  Model  G-2  Fighting  Airplane,  Glenn  D.  Mitchell.  Aviation, 
vol.  5,  no.  9,  Dec.  1,  1918,  pp.  554-558,  7  figs.  General  features  and  dimensions 
of  an  ail-American  design. 

Martin.  The  Martin  K-lll  Single  Seater.  Aerial  Age,  vol.  8,  no.  15,  Dec.  23,  1918, 
pp.  759-761,  7  figs.  Particulars  of  biplane  specially  designed  as  altitude  fighter 
and  equipped  with  oxygen  tanks  and  provision  for  electrically  heating  piilot'a 
clothing. 

N.  C.  1,  U.  S.  Navy.  Our  Giant  Aircraft.  Sci.  Am.,  vol.  120,  no.  1,  Jan.  4,  1919, 
pp.  7  and  18.  General  design  of  N.  C.  1  equipped  with  three  12-cylinder  Liberty 
engines  driving  three  four-bladed  tractor  screws;  wing  spread,   126  ft. 

Rumpler.  Rumpler  Two-Seater  Biplane.  Automotive  Indus.,  vol.  39,  no.  23, 
Dec.  5,  1918,  pp.  962-965,  14  figs.  Technical  description  of  model  German 
reconnaissance  machine.     Issued  by  British  Aircraft  Department. 

PROPELLERS 

Metal.  The  Metal  Airscrew,  Vladimir  Olhovsky.  Aerial  Age,  vol.  8,  no.  12,  Dec.  2, 
1918,  pp.  622-623,  2  figs.  Results  of  experiments  on  wooden  and  metal  pro- 
pellers; factors  entering  in  design  of  hollow  metal  propeller. 

Patterns.  Propeller  Patterns,  Joseph  A.  Shelly.  Machy,  vol.  25,  no.  5,  Jan.  1919, 
pp.  434-438,  8  figs.  Describes  method  of  laying  out  propeller  patterns, assembling 
different  section  s  and  working  blades  to  required  form.     (Second  article.) 

Research.  Experimental  Research  on  Air  Propellers,  II,  William  F.  Durand. 
Automotive  Eng.,  vol.  3,  no.  10,  Dec.  1918,  pp.  478-480,  2  figs.  Results  of 
work  done  by  Nat.  Advisory  Committee  for  Aeronautics.  Torque  dynamo- 
meter; revolution  counter;  air-speed  meter;  tests  and  calibrations  of  apparatus; 
uniformity  of  velocity  over  cross-section  of  air  stream;  relation  between 
depression  within  experiment  room  and  air-stream  velocity.  iTo  be  con- 
cluded.) 

MARINE  ENGINEERING 

AUXILIARY  EQUIPMENT 

Barge.  Standard  Concrete  Barge  for  Use  on  the  New  York  State  Barge  Canal. 
Engineering,  vol.  106,  no.  2759,  Nov.  15,  1918,  pp.  554-556,  6  figs.  Drawings 
showing  details  of  construction. 

Bark,  Auxiliary.  Auxiliary  Bark — The  France,  George  Douglas.  Rudder,  vol. 
34,  no.  12,  Dec.  1918,  pp.  590-592,  5  figs.  Sail  plan,  deck  arrangement  and  design 
features  of  five-masted  bark,  418.8  ft.  long,  fitted  with  two  Schneider  heavy-oil 
engines. 

Fishing  Cruiser.  An  Outdoor  Motored  Cruiser — Complete  Plans  and  Building 
Instructions,  William  Atkin.  Motor  Boat,  vol.  15,  no.  23,  6  figs.  Model  is 
adaptation  of  flat-bottomed  work  boats  used  by  clammers  of  Lower  New  York 
Bay. 

Life  Boats.  Two  Lifeboats  in  Place  of  One.  Rudder,  vol.  34,  no.  12,  Dec.  1918, 
pp.  588-590,  7  figs.  Design  providing  partial  collapse  of  one  so  it  can  be  stowed 
under  the  other. 

Producer-Gas  Power  Lighter.  Design  and  Construction  of  Producer  Gas  Power 
Lighter,  Frederick  S.  Nock.  Int.  Mar.  Eng.,  vol.  24,  no.  1,  Jan.  1919,  pp.  36-37, 
3  figs.  Special  central  control  for  engine  and  hoisting  apparatus;  double  rudder 
installation;  compact  engine-room  planning. 

Towboat.  Plans  and  Specifications  of  New  Wood  Tow  Boats.  Int.  Mar.  Eng., 
vol.  23,  no.  12,  Dec  1918,  pp.  673-674,  2  figs.  Built  for  hard  service;  compound 
engine  of  750  hp.;  Scotch  boiler  with  three  Morison  furnaces. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


151 


SALVAGE 

Salving  of  the  SS.  Frank  A.  T.  Wheeler.  Tran.  Inst.  Marine 
Engrs.,  vol.  30,  no.  238,  Oct.  1918,  pp.  218-220,  3  figs.  Steps  taken  to  prevent 
falling  over  of  vessel  struck  by  torpedo  on  her  port  side  in  No.  5  hole,  holes  being 
blown  in  her  'tween  deck  and  starboard  side;  watertight  bulkhead  at  after  end 
of  engine  room  leaked  badly  and  eventually  flooded  engine  room. 

SHIPS 

Boilers.  Sediment  in  Marine  Boilers,  Its  Bearing  on  Furnace  Collapse,  W.  R.  Austin. 
Trans.  Inst.  Marine  Engrs.,  vol.  30,  no.  238,  Oct.  1918,  pp.  189-196,  1  fig.  and 
(discussion),  pp.  196-209.  Occasions  where  risk  arises  and  suggestions  to  elim- 
inate it:  Backing  strains  from  unequal  expansion  and  their  prevention  by 
keeping  uniform  temperature  in  furnaces;  dangers  arising  from  circulation 
of  sediment  caused  by  rolling  of  ship;  possibilities  of  creating  critical  situation 
while  cleaning  a  fire  at  sea ;  means  of  avoiding  accident  while  lying  under  banked 
fires. 

Concrete  Ship.  What  the  Year  Has  Taught  About  the  Concrete  Ship.  Eng.  News- 
Rec,  vol.  82,  no.  1,  Jan.  1,  1919,  pp.  14-15.  Much  learned  regarding  design  and 
construction;  future  depends  on  ability  to  build  in  cost  competition  with  steel; 
structurally,  ship  is  success. 

Concrete  Ships  and  Barges  (Los  buques  i  barcos  menores  de  concrete). 
Boletin  de  la  Sociedad  de  Fomento  Fabril,  year  35,  no.  9,  Sept.  1918,  pp.  614-619 
History  of  development  of  process  from  1849  to  present  time. 

Shear  in  Concrete  Ships  Critical  Point  in  Design,  A.  C.  Janni.  Eng. 
News-Rec.  vol.  81,  no.  24,  Dec.  12,  1918,  pp.  1089-1091.  1  fig.  According 
to  accepted  theory,  usual  thin  shell  monolithic  with  frame  gives  rise  to  dangerous 
conditions. 

Design.  V-Bottom  or  Round  Bilge — Which?  George  F.  Crouch.  Motor  Boat, 
vol.  15,  no.  23,  Dec.  10,  1918,  pp.  30-34,  3  figs.  Advantages  of  each  shape; 
diagrams  showing  relations  between  lenght  aand  speed  and  giving  approximate 
form  to  use  for  different  speeds. 

Best  Fore-and-Aft  Position  of  Parallel  Middle  Body  in  Single  Screw 
Cargo  Ship,  William  McEntee.  Int.  Mar.  Eng.,  vol.  24,  no.  1,  Jan.  1919, 
pp.  18-23,  8  figs.  Effect  of  variation  of  position  of  parallel  middle  body  on  shaft 
horsepower,  propulsion  coefficient  and  propeller  revolutions.  Paper  before 
Soc.  of  Naval  Architects  and  Marine  Eng.,  Philadelphia,  Nov.  1918. 

Electric  Transmission.  Electric  Propulsion  of  Vessels  (La  propulsion  electrique 
des  navires),  A.  Foillard.  Genie  Civil,  vol.  73,  no.  17,  Oct.  26,  1918,  pp.  321-327, 
13  figs.  Machinery  used  and  characteristic  curves  of  motors  in  the  vessels 
Wulsty  Castle  and  Mjfilner. 

Lubrication.  Uniform  and  Constant  Forced-Feed  Lubrication  of  the  Steamchests, 
Cylinders  and  Other  Parts  of  Steam  Engines.  Ry.  Engr.,  vol.  39,  no.  466, 
Nov.  1918,  pp.  203-209,  8  figs.  Describes  "  Intensifore  "  Gorton  type  developed 
from  exhaustive  experiments  with  various  mechanical  and  hydrostatic  lubricators 
by  engineering  staff  of  Great  Central  Ry. 

Power  Plant.  Marine  Power  Units,  J.  G.  Callan.  Wis.  Engr.,  vol.  23,  no.  2.  Nov. 
1918,  pp.  42-47.  General  characteristics  of  steam  turbines  and  Diesel  engines. 
Reasonableness  of  adoption  of  geared  unit. 

Standards.  Adopt  British  Ship  Steel  Standards.  Iron  Trade  Rev.,  vol.  63,  no.  22, 
Nov.  28,  1918,  pp.  1245-1246.  Decisions  of  American  Steel  manufacturers  at 
conference  in  Philadelphia. 

Standardization  of  Ship  Steel.  Steel  &  Metal  Digest,  vol.  8,  no.  12,  Dec. 
1918,  pp.  690-691.     Recommendation  of  mills  to  Emergency  Fleet  Corporation. 

Structural  Steel  Standardization  Cargo  Vessels,  Henry  R.  Sutphen.  Int. 
Mar.  Eng.,  vol.  23,  no.  12,  Dec.  1918,  pp.  695-698,  1  fig.  How  quantity  pro- 
duction was  met;  use  of  structural  steel  expedient;  layout  of  yard. 

Submarines.  The  Surrender  of  the  Submarines.  Min.  Jl.,  vol.  123,  no.  4345,  Nov. 
30,  1918,  pp.  688-691,  5  figs.  General  features  of  construction  of  the  different 
types,  their  propulsive  machinery  and  other  engineering  details. 

See  also  MECHANICAL  ENGINEERING,  Internal-Combustion  Engines 
Winlon  Marine  Engine). 

YARDS 

Concrete  Vessels.  Build  Boats  in  Dry  Docks  at  New  Yards  in  Detroit.  Eng. 
News-Rec,  vol.  82,  no.  1,  Jan.  2,  1919,  pp.  21-24,  9  figs.  Concrete  barges  under 
construction  on  concrete  floors  inside  dikes  which  will  be  flooded  for  launching; 
lighten,  carry  construction  machinery  alongside  dry  docks. 

Reinforced  Concrete  Shipbuilding  in  Dorsetshire.  Engineer,  vol.  126,  no. 
3281,  Nov.  15,  1918,  pp.  408-410,  10  figs.  Drawings  with  descritpion  of  some 
concrete  ships. 

Building  a  Government  3500-Ton  Concrete  Ship.  Eng.  News-Rec, 
vol.  81,  no.  24,  Dec.  12,  1918,  pp.  1058-1065,  16  figs.  Fougner  yard  has  concrete 
ways;  reinforcement  tacked  to  outside  forms  and  finish  put  on  with  cement 
gun;  air  hammers  on  forms  compact  concrete. 

Control  or  Construction.  Control  of  the  Construction  of  a  5000-Ton  Deadweight 
Fabricated  Steel  Ship,  "  Fabricator."  Int.  Mar.  Eng.,  vol.  23,  no.  12,  and  vol. 
24,  no.  1,  Dec.  1918,  and  Jan.  1919,  pp.  691-694  and  pp.  29-30,  6  figs.  Dec.  1918: 
Special  schedule  for  ordering  and  installation  of  machinery  and  equipment; 
correlation  between  order  and  purchasing  departments.  (Fourth  article.) 
Jan.  1919:  Forms  for  following  up  movement  and  arrival  of  steel  parts;  railway 
shipments  of  plates  and  sheets  traced.     (Fifth  article.) 

Costs  and  Estimates.  Shipbuilding  Costs  and  Estimates,  James  M.  Robertson. 
Int.  Mar.  Eng.,  vol.  23,  n  12.  Dec.  1918,  pp.  671-672.  Careful  reading  of 
specifications  necessary;  system  a  requisite;  list  of  items;  how  to  deal  with  indi- 
vidual items.     (8econd  article.) 

Ckanbs.  Pre-Assembly  System  and  Efficient  Erection  Cranes  Speed  Up  Shipbuilding 
at  Ecorse,  Eng.  News-Rec,  vol.  81,  no. 2 1,  De:.  12,  1918,  pp.  1076-1081,  8  figs. 
Pre-assembling  extending  rapidly  in  Lake  Yards;  reduces  erection  labor  on  hulls. 


Design.  Berth  Construction  and  Side-Launching  Practice  in  Great  Lakes  Shipyards. 
Eng.  News-Rec,  vol.  82,  no.  1,  Jan.  2,  1919,  pp.  7-13,  25  figs.  Berth  structure 
simple;  timber  and  concrete  foundations  for  support  of  ships;  concrete  launching- 
way  stringers  at  one  yard;  keel  blocks  and  cradles  variously  arranged;  trip  shores 
to  release  ships. 

Ship-Design  and  Quantity-Production  Methods  of  Newark  Bay  Yard. 
Eng.  News-Rec,  vol.  81,  no.  25,  Dec.  19,  1918,  pp.  1122-1125,  4  figs.  Project 
for  factory-style  shipbuilding  based  on  enlisting  new  labor  supply  and  using 
commercial  steel;  methods  dictated  by  delay  in  ship  orders;  bridge  shops  fabricate 
straight  parts. 

Equipment.  Fabricating  Shop  and  Berth  Equipment  at  Sun  Shipyard.  Eng. 
News-Rec,  vol.  82,  no.  1,  Jan.  1,  1919,  pp.  57-61,  9  figs.  Assembly  bay  of  shop 
delivers  finished  material  to  shipbuilding  cranes;  multiple  punches  and  roller 
tables;  reinforced-concrete  berths  served  by  bridge  cranes. 

Fabricated  Ship.  Fabricated-Ship  Construction  in  One  Year's  Experience.  Eng. 
News-Rec,  vol.  82,  no.  1,  Jan.  2,  1919,  pp.  16-17.  New  System  now  tested  by 
large-scale  working  has  proved  adaptable  and  free  from  inherent  difficulties  or 
elements  of  excess  cost. 

Ford  Eagles.  Building  the  Ford  Submarine-Chaser  "Eagle."  Int.  Mar.  Eng., 
vol.  24,  no.  1,  Jan.  1919,  pp.  23-27,  7  figs.  Simplicity  of  hull  construction; 
safety  devices  on  unusual  launching  platform;  routing  aids  production. 

Ford  Methods  in  Ship  Manufacture,  Fred  E.  Rogers.  Ind.  Management, 
vol.  57,  no.  1,  Jan.  1919,  pp.  1-6,  12  figs.  Description  of  boat  with  features 
of  plan  of  manufacture.     (First  article.) 

Building  the  Ford  Submarine  Chaser  "Eagle."  Int.  Mar.  Eng,  vol.  23, 
no.  12,  Dec.  1918,  pp.  702-705,  4  figs.  Straight-line  design;  two  parts  of  system; 
hurried  development  of  process. 

Hog  Island.  Hog  Island,  the  Greatest  Shipyard  in  the  World,  W.  H.  Blood,  Jr. 
Int.  Mar.  Eng.,  vol.  23,  no.  12,  Dec.  1918,  pp.  678-690,  20  figs.  Review  of  con- 
ditions that  preceded  planning  of  yard;  adopting  type  and  design  of  boat;  troubles 
encountered  and  overcome.  Before  Soc.  of  Naval  Architects  and  Marine  Engrs., 
Philadelphia,  Nov.  1918. 

Illumination.  A  Method  of  Ship  Way  Illumination,  F.  D.  Weber.  Jl.  Elec,  vol.  41, 
no.  11,  Dec.  1,  1918,  p  503.     Outlines  method  followed  by  western  company. 

Latino  Out.  Laying  Down  and  Taking  Off,  Charles  Desmond.  Rudder,  vol.  34, 
no.  12,  Dec.  1918,  pp.  584-587,  5  figs.  How  to  lay  out  shape  of  transom  stern 
inclinedaft  with  rounded  after  face  and  intended  to  be  made  of  pieces  of  material 
bent  to  shape.     (Continuation  of  serial.) 

New  Yards.  Large  Addition  to  Plant  of  the  Tidewater  Shipbuilders,  Ltd.,  Cap  de  la 
Madeleine,  P.  Q.  Contract  Rec,  vol.  32,  no.  51,  Dec.  18,  1918,  pp.  1001-1004, 
6  figs.     Extensions  necessitated  to  build  four  5100-ton  steel  cargo  boats. 

Shipbuilding  at  the  Pensacola  Yards,  John  M.  Sweeney.  Int.  Mar.  Eng., 
vol.  24,  no.  1,  Jan.  1919,  pp.  12-16,  8  figs.  Well-constructed  plant  for  9000-ton 
fabricated  steel  ship;  use  of  permanent  scaffolding;  powerful  plate-bending 
machine. 

Routing  or  Materials.  Routing  of  Fabricated  Ship  Material  at  Bristol.  Eng, 
News-Rec,  vol.  82,  no.  1,  Jan.  2,  1919,  pp.  25-30,  9  figs.  Hull  construction 
operated  on  basis  of  shop-to-storage-to-ship  system  requires  accurate  timing  of 
material  supply,  shop  work,  and  assembly;  routing  handled  by  production 
department. 

Welding.  The  Steel  Ship  and  Oxy-Acetylene  Welding,  J.  F.  Springer.  Can.  Machy., 
vol.  20,  no.  25,  Dec.  19,  1918,  pp.  701-703.  Observations  on  behavior  of  metal 
under  welding  flame  and  precautions  to  be  taken.  Writer  believes  tensile 
strength  of  material  at  and  near  weld  is  much  less  that  that  of  the  plates.  Of  tho 
restorative  measures  available,  he  considers  reheating  method  the  most  convenient 
and  effective. 

Welding  Designs  for  Shipyard  Use,  E.  G.  Rigby.  Marine  Rev.,  vol.  49,  no. 
1,  Jan.  1919,  pp.  22-29,  22  figs.  Practical  examples  of  electric  welding  in  deck, 
tank  and  bulkhead  structures;  how  it  is  applied  to  armor  plate. 

Electric  Welding  in  Ship  Construction,  H.  Jasper  Cox.  Int.  Mar.  Eng., 
vol  24,  no.  1,  Jan.  1919,  pp.  42-16,  7  figs.  Methods  of  welding  and  apparatus 
described;  inspection  and  testing  welds;  speed  and  cost  of  welding;  Lloyd's 
experiments.  Paper  before  Soc.  of  Naval  Architects  and  Mar.  Eng.,  Philadel- 
phia, Nov.  1918. 

The  Steel  Ship  and  Oxy-Acetylene  Welding,  J.  F.  Springer.  Int.  Mar. 
Eng.,  vol.  23,  no.  12,  Dec  1918,  pp.  699-701.  Autogenous  welding  decreases 
strength  of  steel;  behavior  under  heat;  restorative  measures. 

The  First  Electrically  Welded  Boat,  John  Liston.  Geb.  Elec.  Rev.,  vol.  21, 
no.  12,  Dec.  1918,  pp.  844-848,  10  figs.  Process  followed  in  welding  42-ft.  boat 
of  11-ft.  beam  said  to  have  been  plying  Lake  Erie  for  two  years  when  the  275-ton 
English-built,  rivetless  welded  barge  was  launched  in  June  1918. 

Electric  Welding  for  Shipbuilding.  Elect.,  vol.  81,  no.  2114,  Nov.  22,  1918, 
pp.  619-620.  From  address  by  W.  S.  Abell,  Chief  Ship  Surveyor  of  Lloyd's 
Register,  before  North-East  Coast  Inst,  of  Engrs.  and  Shipbuilders,  Tyneside, 
Nov.  1918. 

U.S.  Warship  Kept  on  the  Job  by  Oxy-Acetylene  Torch.  Jl.Acetylen. 
Welding,  vol.  20,  no.  6,  Dec.  1918,  pp.  290  and  292.  Repair  of  boiler  with  oxy 
acetylene  outfit. 

Electric  Welding  for  Shipbuilding,  W.  S.  Abell.  Nautical  Gaz.,  vol.  94, 
no.  24,  Dec.  14,  1918,  pp.  346-347.  Past  progress;  strength  of  joints;  possibility 
of  industry.     Paper  before  British  Northeast  Coast  Instn.  Engrs.  &  Shipbuilders. 

The  Adequacy  of  Welding  in  Constructing  Hulls  of  Ships,  H.  M.  Hobart. 
Gen.  Elec  Rev.,  vol.  21,  no.  12,  Dec.  1918,  pp.  840-845.  Investigations  of 
Welding  Research  Sub-Committee  of  Emergency  Fleet  Corporation  in  regard 
to  relative  merits  of  different  systems  and  equipments. 

Spot  Welding  and  Some  of  Its  Applications  to  Ship  Construction,  H.  A. 
Winne.  Gen.  Elec  Rev.,  vol.  21,  no.  12,  Dec. 1918,  pp.  923-927,  6  figs.  Advan- 
tages of  spot  welding  over  riveting  with  respect  to  strength,  time,  and  labor; 
limitations  of  spot  welder;  application  of  spot  welding  to  construction  of  ladders 
and  gratings  and  to  plugging  of  misplaced  holes. 


152 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Electric  Welding  in  Navy  Yards,  II.  G.  Knox.  Gen.  Elec.  Rev.,  vol.  21, 
no.  12,  Dec  1918,  pp.  849-859,  20  figs.  Word  conducted  in  each  type  of  shop 
in  a  navy  yard;  recommendations  of  welding  equipment  desirable  in  each  shop; 
data  on  speed  and  cost  of  welding  ship  structures;  comparative  cost  data  of  weld- 
ing based  on  records  from  steam  railroads. 

The  Electric  Arc  Used  in  Steamship  Overhauling.  Can.  Machy.,  vol.  20, 
no.  24,  Dec.  12,  1918,  pp.  675-676,  2  figs.  Examples  of  uses  of  Westinghousc  arc 
welder  in  repairing  marine  boiler  and  furnace  while  under  steam 

Arc  Welding  in  Shipyard,  W.  L.  Roberts.  Gen.  Elec.  Rev.,  vol.  21,  no.  12, 
Dec.  1918,  pp.  800-864,  13  figs.  Simplification  of  anglesmith's  work  by  use  of 
arc  welding  in  production  of  staples;  probability  of  abandoning  staples  in  favor 
of  directly  arc-welding  parts;  application  of  electric  arc  to  construction  of  water, 
oil,  a  j    ir  tanks,  stacks,  condensers,  and  other  similar  appliances, 

Wooden  Vessels.  Building  Wooden  Vessels  on  the  Pacific.  Int  Mar.  Eng.,  vol.  24, 
no.  1,  Jan.  1919,  pp.  8-11  8  figs.  Record  of  accomplishment;  Hough  and  Ferris 
types  give  way  to  5000  ton  vessels;  wood  vessels  coming  into  their  own  again. 

VARIA 

Emergency  Fleet  Corporation.  Organization  of  the  U.  S.  Shipping  Board  Emer- 
gency Fleet  Corporation  Charles  Piez.  Jl.  Am.  Soc.  Mech.  Engrs  ,  vol.  41, 
no.  1,  Jan.  1919,  pp.  32-35,  2  figs.  Relationship  and  functions  of  Board  and 
construction  and  operation  divisions  of  Fleet  Corporation. 

Naval  Enginesring  in  War.  The  Achievements  of  Naval  Engineering  in  the  War, 
William  L.  Cathcart.  .11.  Am.  Soc.  Mech.  Engrs.,  vol.  41,  no.  1,  Jan  1919, 
pp.  18-25,  18  figs.  Organizations  and  principal  activities  of  Bureau  of  Steam 
Engineering;  electric  drive  for  battleships;  repair  of  German  merehan  ships  by 
oxy-acetylene  welding.     Delivered  at  annual  meeting  of  the  Society. 

U.  S-  Shipbuilding  in  1918.  Shipbuilding  in  the  United  States  in  1918.  Int.  Mar. 
Eng.,  vol.  24,  no.  1,  Jan.  1919,  pp.  5-7.  Three  million  tons  of  merchant  ship 
completed  in  first  eleven  months;  rate  of  production  rapidly  increasing. 

ORGANIZATION  AND  MANAGEMENT 

ACCOUNTING 

Expense  Distribution.  Efficiency  and  Democracy,  H.  I..  Gantt.  .11  Am.  Soc. 
Mech.  Engrs.,  vol.  41,  no.  1,  Jan.  1919,  p.  43.  Suggestions  in  regard  to 
accounting  systems.  Stress  is  laid  on  erroneous  process  of  charging  work  with 
expense  of  idle  machines. 

EDUCATION 

APPRENTICES.  The  Training  of  Engineering  Apprentices,  T.  II.  Fenner.  Can. 
Machy.,  vol.  20,  no.  23,  Dee.  5,  1918,  pp.  641-643,  4  figs.  Analyzes  necessary 
standard  of  education  and  suggests  course  of  training 

Canada.  Labor,  Apprenticeship  and  Technical  Education.  Can.  Engr..  vol.  :;.", 
no.  24,  Dee.  12,  1918,  p.  511.  Report,  of  committee  to  Ottawa  Conference  of 
Assn.  of  Can.  Building  and  Construction  Industries. 

CniprLED  Workers.     How  to  Deal  with  Crippled  Workers,  T.  Norman  Dean.     Am 
Mach.,  vol.  49,  no.   25,  Dec.    19,   1918,  pp.    1115-11  Hi.      Suggestions  from  de- 
ductions from  scientific  experience   to   relieve  2,122,009  industrial  cripples  in 
United  States. 

Physical  Reconstruction  of  Crippled  Men,  Constance  Drexel.  Blast  Fur- 
nace, vol.  6,  no.  12,  Dec.  1918,  pp.  508-509.  Plan  of  U.  S.  Government  for 
rehabilitation  and  vocational  training;  schools  established  giving  courses  in 
oxy-acetylene  welding,  etc. 

Re-Educated  Soldiers  in  the  Machine  Trade,  Katherine  Freeman.  Can. 
Machy.,  vol.  20,  no.  25,  Dec.  1918,  pp.  691-692,  2  figs.  Instances  in  which 
vocational  reeducation,  together  witji  artificial  limbs,  have  made  injured  soldiers 
earn  more  than  in  pre-war  days. 

Industrial  Surveys  for  Physical  Readjustment,  A.  B.  Segur.  Indus. 
Management,  vol.  57,  no.  1 ,  Jan.  1919,  pp.  (33-65,  2  figs.  Method  of  investigating 
possibilities  of  employing  disabled  persons  in  industry,  developed  by  Red  Cross 
Institute  for  the  Blind;  results  shown  for  few  operations  in  a  meat-packing  house. 

Engineers.  The  Engineer  in  Foreign  Service,  I,.  S.  Rowe.  Jl.  Am.  Soc.  Mech. 
Engrs.,  vol  41,  no.  1,  Jan.  1919,  pp.  31-32.  Plea  to  broaden  training  of  engineer 
in  order  that  he  may  acquire  a  greater  breadth  of  view  which  will  permit  his 
adaptability  to  international  service. 

ENGLISH  Language.  EducationTin  English  Language  Promotes  Efficiency,  Sarah 
Elkus.  Nat.  Efficiency  Quarterly,  vol.  1,  no.  3,  Nov.  1918,  pp.  140-149. 
Cooperation  of  Board  of  Education  in  promoting  F^nglish  classes  in  factories; 
English  as  a  safety-first  metl.cd. 

S.  A.  T.  C.  Students'  Army  Training  Corps.  Alexander  S.  Langsdorf.  I'roc.  St. 
Louis  Ry.  Club,  vol.  23,  no.  7,  Nov.  22,  1918,  pp.  115-127  and  (discussion), 
pp.  127-129.  Educational  plan  as  developed  by  War  Department  after  series  of 
experiments.  Special  reference  made  to  features  and  arrangements  of  Govern- 
ment contracts  with  Washington  University. 

Intensive  Training,  C.  R.  Dooley.  Jl.  Am.  Soc.  Mech.  Enbrs.,  vol.  41. 
no.  1,  Jan.  1919,  pp.  37-38.  Program  set  up  by  Committee  on  Education  and 
Special  Training.  It  consisted  of  (1)  military  training,  (2)  sorting  and  training 
according  to  ability,  (3)  trade  fundamentals  and  combinations,  and  (4)  develop- 
ment of  originality  and  initiative. 

Shipyards.  Industrial  Training  in  War  Time  E.  E.  MacNary.  Gen.  Elec.  Raw, 
vol  21,  no.  12,  Dec.  1918,  pp.  871-875,  4  figs.  Procedure  followed  and  accom- 
plishments performed  by  Emergency  Fleet  Corporation.  Article  deals  with 
teaching  of  eighteen  different  trades. 

Training  350,000  Men  for  the  Shipyards,  J.  Will  Parry  Eng.  News-Rec, 
vol  82,  no.  1,  Jan.  1,  1919,  pp.  53-56,  1  fig.  How  Fleet  Corporation  met 
problem. 

Training  Workers  in  Shipyards,  R.  V.  Rickford.  Int..  Mar  Eng.,  vol.  24, 
no.  1,  Jan.  1919,  pp.  38-42,  12  figs.  Short  cut  over  old  apprentice  system; 
work  progresses  from  simple  to  difficult  operations;  rivet  records  show  results. 


Trade  Journals.  Technical  Journal  Best  Aid  to  Education,  S.  Balmfirth.  Can. 
Foundryman,  vol.  9,  no.  12,  Dec.  1918,  pp.  307-303.  After  analyzing  advan- 
tages and  disadvantages  of  various  sources  of  technical  education  writer  concludes 
that  technical  journals,  by  reason  of  their  ready  availability  and  simplicity  of 
style,  arc  best  help  for  self-instruction.  Also  in  Can.  Machy.,  vol.  20,  no.  23  , 
Dec.  5,  1918,  pp.  655  and  657. 

Training  Factory.  Lens  Grinding  in  a  Training  Factory,  Erik  Oberg.  Machy., 
vol.  25,  no.  4,  Dec.  1918,  pp.  330-332,  3  figs.  Means  for  meeting  war  emergencies 
devised  by  U.  S.  Government. 

Vocational  Schools.  Need  for  vocational  Sahools  in  Mining  Communities,  J.  C 
Wright.  Bui.  Am.  Inst.  Min.  Engrs.,  no.  115.  Jan.  1919,  pp.  91-94.  Kinds  of 
vocational  schools  which  may  be  organized  under  the  terms  of  the  Federal 
Vocational  Education  Act. 

WELDERS.  The  Training  of  Eectric  Welders,  H.  A.  Horner.  Gen.  Elec.  Rev.,  vol  .21, 
no.  12.  Dec.  1918,  pp.  876-881,  9  figs.  Development  of  ingenuity  and  mani- 
pulating skill  necessitated  by  welding  operators  said  to  be  principalaim  of  course 
given  by  instructors  of  Emergency  Fleet  Corporation. 

Women.  Service  for  Women  in  the  Gisholt  Shop,  J  V.  Hunter.  Am.  Mach.,  vol.  50, 
no.  1,  Jan.  2,  1919,  pp.  6-10,  17  figs.  Methods  used  in  training  women  workers 
in  a  Wisconsin  shop. 

Preliminary  Training  for  Women  Workers,  Fred.  H.  Colvin.  Am.  Mach., 
vol.  49,  no.  24,  Dec.  12.  1918,  pp.  10(17-1070,  9  figs.  Account  of  methods  em- 
ployed in  school  of  Packard  Motor  Car  Co. 

Motor  Company's  Shop  Training  for  Women,  F.  L.  Prentiss.  Iron  Age, 
vol.  102,  no.  24,  Dec.  12,  1918,  pp.  1453-1 155,  1  fig.  Intensive  work  at  Lincoln 
plant  done  in  threshold  school;  women  employees  are  protected  by  enforcement 
of  rigid  rules. 

Work  Schools.  New  Developments  in  Industrial  Organization.  Modern  Methods 
of  Port  Sunlight  (111),  W.  G.  Cass.  Cassier's  Eng.  Monthly,  vol.  54,  no.  5, 
Xo.   L918,  pp.  218-251).      Work  schools  at  Port  Sunlight  works. 

FACTORY    MANAGE MENT 

EMPLOYMENT  Managers.  Aids  to  Employment  Managers  and  Interviewers  on 
Shipyard  Occupations  with  Description  of  Such  Occupations.  Special  Bui. 
U.  S.  Shipping  Board  Emergency  Fleet  Corporation,  19 IS,  147  pp.  List  of 
fundamental  trades  and  occupations  with  most  commonly  accepted  names 
used  as  standard.  Specifications  describe  occupation  from  shipyard  standpoint. 
Duties  of  the  Employment  Manager,  Charles  W.  Moon.  Machy.,  vol.  25, 
no.  5,  Jan.  1919,  pp.  443-447,  9  figs.  Fundamental  principles  involved  and 
methods  used  successfully  by  R.  K.  Le  Blond  Machine  Tool  Co. 

Employment  Managers  Graduate  at  the  University  of  California,  A.  T. 
Parsons.  Metal  Trades,  vol.  9,  no.  11,  Nov.  1918,  pp.  450-152.  Historical 
account  of  development  of  industrial  activity  involved  in  occupation  of  employ- 
ment managers. 

Handbook  on  Employment  Management  in  the  Shipyard.  Organizing 
the  Employment  Department — .  U.  S.  Shipping  Board  Emergency  Fleet 
Corporation  1918,  17  pp.  Methods  and  processes  of  handling  employment 
problems  which  have  been  found  successful  in  some  of  largest  shipyards  and 
corporations  in  U.  S. 

The  Employment  Manager  a  New  Factor  in  the  Industrial  Relationship, 
Edward  P.  Jones.  Wis.  Engr.,  vol.  23,  no.  2,  Nov.  1918,  pp.  48-53.  Considera- 
tions on  necessity  for  and  meaning  of  formanizing  labor  as  developed  in  new 
profession.     Also  in  Metal  Trades,  vol.  9,  no.  12,  Dec.  1918,  pp.  500-501. 

Employment  Methods.  Installing  Employment  Methods,  William  Alfred  Sawyer. 
Indus.  Management,  vol.  57,  no.  1,  Jan.  1919,  pp.  7-11,  10  figs.  Record  of  first 
year's  work  of  employment  and  health  department  of  American  Pulley  Co. 

Interviewing  and  Selecting,  Mark  M.  Jones.  Indus.  Management,  vol.  57, 
no.  1,  Jan.  1919,  pp.  66-67.  From  address  before  Am.  Assn.  of  Public  Employ- 
ment Officers. 

ENVIRONMENT.  Influence  of  Environment  on  Production,  Lewis  J.  Brew.  Am. 
Drop  FVjrgcr,  vol.  4,  no.  11,  Nov.  1918,  pp.  428-429.  Suggestions  in  layout  and 
details  of  forge  plant. 

Equipment.  Equipment  for  Diversified  Production,  A.  B.  Shuart.  Am.  Drop 
Forger,  vol.  4,  no.  11,  Nov.  1918,  pp.  429-430.  Features  of  forge-plant  design 
contributing  to  eliminate  manual  labor  to  large  extent. 

Ford  Shipbuilding  Methods.  Ford  Methods  in  Ship  Manufacture — I,  Fred  E. 
Rogers.  Indus.  Management,  vol.  57,  no.  1,  Jan.  1919,  pp.  1-6,  12  figs.  Basic 
features  that  made  possible  the  production  of  Eagle  submarine  chasers.  (.To  be 
continued.) 

Foundry.  Organizing  a  Foundry  to  Obtain  Top  Production,  Paul  R.  Ramp,  Foundry, 
vol.  47,  no.  317,  Jan.  1919,  pp.  8-13,  5  figs.  Systematic  method  of  following  up 
work  of  f<  remen  in  each  department  essential.  From  paper  before  Am.  Foundry- 
men's  Assn.,   Milwaukee. 

Inter-Departmental  Communications.  Shooting  the  Shop  Orders  to  Their 
Targets,  Robert  I.  Clegg.  Iron  Age,  vol.  103,  no.  1,  Jan.  2,  1919,  pp.  53-55, 
4  figs.  Simple  scheme  of  Geometric  Tool  Co.  to  rush  instructions  to  departments 
the  instant  they  arc  required. 

Localization  of  Industry.  The  Localization  of  Industry,  Malcolm  Keir.  Sci. 
Monthly,  vol.  8,  no.  1,  Jan.  1919,  pp.  32-48.  Localization  traceable  as  response 
to  resources  either  in  raw  materials  and  power,  or  in  unskilled  labor;  chance  and 
monopoly  as  contributing  factors:  requirements  of  factories  utilizing  waste 
products;  dependence  of  localized  industries  on  skilled  labor;  influence  of 
localization  in  formation  of  labor  unions;  deterrent  features  of  localization. 

Material  Handling.  Saving  Tool  Materials  in  Winchester  Shop,  W.  E.  Freeland. 
Iron  Age,  vol.  102,  no.  26,  Dee.  26,  1918,  pp.  1574-1575,  2  figs.  Work  of  central 
material  planning  division.  Files  are  kept  on  steel  basis.  Tenth  article 
dealing  with  methods  at  Winchester  plant. 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE     OF     CANADA 


153 


Organization.  What  Should  Organization  Achieve?  Harry  Tipper.  Automotive 
Indus.,  vol.  40,  no.  1,  Jan.  2,  1919,  pp.  17-18.  Its  effect  on  (D  providing  incen- 
tive to  work,  (2)  settling  individual  grievances  and  general  disagreements, 
(3)  improving  the  working  force,  (4)  decreasing  labor  turnover,  and  (5)  reducing 
friction  between  departments. 

Production  Control.  Graphic  Production  Control — V  The  Control  of  Equipment 
and  Labor,  C.  E.  Knoeppel,  Indus.  Management,  vol.  57,  no.  1,  Jan.  1919, 
pp.  56,  01,  22  figs.  Features  of  control  said  to  improve  efficiency  of  workmen, 
do  away  with  idleness  of  equipment  and  improve  faulty  shop  practice.  (To  be 
concluded.) 

Public-Utility  Plants.  Practical  Measures  for  Securing  Greatest  Economy  in 
Public  Utility  Plant  Operation.  Charles  Brossman.  Mun.  &  County  Eng., 
vol.  55,  no.  0,  Dec.  1918,  pp.  208-208.  Proper  use  of  recording  and  indicating 
instruments;  bonus  system;  examples  of  plant  neglect. 

Purchasing.  Principles  of  Purchasing  and  Storing,  Dwight  T.  Farnham,  Indus. 
Management,  vol.  57,  no.  1,  Jan.  1919,  pp.  33-38,  6  figs.  Instructions  concerning 
storing  of  materials  and  supplies,  their  withdrawal  from  stock  preparing  purchas- 
ing requisitions,  obtaining  bids  and  quotations,  placing  purchase  orders,  follow- 
ing up  delayed  purchase  materials,  and  reporting  receipt  of  materials.  From 
U.  S.  Employment  Service  Bulletin. 

Pates  and  Hate  Setting.  Time  Studies  for  Hate  Setting  on  Gisholt  Boring  Mills 
(III),  Dwight  V.  Merrick,  Cassier's  Eng  Monthly,  vol.  51,  no.  5.  Nov.  1918.  pp. 
271-275,  4  hes.     Time  required  in  actual  manipulation  of  machine  for  cuts. 

Establishing  Basic  Rates  Saves  Time  Study  Work,  Carle  M.  Bigelow. 
Indus.  Management,  vol.  57,  no.  1,  Jan.  1919,  pp.  17-22,  5  figs.  Using  as 
examples  the  determination  of  basic  rate  for  a  machine  and  finding  basic  rate  for 
manual  labor,  writer  points  out  how  their  use  gradually  increases  usefulness  of 
time-study  men  by  simplifying  vexatious  problems  of  determining  allowed 
times  and  repeated  studies  due  to  variation  of  product  for  single  operation. 

Shop  Efficiency.  The  Cultivation  of  Shop  Efficiency,  H.  J.  MacMillan.  Am. 
Drop  Forger,  vol.  4,  no.  11,  Nov.  1918,  pp.  440-447,  9  tigs.  Contrasts  present 
with  past  conditions  in  industrial  relationship  between  employees.  In  illustra- 
tion quotes  work  accomplished  by  Mueller  Mfg.  Co. 

Tool  System.  A  Simple  Tool  System,  B.  L.  Van  Schaick.  Indus,  .Management,  vol. 
57,  no.  1,  Jan.  1919,  p.  32, 1  fig.  Plan  based  on  actual  inventory  and  formation 
of  central  crib  where  all  grinding,  dressing  and  repairing  is  done. 

FINANCE  AND  COST 

COST  Accounting.  Cost  Accounting  to  Aid  Production— IV.  The  Principles  or 
Burden  Distribution,  G.  Charter  Harrison.  Indus  Management,  vol.  57,  no.  1, 
Jan.  1919,  pp.  49-55,  2  figs.  Details  of  method  of  obtaining  machine  rates, 
bringing  in  use  of  punched  cards  and  sorting  and  tabulating  machines.  (To  be 
continued.) 

Cost  Finding.  True  Cost  Finding— What  It  Can  Do  for  the  Railroads.  Morris 
I.lewellvn  Cooke.  Indus.  Management,  vol.  57,  no.  1.  Jan.  1919,  pp.  40-42. 
States  that  since  main  purpose  in  collecting  cost  nata  is  to  measure  efficiency, 
its  scientific  application  in  railroad  operation  will  provide  gage  for  efficiency  of 
each  performance;  and  that  initiative  in  scheming  out  an  adequate  cost  finding 
system  should  be  taken  by  F.  S.  Railroad  Administration. 

Cost  Systems  at  Factories.  Costing  at  National  Factories,  W.  Webster  Jenkinson. 
Iron  and  Coal  Trades  Rev.,  vol.  17,  no.  2645,  Nov.  8,  1918,  pp.  513-516.  Forms 
of  progress  records  and  cost  returns;  desirability  of  introducing  cost  system  in  a 
business  (Concluded 

Cost  Systems,  Construction-.  How  to  Figure  Construction  ( !ostS,  Stanley  D.  Moore. 
Cement  &Eng.  News,  vol.  30,  no.  12.  Dec,  191s,  pp  30-32,  Note  son  calculation 
of  sewer  system  costs.  Address  at  annual  meeting  of  Iowa  Eng.  Soc. 

INSPECTION 

Fuf.l  Supervision.  Supervision  ami  Fuel  Economy.  Robert  Collett.  Official 
Proc.  N.  V.  R.  R.  Club,  vol.  29,  no.  1,  Dec.  191s,  pp.  5152-5155.  Recommends 
supervision  by  friendly  counsel  and  encouragement. 

LABOR 

BONUSES.  Day  Labor,  Force  Account  Work  and  Bonuses,  diaries  M.  Upham. 
Good  Roads,  vol.  Hi,  no.  25,  Dec.  21.  1918,  pp.  239-241.  Discusses  advantages 
and  disadvantages.  Paper  presented  at  meeting  of  Am.  Assn.  State  Highway 
Officials,  Chicago. 

Piece    Work  and    Bonus  System    (Le   travail   aux    pi  I    prune),    M 

Cremieux.    Genie  Civil,  vol.  73,  no.  17,  Oct.  26,  1918,  pp.  329-33  esta- 

blished fundamental  equations  for  comparison   ot   these  two  systems  ot  remu- 
nerating workers. 

Compensation.  Workmen's  Compensation,  Health  Insurance  and  Hospitals,  Thomas 
Howell.  Modern  Hospital,  vol,  II.  no.  5,  Nov.  1918,  pp.  414-416.  Discussion 
of  future  relations  of  charitable  hopitala  to  industry,  indicating  probable  vast 
changes. 

Cripples.  An  Experimental  Employment  Bureau  for  Cripple-.  Eleanor  Adler. 
Modern  Hospital,  vol.  11,  no.  5,  Nov.  1918,  pp.  402-405.  Brief  historical 
account  of  efforts  to  find  employment  for  disabled  with  reference  to  establish- 
ment of  bureau  under  control  of  Federation  of  Assns.  for  Cripples  and  the 
Hudson  Guild. 

Opportunities  for  Crippled  Soldiers  in  the  Metal  Industries,  Elsie  Plant. 
Metal  Trades,  vol.  9,  no.  11,  Nov.  1918,  pp.  448-449,  3  figs.  Some  of  the  things 
disabled  men  can  do,  as  found  by  Red  Cross  Inst,  for  Crippled  and  Disabled  Men. 

Demobilzation.  When  Labor  Comes  to  Market,  Walton  H.  Hamilton.  Survey. 
vol.  41,  no.  14,  Jan.  4,  1919,  pp.  425-428.  Explanation  and  comment  on  demo- 
bilization chart  of  U.  S.  Labor  Policies  Board  showing  importance  of  rate  at 
which  demobilization  is  to  be  effected,  analysis  of  problem  and  contingencies 
upon  which  solution  depends. 


Status  of  the  Unproductive  Worker,  Harry  Tipper.  Automotive  Indus., 
vol.  39,  no.  25,  Dec.  1918,  pp.  1045-1010.  Right  of  salaried  workers  to  represen- 
tation in  organization  with  skilled  and  unskilled  employees. 

Employment  Department.  Employment  Department  Hog  Island  Shipyard, 
Am.  Mach.,  vol.  49,  no.  23,  Dec.  12,  1918,  pp.  1971-1075,  1 1  figs.  Shows  forms 
used  and  describes  process  of  employing  men. 

A  Definition  of  "  Penny- Wise,  Pound  Foolish,"  Applied  to  the  Picking  and 
Developing  of  Men  for  Big  Jobs,  Christian  Girl.  Monthly  Jl.,  Utah  Soc. 
Engrs.,  vol.  4,  no.  9,  Sept.  1918,  pp.  109-175.  Analysis  of  characteristics  in 
personnel  which  contribute  to  stability  of  organization.  Experience  of  writer 
in  picking  out  men.     From  System. 

Selecting  Employees.  Gas  Industry,  vol.  18,  no.  12,  Dec.  191S,  pp.  359- 
362.  Forms  used  by  company  covering  appearance,  mentality,  and  ability  of 
applicants,  who  are  examined  on  each  by  different  person. 

Housing.  Instances  of  Industrial  Housing.  Stone  &  Webster  Jl.,  vol.  23,  no.  0. 
Dec.  1918,  pp.  408-413,  11  figs.  General  appearance  and  finish  of  industrial 
housing  at  Mills  of  Carnegie  Steel  Co.,  and  Buckeye  Coal  Co.  Developments 
include  building  of  houses,  grading  of  streets,  installation  of  water  and  sewer 
lines,   etc 

The  New  E.  F.  C.  Hotel  at  Hog  Island,  W.  H.  Blood.  Stone  &  Webster 
.11.,  vol.  23,  no.  5,  Nov.  1918,  pp.  344-340,  4  figs.  Views;  rules;  conveniences 
available.     Hotel  accommodates  2170  men. 

Industrial  Courts.  New  Basis  for  Industrial  Relations,  Harry  P.  Kendall.  Am. 
Contractor,  vol.  39,  no.  52,  Dec.  28,  1918,  p.  17.  Discusses  establishment 
of  set  of  federal  industrial  courts  as  in  Australia,  and  formation  of  boards  set  by 
by  workmen  and  their  employees  with  equal  representation  on  each  side  to 
determine  standards  ot  wages,  hours  and  conditions  of  employment.  Address 
before  Nat.  Councillors  of  Chamber  of  Commerce  of  l".  S. 

Lauor  Representation.  How  Labor  Representation  Operates.  Iron  Trade  Rev., 
vol.  03,  no.  24,  Dec.  12,  1918,  pp.  1349-1351.  Presents  plan  adopted  by  Youngs- 
town  Sheet  <fe  Tube  Co.,  in  which  the  company  commits  itself  to  whatever  may  be 
declared  to  be  just  and  equitable. 

Political  Plan  of  Organization  Satisfactory  for  Relatively  Small  Establish- 
ments, Harry  Tipper.  Automotive  Indus.,  vol.  39,  no.  20,  Dec.  20,  1918, 
I>p.  1083-1084  and  1088.  Combined  work  of  employees'  representatives  and 
supervisors'  committee. 

Real  Labor  Representation,  Harry  Tipper.  Automotive  Indus.,  vol.  39, 
no.  24,  Dec.  12,  1918,  pp.  1006-1007  and  1010,  1  fig.  Analysis  of  Midvale 
Steel  &  Ordnance  Co.'s  plan.  Organization  constituted  of  legislative  and  judicial 
committees  elected  by  employees  in  the  various  plants. 

Lauor  Situation.  What  About  Labor?  Business  Digest  &  Investment  Weekly, 
vol.  22,  no.  12,  Dec.  17,  1918,  pp.  421-423  and  429.  Reasons  why,  despite 
resumption  of  normal  business  activity,  there  is  hesitancy  due  to  possibilities  in 
labor  situation. 

Mine  Labor.  Employment  of  Mine  Labor.  Herbert  M.  Wilson.  Bui.  Am.  Inst.  Min. 
Engrs.,  no.  145,  Jan.  1919,  pp.  83-85.  Important  aspects  of  securing  and 
retaining  workmen;  purpose  of  Federal  Board  for  Vocational  Education. 

Piece-Rate  Card  System.  Layout  and  Piece-Rate  Card  System,  John  J.  Borken- 
hagen.  Machy.,  vol.  25,  no.  4,  Dec.  1918,  pp.  327-329,  13  figs.  Forms  that 
assist  in  efficiency  shop  management. 

Relations  Between  Employees.  A  Unique  Method  of  Handling  Employees, 
Jl.  Elcc,  vol.  41,  no.  10,  Nov.  15,  1918,  pp.  413-111.  Promoting  activities  which 
will  foster  social  relationship  between  them. 

The  Human  Touch  in  Supervision,  E.  C.  Clarke.  Flee.  Ry.  Jl.,  vol.  52, 
no.  21,  Dec.  11,  1918,  1018-1050,  3  figs.  Object  of  management  should  be  to 
instill  spirit  of  cooperation  among  employees;  how  it  may  be  done. 

Wages.  The  Relation  of  Wages  to  Public  Health,  B.  S.  Warren  and  Edgar 
Sydenstricker.  Am.  Jl.  Public  Health,  vol,  8,  no.  12,  Dec.  1918,  pp.  883-887. 
Points  out  the  necessity  of  providing  families  with  suitable  money  value  com- 
mensurate with  local  necessities  and  capable  of  eliminating  undesirable  factors 
which  may  bring  about  unhealthy  conditions.  Based  on  statistics  for  period 
1907-1912 

Standardization  and  Administration  of  Wages,  H.  P.  Kendall  and  E.  D. 
Howard.  Jl.  Am.  Soc.  Mech.  Engrs.,  vol.  41,  no.  1,  Jan.  1919,  pp.  35-37. 
Consequences  of  system  of  contractual  relations  between  employers  and  em- 
ployees; work  of  the  War  Ijibor  Policies  Board;  post-war  labor  problems; 
advisability  of  establishing  system  of  organized  labor  participation  in  manage- 
ment . 

Welfare.     Welfare  or  Manpower  Engineering  ?     Frances  A.  Kellor.     Nat.  Efficiency 

Quarterly,  vol.  1,  no,  3,  Nov.  1918,  pp.  123-139.  Contends  that  welfare  work 
does  not  touch  basic  structure  of  plant  management  and  that  industrial  rela- 
tionship must  be  built  in  terms  of  engineering — impersonal,  accurate,  just  and 
coordinated. 

Women.  Wartime  Experience  Willi  Women  Metal  Workers  Foundry,  vol.  47,  no. 
317,  Jan.  1919,  pp.  0-7.  Their  efficiency  has  been  demonstrated  in  core  shops, 
foundries  and  metal-working  plants  generally  and  in  some  respects  they  have 
been  found  superior  to  men 

Women  Workers  and  Labor  Turnover,  Ida  May  Wilson.  Indus.  Manage- 
ment, vol.  57,  no.  1,  Jan.  1919,  pp.  07-08.  Temperamental  and  psychological 
factors  determining  complacency  and  permanency  of  women  empjoyees. 

Women  in  Industry.  Travelers  Standard,  vol.  0,  no.  12,  Dec.  1918,  pp. 
237-250,  9  figs.  Present  and  future  need  for  women;  their  limitations;  selecting 
and  training  them;  supervision  and  discipline;  special  aspects  of  safety  problem; 
hours  of  labor;  sanitation  and  general  welfare;  reference  to  American  and  Euro- 
pean practices. 

Woman's  Place  in  Scientific  Industry.  Cassier's  Eng.  Montly,  vol.  51, 
no.  5,  Nov.  1918,  pp.  203-204.      Women's  labor  after  demobilization. 

The  Women  in  Our  Industries.  Jl.  Flee.,  vol.  41,  no.  11,  Dec.  1,  1918, 
pp.  499-500.  Record  of  situation  in  U.  S.  with  special  reference  to  conditions 
in  the  West. 

Developing  Latent  Labor  Forces,  John  E.  Ottcrson.  Nat.  Efficiency 
Quarterly,  vol.  1,  no.  3,  Nov.  1918,  pp.  108-178.      Women  as  laborers. 

Let  the  Women  Do  the  Work,  D.  C.  Fcssenden.  Metal  Trades,  vol.  9,  no. 
11,  Nov.  1918,  pp.  435-138,  4  figs.     Experience  of  several  western  companies. 


154 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


LEGAL 

Roiler  Making.  Legal  Decisions  Affecting  Boiler  Makers,  John  Simpson.  Boi!°~ 
Maker,  vol.  18,  no.  12,  Dec.  1918,  pp.  339-340.  Employer  responsible  for  con- 
dition of  tools;  employers'  liability  in  America  and  England;  employee's  risk 
when  precaution  is  disregarded;  decision  covering  steam-pipe  fitting;  liability 
under  federal  boiler  inspection  act. 

Change  of  Appliances.  Change  of  Appliances,  Chesla  C.  Sherlock.  Power,  vol.  IS, 
no.  25,  Dec.  17,  1918,  p.  887.     Some  legal  decisions. 

Engineering  License  Laws.  Engineering  License  Laws.  Can.  Engr.,  vol.  35,  no. 
25,  Dec.  19,  1918,  pp.  530  and  535.  Report  of  committee  appointed  by  Am. 
Assn.  Engrs.  to  gather  information  concerning  state  engineering  license  laws, 
either  proposed  or  in  operation,  and  to  draw  up  a  standard  license  law. 

Labor  Legislation.  Coordination  of  Legislative  and  Operative  Functions  in  Labor 
Essential  to  Success,  Harry  Tipper.  Automotive  Indus.,  vol.  39,  no.  23,  Dec. 
5,  1918,  pp.  958-959  and  986.  Organizatio-  fundamentals  and  changes;  experi- 
ments in  organization  and  their  advantages.     (Second  series.) 

Power  Plants.  Some  Recent  Legal  Decisions.  Power,  vol.  48,  no.  27,  Dec.  31, 
1918,  pp.  970,  971.     Brief  reports  of  some  cases  involving  power  plants. 

LIGHTING 

Chicago  Factories.  Productive  Intensities,  Wm.  A.  Durgin.  Trans.  Ilium.  Eng. 
Soc,  vol.  13,  no.  8,  Nov.  20,  1918,  pp.  417-424,  and  (discussion),  pp.  424-428, 
6  figs.  Illumination  survey  of  Chicago  factories  having  connected  load  of  100 
kw.  or  more. 

Electrical   Manufacturing  Plants.     Improved  Lighting  of  Electrical    Manufac- 
turing Plants,  F.  H.  Bernhard.     Elec.  Rev.,  vol.  73,  no.  24,  Dec.  14,  1918,  pp 
917-922,  7  figs.     Last  of  series  of  twelve  articles  on  electric  lighting  in  industries. 

Inspection.  Light,  Electricity  and  the  Shop,  C.  E.  Clewell.  Am.  Mach,  vol.  49,  no. 
no.  25,  Dec.  19,  1918,  pp.  1117-1122,  11  figs.  Description  of  educational  plan 
for  state  factory  inspectors  in  New  Jersey  and  Pennsylvania  and  some  resuPs 
accomplished  in  these  states. 

Machine  Tools.  The  Lighting  of  Machine  Tools,  Cassier's  Eng.  Monthly,  vol.  54, 
no.  5,  Nov.  1918,  pp.  276-279,  4  figs.  Schemes  for  lighting  punching  machine, 
bench  vises,  turret  lathe  and  drilling  machine. 

War  Effects.  Lighting  Units  for  Commercial,  Office  and  Home  Illumination. 
Elec.  Rec,  vol.  24,  no.  6,  Dec.  1918,  pp.  45-53,  37  figs.  Discussion  of  present 
practice  with  illustrations  of  the  various  types;  emphasis  laid  on  effect  of  war. 
Wartime  Lighting  Economies.  Trans.  Ilium.  Eng.  Soc,  vol.  13,  no.  8, 
No.  20,  1918,  pp.  387-400  and  (discussion)  pp.  400-410.  Rules  limiting  use  of 
artificial  light  to  minimum  necessary  numbers  of  hours  per  day,  and  promoting 
efficient  use  of  artificial  light  during  those  hours.  Prepared  by  Committee  on 
War  Service  of  Ilium,  Eng.  Soc. 

See  also  MARINE  ENGINEERING,   Yards  [.Illumination). 

PUBLIC  REGULATION 

Federal  Control  of  Labor.  Effect  of  Federal  Control  on  Railway  Labor,  W.  S. 
Carter.  Ry.  Age,  vol.  65,  no.  24,  Dec.  13,  1918,  pp.  1051-1064.  Outline  of 
efforts  to  create  improved  relations  between  employer  and  employee. 

Water  Power  Department.  A  Plan  for  Power  Development,  C.  Edward  Magnusson. 
Jl.  Elec,  vol.  41,  no.  10,  Nov.  15,  1918,  pp.  549-460,  1  fig.  Scheme  permitting 
Government  aid  without  doing  away  with  private  enterprise  and  its  applicatior 
to  State  of  Washington. 

RECONSTRUCTION 

Automobile  Industry.  Some  Probable  Effects  of  the  War  on  the  Automobile 
Industry,  A.  A.  Remington,  Automobile  Engr.,  vol.  .  8,  no.  120,  Nov.  1918,  pp. 
306-311,  2  figs.     Presidential  address  before  Instn.  Automobile  Engrs. 

British  Export  Trade.  Quantity  or  Quality,  W.  Slater,  Cassier's  Eng.  Monthly, 
vol.  54,  no.  5,  Nov.  1918,  pp.  284-286.     Remarks  on  British  export  trade. 

Canada.  Reconstruction  in  Canada  and  the  Social  and  Economic  Forces  WhicL 
Will  Condition  It,  J.  A.  Stevenson.  Survey,  vol.  41,  no.  14,  Jan.  4,  1919,  pp. 
441-446.  Problem  of  repatriation  of  troops  as  being  worked  out  by  committee 
of  cabinet. 

Canada  Readjusting  from  War  to  Peace,  Carroll  E.  Williams.  Mfrs. 
Rec,  vol.  75,  no.  l,Jan.2,  1919,  pp.  159-160.  Plans  of  industrial  and  agricultural 
work  for  returning  soldiers. 

Dumping.  The  Truth  About  German  Steel  Dumping,  E.  T.  Good.  Cassier's  Eng. 
Monthly,  vol.  54,  no.  5,  Nov.  1918,  pp.  286-288.  Warning  against  introduction 
into  England  of  German  products;  former  German  policy. 

Exports.  World  Markets  for  American  Manufacturers,  Lynn  W.  Meekins.  Sci. 
Am.,  vol.  120,  no.  1,  Jan.  4,  1919,  p.  12.  Factors  limiting  market  in  France; 
how  Germany  obtained  East  Indian  business;  possibilities  in  Dutch  East  Indies. 

Cultivating  Japanese  Automotive  Field  (V),  Tom  O.  Jones,  Automotive 
Indus.,  vol.  39,  no.  25,  Dec  19,  1918,  pp.  1059-1061.  Opportunities  for  American 
tire  makers;  suggestions  to  American  manufacturers. 

Cultivating  the  Chinese  Automotive  Field,  Tom  O.  Jones.  Automotive 
Indus.,  vol.  39,  no.  26,  Dec  26,1918,  pp.  1106-1107  and  1122,  5  figs.  Conditions 
of  Chinese  roads  as  a  factor  in  automotive  development;  types  of  cars  for  China. 

Latin-American  Exports.  Entering  the  Export  Markets  of  Latin  America.  IV 
The  Value  of  Insurance,  Percy  F.  Martin.  Cassier's  Eng.  Monthly,  vol.  54, 
no.  5,  Nov.  1918,  pp.  280-283.  Advisability  of  insuring  shipments  against 
loss  or  damage. 


Post- War  Trade.  Obstacles  to  Post- War  Trade,  Richard  Cooper.  Soc  of  Engrs. 
Jl.  &  Trans.,  vol.  9,  no.  11,  Nov.  1918,  pp.  169-179  and  (discussion)  pp.  179-187. 
Sets  forth  problems  of  reorganization  of  industry  to  peace  work.  Possible 
profit  from  a  system  of  high  wages  indicated  from  author's  experience  in 
engineering  and  chemical  industry. 

Readjustment  Problems.  Readjustment  Problems  Confronting  America,  Harry 
A.  Wheeler.  Gas  Age,  vol.  42,  no.  12,  Dec.  16,  1918,  pp.  511-514.  Presidential 
address  before  Chamber  of  Commerce  of  United  States,  Atlantic  City.  Also  in 
Am.  Fertilizer,  vol.  49,  no.  12,  Dec.  7,  1918,  pp.  38-39. 

Reconstruction  Problems,  M.  F.  Chase.  Bui  Am.  Inst.  Min.  Engrs.,  no. 
145,  Jan.  1919,  pp.  IX-XI.  Parallel  between  European  and  American  recon- 
struction problems;  cancellation  of  contracts  for  war  materials. 

Petroleum  and  Reconstruction  Problems,  Chester  Naramore.  Bui.  Am. 
Inst.  Min.  Engrs.,  no.  145,  Jan.  1919,  pp.  XIV-XVI1I.  Erroneousness  of  con- 
ception that  petroleum  demands  will  decrease  after  signing  of  peace.  Present 
leading  position  of  U.  S.  in  industry  and  means  to  perpetuate  it. 

Reconstruction  of  American  Business,  Edwin  L.  Seabrook.  Boiler  Maker 
vol.  18,  no.  12,  Dec.  1918,  pp.  338  and  352.  Advisability  of  Government  control 
during  tansitional  period;  adjustment  of  wages  and  prices;  special  legislation. 

Organizing  the  National  for  Peace,  L.  W.  Alwyn-Schmidt.  Indus.  Manage- 
ment, vol.  57,  no.  1,  Jan.  1919,  pp.  45-48.  Survey  of  general  plans  of  England, 
France  and  Germany  for  redistributing  labor,  repatriating  army,  invalid  labor, 
reestablishing  artisans  and  industrial  housing.  Also  points  out  difficulties  to 
be  faced  by  United  States  in  meeting  world-wide  competition. 

See  also  MECHANICAL  ENGINEER,  Motor-Car  Engineering  (Exports). 

SAFETY  ENGINEERING 
California  State  Commission.     Accident  Prevention,   John   R.   Brownell.     Proc 
Pacific  Ry.  Club,  vol.  2,  no.  8,  Nov.  1918,  pp.  12-13.      Work  being  done  by  com- 
mission which   administers  State  Compensation   Fund   created   by   California 
legislature  in  Workmen's  Compensation  Insurance  and  Safety  Act. 

Causes  of  Industrial  Accidents.  Factors  Concerned  in  the  Causation  of  Industrial 
Accidents.  Automotive  Indus.,  vol.  39,  no.  22,  Nov.  28,  1918,  pp.  916-918. 
Comparison  of  report  of  Health  of  Munition  Workers  Committee  of  British 
Ministry  of  Munitions  with  U.  S.  Labor  Bureau  statistics. 

Reduction  of  Accident  Hazard,  R.  L.  Gould,  Cassier's  Eng.  Monthly,  vol. 
54,  no.  5,  Nov.  1918,  pp.  265-270,  1  fig.  Discussion  of  questions  confronting 
safety  engineer  in  his  endeavor  to  minimize  risk  of  accident  to  limb  and  life  in 
industrial  plants  and  suggestions  for  promoting  work. 

Cranes.  Safety  First  for  Crane  and  Operator.  Jl.  Elec  ,  vol.  41,  no.  11,  Dec.  1,  1918, 
pp.  524-525,  2  figs.  Special  protection  panel  for  cranes  having  three  polyphase 
motors.  Panel  provides  two  inverse  time-element  overload  relays  for  each 
motor. 

Diseases.  Diseases  and  Infections,  Chesla  C.  Sherlock.  Am.  Mach.,  vol.  50,  no.  1, 
Jan.  2,  1919,  pp.  18-30.     Some  legal  interpretations  of  liability. 

Dust  Inhalation.  Effects  of  Dust  Inhalation,  J.  S.  Haldane.  Queensland  Govern- 
ment Min.  Jl.,  vol.  19,  no.  222,  Nov.  15,  1918,  pp.  515-517.  Analysis  of  dust  and 
result  of  experiments  on  its  reported  destructive  effects.  Paper  submitted  to 
Chem.  Metallurgical  &  Min.  Soc  of  South  Africa  and  to  Instn.  Min.  Engrs. 

Eye  Protection.  Eye  Protection  in  Iron  Welding  Operations,  W.  S.  Andrews. 
Gen.  Elec.  Rev.,  vol.  21,  no.  12,  Dec.  1918,  pp.  961-966,  7  figs.  Charts  illustra- 
ting spectra  of  commercially  available  glasses  and  their  combinations,  for  use  in 
selecting  best  protection  against  radiations  of  welding  arc. 

Inflammable  Materials.  The  Dangers  of  Explosion  With  Inflammable  Liquids  and 
Vapors,  W.  Payman.  Sci.  Am.  Supp.,  vol.  87,  no.  2244,  Jan.  4,  1919,  p.  7, 
Criteria  for  judging  liability  of  a  given  liquid  to  produce  dangerous  conditions; 
precautions  necessary  in  handling  inflammable  liquids.  From  Jl.  Soc.  Chem. 
Indus. 

The  Dangers  of  Explosion  with  Inflammable  Liquids  and  Vapors,  W. 
Payman.  Jl.  Soc.  Chem.  Indus.,  vol.  37,  no.  21,  Nov.  15,  1918,  pp.  406R-408R. 
Limits  of  inflammability  of  commoner  organic  solvents  as  recorded  by  different 
observers. 

Lighting  Defects.  The  Relation  Between  Light  Curtailment  and  Accidents,  R.  E. 
Simpson.  Trans.  Ilium.  Eng.  Soc,  vol.  13,  no.  8,  Nov.  20,  1918,  pp.  429-435 
and  (discussion),  pp.  435-438.  Considerations  based  on  statistical  figures  and 
present  systems  of  factory  illumination. 

Metal  Industries.  Causes  and  Prevention  of  Accidents  in  the  Metal  Industries, 
L.  W.  Chaney  and  Hugh  S.  Hanna.  Metal  Trades,  vol.  9,  no.  12,  Dec.  1918, 
pp.  498-499,  3  figs.     From  Bui.  234  of  U.  S.  Department  of  Labor. 

Quarries.  Accident  Prevention  in  Quarry  Operation,  William  H.  Baker.  Cement  & 
Eng.  News,  vol.  30,  no.  12,  Dec.  1918,  pp.  27-28.  Work  of  Committee  on  Safety 
and  Welfare  of  Atlas  Portland  Cement  Co.  From  Address  before  Nat.  Safety 
Council. 

Shop  Safety  Organization.  Shop  Safety  Organization.  The  Bulletin,  N.  Y. 
State  Indus.  Commission,  vol.  4,  no.  3,  Dec.  1918,  pp.  48-52  and  57.  Plan  worked 
out  by  Bureau  of  Statistics  and  Information  of  State  Industrial  Commission  and 
discussed  at  session  of  Industrial  Safety  Congress. 

Steel  Industry.  Hazards  Reduced  in  Steel  Industry.  Iron  Trade  Rev.,  vol.  63, 
no.  24,  Dec.  12,  1918,  pp.  1341-1345,  5  figs.  Review  of  safety  work  of  iron  and 
steel  industry  in  the  last  few  years.     From  Bui.  234  of  U.  S.  Bureau  of  Labor 

See  also  MINING  ENGINEERING,  Mines  and  Mining  (Fire  Protection; 
Safety). 

SALVAGE 
Waste  Reduction.     Conservation  of    Materials  in  Our  Plants,   Francis  G.   Hall. 
Am.  Drop  Forger,  vol.  4,  no.  11,  Nov.  1918,  pp.  440-441.     Reducing  waste  by 
careful  handling.     (Second  of  Series.) 

Salvaging  Miscellaneous  Wastes,  W.  Rockwood  Conover.  Indus.  Manage- 
ment, vol.  57,  no.  1,  Jan.  1919,  pp.  12-16,  3  figs.  Methods  for  salvaging  rubber, 
leather,  fibre,  rope,  string,  muslin  rags,  cloth  trimmings,  burlap  sacks,  old  belting, 
asbestos,  sheeting,  mica,  insulation  papers,  wire,  waste  paper,  boxes,  barrels, 
cans,  containers,  emery  cloth,  cotton  waste  brooms,  brushes,  oil  and  fuel  gas. 

See  also  MECHANICAL  ENGINEERING,  Foundries  (Salvage  Work). 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE    OF     CANADA 


155 


TRANSPORTATION 

Inland  Waterways.  Handling  Freight  on  Inland  Waterways,  H.  McL.  Harding 
Inst.  Mar.  Eng.,  vol.  23,  no.  12,  Dec.  1918,  pp.  667-670,  6  figs.  Advantages  of 
effective  inland  terminals;  operating  costs  small;  importance  of  mechanical 
methods. 

MoTOR-TRUCK*1TRANSPORT.'*"Cost'"and7Charges  of  Motor  Truck  Service  Ry  Rev 
vol.  63,  no.  23,  Dec.  7,  1918,  pp.  805-810,  9  figs.  Some  motor  truck  cost  figures! 
Rural  Motor  Express,  S.  W.  Fenn.  Jl.  Soc.  Automotive  Engrs  ,  vol  3, 
no.  6,  Dec.  1918,  pp.  383-384  and  (discussion),  pp.  384-388.  Work  accomplished 
in  Iowa;  moving  crops  by  motor  trucks  in  Idaho;  organization  of  rural  lines  in 
Tennessee,  Alabama  and  Georgia. 

VARIA 

City  Manager.  Progress,  Prospects  and  Pitfalls  of  the  New  Profession  of  City 
Manager,  O.  E.  Carr.  Can.  Engr.,  vol.  35,  no.  24,  Dec.  12,  1918,  pp.  513-514 
and  519.     Abstracted  from  paper  before  Fifth  Annual  City  Mgrs.  Convention. 


Alcohol.     Industrial  Alcohol 
sible  source  of  supply. 


INDUSTRIAL    TECHNOLOGY 

Times  Eng.  Supp.,  no.  529,  Nov.  1918,  p.  228. 


Pos- 


Ammonium  Nitrate.  Coke  Makers  Now  Make  Nitrate  of  Ammonia,  Mark  Meredith 
Chem.  Engr.,  vol.  26,  no.  12,  Nov.  1918,  pp.  451-452.  English  research  proves 
it  is  commercially  possible  to  turn  ammonia  by-product  of  coke  ovens  into 
nitrate  of  ammonia. 

Clays.  The  Nature  of  the  Air  Content  of  Pugged  Clays,  H.  Spurrier.  Jl.  Am  Ceramic 
Soc,  vol.  1,  no.  8,  Aug.  1918,  pp.  584-585,  i  fig.  Apparatus  to  secure  gas 
occluded  in  clay  and  result  of  analysis  of  gases  collected  from  pug°-ed-clay 
samples. 

Burning  Clay  Wares  (XXXII),  Ellis  Lovejoy.  Clay-Worker,  vol.  70, 
no.  6,  Dec.  1918,  pp.  496-498,  12  figs.  Principle  and  arrangement  of  single 
outside  stack  kilns. 

Chemical  Industry.  The  Synthetic  Organic  Chemical  Industry,  Francis  H.  Carr 
Jl.  Soc.  Chem.  Indus.,  vol.  37,  no.  22,  Nov.  30,  1918,  pp.  425-R-42SR.  impor- 
tance of  chemistry  to  the  life  of  a  nation  and  achievements  of  British  chemists 
during  years  of  war.     From  chairman's  address  to  Nottingham  Section. 

Recent  Progress  and  Future  Development  of  Chemical  Industries  in  France 
(Les  progres  recentes  et  l'avenir  des  industries  chimiques  en  France)  Paul 
Razous.  Genie  Civil,  vol.  73,  nos.  19,  20  and  21,  Nov.  9,  19  and  23  1918 
pp.  368-371,  390-393  and  407-410..  Nov.  19:  Potassium  and  sodium  bich- 
mates;  mineral  colors  and  varnishes;  electrochemical  industries;  oils,  pastes; 
fermentation;  sugars;  Nov.  23:  Tanning  industry;  resins  distillation  of  tars- 
carbonization  of  wood;  artificial  coloring. 

The  Criteria  in  the  Declaration  of  Chemical  Independence  in  the  United 
States,  I.  Newton  Kugelmass.  Science,  vol.  48,  no.  1251,  Dec.  20,  1918  pp 
608-612.     Address  at  meeting  of  Alabama  Section,  Am.  Chem.  Soc. 

Coal  Products.  Utilization  of  Lignite.  Water  &  Gas  Rev.,  vol.  29,  no.  6,  Dec. 
1918,  pp.  13-14.  Characteristics  of  gas,  ammonia,  oils  and  tar  obtained  as  by- 
products from  lignite. 

Distillation  Tar  from  Mond  Gas  Plant,  A.  Gatley  Lyons.  Chem  Eng  & 
Min.  Rev.,  vol.  10,  no.  121,  Oct.  5,  1913,  pp.  19-20,  1  fig.  Description  of  instal- 
lation at  Sulphide  Corporation  Works.  New  South  Wales.  Paper  before  Aust. 
Inst.  Min.  Engrs. 

The  Manufacture  of  Retort  Coal-Gas  in  the  Central  States  Using  Low- 
Sulphur  Coal  from  Illinois,  Indiana  and  Western  Kentucky,  W.  A.  Dunkley 
and  W.  W.  Odell.  State  of  111.,  Div.  Geol.  Survey,  bul.  21,  24  pp.,  3  figs. 
Present  use  of  central  district  coals;  problems  in  their  use  in  coal-gas  manu- 
facture; results  reported;  economical  advantage  of  using  them. 

Dust  Precipitation.  Removing  Foundry  Dust  by  Electric  Precipitation,  H  D 
Egbert.  Foundry,  vol.  47,  no.  317,  Jan.  1919,  pp.  4:3-45,  6  figs.  Two  sets  of 
elecrodes  used  in  Cottrell  process,  dust  being  charged  with  static  electricity 
and  attracted  to  collecting  electrodes 

Cleaning  Blast  Furnace  Gases  by  Electrical  Precipitation,  N.  H.  Gellert. 
Mfrs.  Rec,  vol.  74,  no.  24,  Dec.  12,  1918,  p.  58.  Tests  on  furnace  operating  on 
spiegeleisen  and  having  a  rated  capacity  of  200  tons  of  pig  iron  per  day. 

Enamels.  Antimony  Oxide  as  an  Opacifier  in  Cast-Iron  Enamels,  J.  B.Shaw.  Jl.  Am 
Ceramic  Soc,  vol.  1,  no.  7,  July  1918,  pp.  502-511  and  (discussion)  pp.  511-513! 
Results  of  experimental  efforts  to  outline  satisfactory  working  formula?  having 
antimony  oxide  as  chief  opacifying  agent. 

Preparation  and  Application  of  Enamels  for  Cast  Iron,  Homer  F.  Staley 
Jl.  Am.  Ceramic  Soc,  vol.  1,  no.  8,  Aug.  1918,  pp.  534-555,  3  figs.  Details 
and  arrangement  of  machinery  in  storing,  weighing  and  mixing  raw  materials, 
melting  enamel,  drying  grinding  and  screening;  operations  followed  in  enamelling 
process;  enameling-room  equipment. 

How  High-Grade  Enameling  is  Done,  E.  C.  Kreutzberg.  Iron  Trade  Rev., 
vol.  63,  no.  23,  Dec.  5,  1918,  pp.  1290-1291,  4  figs.  Practice  followed  in  a  New 
xork  plant. 

Filtration.  Filtration  in  the  Laboratory,  Robt.  T.  Smith.  Color  Trade  Jl.,  vol.  4, 
no.  1,  Jan.  1919,  pp.  21-24.  Modern  methods;  natural  suction  and  under  hy- 
draulic head.  Suggestions  in  regard  to  selection  of  papers  and  adaptation  of 
accessory  apparatus. 

Glass.  The  Effect  of  Certain  Impurities  in  Causing  Milkiness  in  Optical  Glass, 
C.  N.  Fenner  and  J.  B.  Ferguson.  Jl.  Am.  Ceramic  Soc,  vol.  1,  no.  7,  July 
1918,  pp.  468-476.  Reasons  for  opalescence  with  which  certain  pots  of  glass 
were  effected  at  Bausch  and  Lomb  plant  and  how  it  was  overcome. 

Gtfsum.  Some  Factors  Influencing  the  Time  of  Set  of  Calcined  Gypsum,  F.  F 
Householder.  Jl.  Am.  Ceramic  Soc,  vol.  1,  no.  8,  Aug.  1918,  pp.  578-583, 
5  figs.  Tests  to  determine  effect  of  varying  consistency  of  mixtures,  time  and 
rate  of  stirring  and  temperature  of  water  used  in  mixing. 


Mantle  Lamps.  Influence  of  B.t.u.  on  Gas  Mantle  Efficiency,  R.  S.  McBride, 
W.  A.  Dunkley,  E.  C.  Crittenden  and  A.  H.  Taylor.  Gas  Age,  vol.  42,  no. 
12,  Dec  16,  1J13,  pp.  519-521,  3  figs.  Extract  from  technological  paper  110  of 
U.  S.  Bureau  of  Standards  upon  tests  made  in  1916  and  giving  data  upon 
operation  of  mantle  lamps. 

Photography.     Dyes  in  Photography,  A.  Seyewetz.     Sci.  Am.  Supp.,  vol.  87,  no. 
2244,  Jaa.  4,  1919,  p.  6.     Their  use  in  orthochromatic  work  and  for  non-halatiou 
plates.     Abstract  of  paper  in  Chemie  et  Industrie,  published  in  the  Briti 
Jl.  of  Photography. 

Pickling.  The  Chemistry  of  Pickling  Baths.  Automotive  Indus.,  vol.  39,  no.  23 
Dec  5,  1918,  pp.  960-951.  Action  of  acid  on  metal  below  scale;  effect  of  varia- 
tions in  strength  of  bath  and  in  temperature;  modifying  action  of  bath  by  organic 
and  inorganic  materials. 

Niter  Cake  Substitute  for  Pickling  Steel,  E.  E.  Corbett.  Blast  Furnace 
vol.  6,  no.  12,  Dec  1JB,  pp.  497-531.  Investigation  conducted  by  U.  S.  Bureau 
of  Mines  chiefly  for  purpose  of  conserving  sulphuric  acid. 

Picric  Acid.  The  Manufacture  of  Picric  Acid,  Alexander  Murray.  Color  Trade 
JL,  vol.  4,  no.  1,  Jan.  1919,  pp.  5-8,  2  figs.  General  features  of  nitratin"  pots- 
nitrating  operation;  description  of  large  installation;  crystallization  of  picric  acid! 

Silica  Products.     Study  of  Silica  Products,  A.  Bigot.     Iron  &  Coal  Trades  Rev 
vol.  47,  no.  2.31.3,  Nov.  8,  1313,  po.  .321-52-'.      Reeo  n  nendations  in  regard  to 
grinding  rocks  and  burning  pro  lucts.     Abstract  of  paper  before  Refractories 
Section  of  Ceramic  Soc.  of  Swansea. 

Sugar  Industry.  On  the  Manufacture  of  Polariscope3  in  the  United  States,  C  i 
Browne.  Louisiana  Planter,  vol.  62,  no.  1,  Jan.  4,  1919,  pp.  12-14.  Reasons 
for  and  against  proposed  change  in  m  i  aut.aeture  of  sacchariraeters  and  getting 
away  from  German  sugar  scale  aud  starting  anew  upon  international  scale 
proposed  by  Sidersky  and  Pellet.  Opinions  from  14  leading  American  chemists 
quoted. 

Ultra-Violet  Light.  Ultra  Violet  Light  (XtX),  Carleton  Ellis  and  A.  A  Wells 
Chem.  Engr.,  vol.  26,  no.  12,  Nov.  OB,  pp.  433-1  it  and  473.  Its  application 
in  chemical  arts. 

Yttrium.  The  Preparation  and  Properties  of  Yttrium  Mixed  Metal,  J.  F.  G  Hicks 
Jl.  Am  Chem.  Soc,  vol.  10,  no.  11,  tfov.  1913,  pp.  1319-1623,  1  fig.  Preparation 
in  powder  form  by  decomposing  anhydrous  chlorides  with  sodium  in  vacuo  and 
by  electrolysis  of  these  chlorides  infused  condition;  study  of  solution  of  yittrium 
earth  metals  in  fused  cryolite  and  of  loss  of  yttrium  chloride  by  volatilization. 

W  vter  Gas.  Water-Gas  Manufacture  with  Central  Bituminous  Coals  as  Generator 
Fuel,  W.  VV.  Odell  and  W.  A.  Dunkley.  State  of  111.,  Div.  Geol.  Survey,  bul. 
22,  21  pp.,  3  fi^s.  Data  gathered  oy  writers  during  inspection  of  20  water-gas 
plants  in  Illinois  an  1  surroiia  liu;  states,  in  which  bituminous  coal  from  central 
mining  district  of  Illinois,  Indiana  an  I  western  Kentucky  is  being  used  as  gener- 
ator fuel. 

Wood  Waste.  Some  Uses  of  Wood  Waste,  Armin  Elmendorf.  Wis.  Engr.,  vol.  23, 
no.  2,  Nov.  1JJ3,  po.  3  5-3J.  2  fijs.  Uetaods  for  converting  waste  material  into 
products  valuable  for  use  in  industries. 

See  also  ELECTRICAL   ENGINEERING,  Po-.oer  Applications   {Electro- 
chemical Processes). 

RAILROAD  ENGINEERING 

ELECTRIC  RAILWAYS 

Argentina.  Electric  Traction  on  the  Central  Argentine  Railway.  Ry  Gaz  vol 
29,  no.  20,  Nov.  15,  1J1S,  pp.  513-521,  8  figs.  Rolling  stock.  (Continuation  of 
serial.) 

Regenerative  Braking.  Braking  System  Permitting  Recovery  of  Energy  in  Vehicles 
Operated  by  Singlc-Pnase  Commutator  Motors  (Systeme  do  freinage  avec 
recuperation  d'energie  pour  venieles  actionals  par  raoteurs  monophases  a 
collecteurK  Behn-tischenburg.  Genie  Civil,  vol.  75,  no.  18,  Nov.  2,  1918, 
pp.  347-350,  5  diss.  Tneoretical  aspect  of  question  as  suggested  from  new 
developments  permitting  recovery  of  braking  energy  at  all  speeds  and  with  anv 
charge. 

Rolling  Stock.  The  New  Boiling  Material  of  the  Dutch  Electric  Railways  Co 
(Het  nieuwe  rollend  materieel  der  E.  S.  M),  H.  F.  Adams.  De  Ingenieur 
year  33,  no.  46,  Nov.  18,  1913,  pp.  893-901,  13  figs.     Description  of  new  electric 

cars. 

ELECTRIFICATION 

California.  Railway  Electrification  Recommended.  Jl.  Elec,  vol.  41,  no.  10, 
Nov.  15,  1918,  pp.  135-466.  Report  of  investigations  made  preliminary  to 
recommending  electrification  of  mountain  divisions  of  Cal.  railroads  to  Director 
General  of  Railroads. 

Montreal  Tunnel.  Electrification  of  the  Montreal  Tunnel  Zone,  William  G.  Gordon  . 
Proc  Am.  Inst.  Elec.  lingrs.,  vol.  37,  no.  12,  Dec  1913,  pp.  1235-1293,  7  figs. 
Method  of  constructing  tunnel  3.1  miles  long;  details  of  equipment  of  sub- 
station and  dimensions  of  locomotives  and  motor  cars;  features  of  catenary 
system  due  to  local  conditions  anl  prevailing  extremely  low  temperatures 
Also  Elec.  News,  vol.  27,  no.  23,  Dec.  1,  1918,  pp.  29-30. 

LABOR. 

Women.  Women  in  the  Service  of  the  Railways,  Pauline  Goldmark.  Ry.  Age,  vol. 
65.  no.  23,  Dec  6,  1913,  pp.  1013-1018.  Allress  before  Labor  Reconstruction 
Conference,  Academy  of  Political  Science,  New    York,  Dec.  6,  1918. 


156 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


LOCOMOTIVES 

Boilers.  Report  of  Inspection  of  Locomotive  Boilers,  By.  Rev.,  vol.  03,  no  26, 
Dec.  28,  1918,  pp.  907-903,  1  fig.  Department  of  Locomotive  Inspection  shows 
favorable  results  notwithstanding  handicap  of  war. 

I>i  SIGN.  Modern  Locomotive  Engine  Design  and  Construction  (XI.III).  Ry.Engr., 
vol.  39,  do.  4(57,  Dec.  1918,  pp.  222-227,  4  figs.  Different  types  of  super- 
heaters for  any  desired  working  pressure;  design  calculations  and  formulae. 

Feedwateh  Heatino.  Locomotive  Feed  Water  Heading,  II.  N.  Vincent.  Ry.  Mecb. 
Engr.,  vol.  92,  no.  12,  Dec.  1918,  pp.  645-649,  8  fig*.  Discussion  of  exhaust- 
steam  and  waste-gas   methods  of  preheating  for  locomotive  boilers. 

Fireroxes.  Radiant  Heat  and  Firebox  Design.  J.  '1'.  Anthony,  Ry.  Meeh.,  Engr. 
vol.  92,  no.  12,  Dec.  1918,  pp.  658-660,  3  figs.  Combustion  chambers  increase 
furnace  efficiency  and  radiation;  long  tubes  arc  of  little  value.  From  paper 
before  Central  Railway  Club,   May  1918. 

Individual  Types.  4-fi-O  Passenger  Engine  ami  Double  Bogie  lender:  London  and 
South- Western  Railway.  Ry.  Engr.,  vol.  39,  no.  467,  Dec.  1918,  pp.  228-229  and 
insert,  3  figs.  Working  drawings  of  engine  ami  tender  built  at  Eastleigh,  Supple- 
ment to  illustrations  and  particulars  given  in  Oct.  issue,  pp.  184-186. 

2-10-2  Type  Locomotive  for  the  Rock  Island  Lines.  Ry.  Age,  vol.  65,  no. 
23,  Dec.  6,  1918,  pp.  992-991,  5  ligs.      Description  with  drawings  and  principal 

data 

A.  T.  &  S.  F.  4-8-2  Type  Locomotives.  Ry.  Meeh.  Engr.,  vol.  92,  no.  12. 
Dec.    1918,    pp.    ti  19-652.      2   figs.      Drawings,  description    and   principal  data. 

Standard  Locomotives.  Standard  l-S-2  and  Light,  2-10-2  Locomotives.  Ry. 
Age,  vol.  65,  no.  21,  Dec.  13,  1918,  pp.  10.17-1073,  12  ligs.  Drawings,  des- 
criptions and  principal  data. 

Stokers.  Mechanical  Stoking  of  Locomotives,  W.  S.  Bartholomew.  Southern  & 
Southwestern  Ry.  Club,  vol.  14,  no.  11,  Sept.  1918,  pp.  10-70  ami  (discussion), 
pp.  71-76,  62  figs.  General  arrangement  of  various  types  of  stokers  and  their 
application  to  large  freight  and  passenger  locomotives;  development,  of  duplex 
stoker;  result  obtained  in  different  types  of  loecrmoti 

Si'i'EHHEATERS.  Locomotive  Superheater  Maintenance.  Ry.  Mcch.  Fug.,  vol.  92, 
no.  11,  Nov.  1918,  pp.  621-623,  5  figs.  From  Bulletin  No.  1.  Locomotive  Super- 
heater Company. 

Superheater  Locomotive  Performance.  Ry.  Meeh.  Eng.,  vol.  92,  no.  12, 
Dec.  1918,  pp.  662-655,  1  fig.  From  committee  report  presented  at  1918 
convention  of  Travelling  Engrs'  Assn. 

Three-Cylinder  Locomotives.  Three-Cylinder  Locomotives,  II.  Itoleroft.  Ry. 
News,  vol.  110,  no.  2862,  Nov.  9,  1918,  pp.  331-332.  Outline  of  British  practice 
and  study  of  problems  involved  in  operating  three  valves  by  means  of  two  gears. 
Paper  before  Instn.  Locomotive  Engrs. 

TntES.  Falling  Weight  Test  on  Railway  Tvres,  J.  II.  G.  Monypennv.  Engineering, 
vol.  106,  no.  2759,  Nov.  15,  1918.  pp.  545-547,  8  figs.  General  discussion  of  this 
method  of  testing;  suggestions  in  regard  to  changes  in  method. 

NEW  CONSTRUCTION 

HetcH-Hetchy  Project.  San  Francisco's  Venture  in  Railroad  Construction,  A.  .1. 
Cleary.  Ry.  Age,  vol.  65,  no.  24,  Dee.  13,  1918,  pp.  1017-1050.  s  figs.  Account 
of  completion  of  68-mile  line  as  facility  for  Hetch-Hetchy  project. 

OPERATION  AND   MANAGEMENT 

British.  British  Railways  Under  War  Conditions.  Engineer,  vol.  126,  no.  3281, 
Nov.  15,  1918,  pp.  410-412.  Early  events  after  outbreak  of  hostilities.  (Ninth 
article.) 

British  Railway  Engineering  and  Operation — Some  Immediate  Problems 
to  Be  Faced,  John  A.  F.  Aspinall.  lly.  News,  vol.  lit),  no.  2862,  Nov.  9,  1918, 
pp.  32G-330.     Presidential  address  before  Instn.  Civil  Engrs. 

Foreman.  Mission  of  Railway  General  Foreman,  Robert  Quayle.  Ry.  Jl.  vol.  25,, 
no.  1,  Jan.  1919,  pp.  28-29.  Possible  ways  in  which  foremen  can  approach  their 
men  and  develop  in  them  loyalty  to  organization. 

Fuel  Conservation.  Cooperation  in  Fuel  Conservation,  D.  R.  MacBrain.  Official 
Proc.  N.  Y.  R.  R.  Club,  vol.  29,  no.  1  Dec.  1918,  pp.  5447-5452.  Necessity  to 
secure  interest  in  fuel  conservation  of  every  one  in  a  railroad  operating  organiza- 
tion; influence  of  general  condition  of  locomotive  on  fuel  economy;  time  and 
experience  required  by  an  engineer  to  become  master  of  locomotive  engineering; 
education  of  firemen. 

The  Responsibility  of  General  Officers  for  Fuel  Economy,  R.  J.  Pearson. 
Official  Proc.  N.  Y.  R.  R.  Uub,  vol.  29,  no.  1,  Dec.  1918.  pp.  5445-5447. 
Importance  of  establishing  system  of  supervision  which  will  enable  officers  to 
ascertain  consumption  of  fuel. 

Address  of  Mr.  Eugene  McAuliilc.  Official  Proc.  N.  Y.  R.R.  Club,  vol.  29, 
no.  1,  Dec.  1918,  pp.  5437-5445.  Railway  fuel,  and  railway  fuel  conservation. 
Working  details  of  Fuel  Conservation  Section. 

Reclamation.  Reclamation  on  Chicago,  Milwaukee  &  St.  Paul.  Ry.  Rev.,  vol.  63, 
no.  26,  Dec.  28,  1918,  pp.  903-905.  Adapted  from  report  of  special  committee 
(H.  S.  Sackett,  chairman)  investigating  status  of  reclamation  with  view  to 
formation  of  future  policy. 

Tonnage  Rating.  Train  Resistance  and  Tonnage  Rating.  Ry.  .11. ,  vol.  25,  no.  1, 
Jan.  1919,  pp.  29-31.  Reports  received  by  Committee  of  Master  Mechanics' 
Convention  Irom  25  roads,  dealing  with  experience,  tests  conducted,  regulations 
adopted  and  methods  of  supervision. 

PERMANENT   WAY  AND  BUILDINGS 

Ballasting.  Modern  Track  Needs  Good  Ballast,  R.  C.  Cram.  Elec.  Ry.  JL,  vol. 
52,  no.  25,  Dec.  21,  1918,  pp.  1080-10^5,  14  figs.  Why  well-ballasted  track  is 
economical  to  maintain ;  types  of  construction ;  properties  and  materials  necessary 
for  ideal  ballast;  ballast  and  ballasting  from  standpoint  of  best  engineering 
practice. 


Base  Track.  Concrete  Base  Track  Gives  Good  Results  on  Northern  Pacific  Railway. 
Eng.  News-Rec,  vol.  81,  no.  24,  Dec.  12,  1918,  pp.  1071-1074,  13  figs.  New 
type  of  construction  four  years  in  actual  service;  concrete  slabs  built  on  gravel 
roadbed  have  wood  supports  for  rails;  no  ballast  used;  maintenance  work  not 
continuous  but  intermittent. 

(  It)  \de  Crossings.  The  Proper  Engineering  Treatment  of  Necessary  Railroad  Grade 
Crossings.  Rodman  Wiley.  Good  Reads,  vol.  16.  no.  26,  Dec.  21,  1918, 
pp.  241-243.  Claims  no  engineering  advice  has  dictated  present  policy  of 
establishing  crossings  in  railroads.  Paper  before  Am.  Assn.  of  State  Highway 
Officials,   Chicago. 

Stresses  in  Track.  Stresses  in  Permanent  Way.  Ry.  lvigr.,  vol.  39,  nos.  464,  465 
and  166,  Sept.,  Oct.  and  Nov.  1918,  pp.  179-181,  191-194  and  211-213,  13  figs. 
Report  of  joint  committee  of  Am.  Soc.  Civil  Engrs.  and  Am.  Ry.  Eng.,  Assn  , 
appointed  to  investigate  stresses  in  railway  track. 

Ties.  A  New  Concrete  Railroad  Tie.  Mun.  &  County  Eng.,  vol.  55,  no.  6,  Dec. 
1918,  pp.  212-213,  3  figs.  Details  of  tie  satisfactorily  used  for  several  years  on 
municipal  railroad  of  San  Francisco,  Cal. 

Service  Tests  of  Cross-Tie,  P.  R.  Hicks.  Bui.  Am.  Ry.  Eng.  Assn.,  vol. 
20,  no.  210,  Oct.  1918,  pp.  21-71.  Tables  comprising  350  service  test  records  on 
28  different  species  of  ties,  including  30  completed  records  submitted  by  22 
railroads. 

Resilient  ('hairs  and  Reinforced  Concrete  Ties  for  Railway  Track. 
Contract,  Rec .,  vol.  32,  no.  47,  Nov.  20,  1918,  pp.  921-922,  2  figs.  Details  of 
sleeper  said  to  have  given  satisfactory  service  on  East  Indian  Ry. 

TEACK  Improvement.      Making  the  Old  Track  Last  a  Little  Longer,  P.  Ncv  Wilson, 
Elec.  Ry.  Jl.,  vol.  52,  no.  21,  Dec.  14,  1918,  pp.  1053-1051,  5  figs.      What  Con 
nccticut  Co.  did  to  extend  life  of  stretch  of  track  in  New  Haven,  with  particular 
reference  to  arc  welding. 

Set  r.ho  CI  III,  ENGINEER,  BriJg.es  (.Railway  Bridges). 

i;  \ii.s 

Transverse  Fissures.  Transverse  Rs  •<<  I  ium  Rail  Failures,  Ry.  Age,  vol.  65, 
no.  23,  Dec.  6,  1918,  pp.  1007-1039.  Suggests  that  rails  are  being  stressed 
beyond  service  limit.  (From  report  by  W.  I'.  liorland,  chief  of  Bureau  of 
Safety  of  Interstate  Commerce  Commission  of  an  investigation  made  by  James 
K.  Howard,  engineer-physicist  of  Commission.)  Also  Ry.  Rev.,  vol.  03,  no.  24, 
Dec.  14,  191s,  pp.  843-847,  11   figs. 

Reheating  a-  Cure  for  Rail  Fissure,  G.  V.  Comstock.  Iron  Trade  Rev.,  vol. 
63,  no.  26,  Dec  26,  1918,  pp.  1157-1162,  17  figs.  Metallographie  investigations 
of  transverse  fissures,  using  a  special  etching  reagent;  results  apparently  support 
theory  that,  transverse  failures  are  due  to  defect  in  steel  and  that  reheating  of 
blooms  will  diffuse  bands  of  phosphorus.  From  paper  to  be  presented  at  Feb. 
meeting  of  Am  .  Inst.  Min  Engrs. 

ROLLING  STOCK 

CLBANINO.  Rotary  Brushes  for  Cleaning  Cars,  C.  H.  Shaffer.  Ry.  JL,  vol.  25, 
no.  1.  Jan.  1919,  pp.  26-27,  2  figs.  Brush  operated  at  about  900  r.p.m.  through' 
special  flexible  shaft  used  in  conjunction  with  air  drill. 

I!  f.i -rkjerator  Car,  Standard.  Government  Standard  Refrigerator  Car,  Rv. 
Rev.,  vol.  03,  no.  25,  Dec.  21,  1918,  pp.  805-868,  5  figs.  Data  and  further 
description  of  Government's  new  design.  Detail  drawings.  Also  Ry.  Meeh. 
Eng  ,  vol.  92,  no.  12,  Dec.  1918,  pp.  613-608,  6  figs,  and  Ry.  Age,  vol.  65,  no. 
25,  Dec.  20,  1918,  pp.  1115-1117. 

Wklued  F'reight  Car.  Electrically  Welded  Gondola  Car.  Ry.  Rev.,  vol.  0.3,  no. 
24,  Dec.  14,  1918,  pp.  833-835,  5  figs.  Car  constructed  for  C,  B.  &  Q.  R.R. 
pioneer  attempt  at  fabricating  ;  teel  freight-car  structure  by  process  of  electric 
welding.     Also  Gen.  Elec.  Rev.,  vol.  21,  no.  12,  Dec.  1918,  pp.  913-915,  8  figs. 

SAFETY  AND  SIGNALING  SYSTEMS 

Accident  Prevention.  The  Conservation  of  Man-Power,  H.  A.  Adams.  Proc. 
Pacific  Ry.  Club,  vol.  2,  no.  8,  Nov.  1918,  pp.  7-11.  Brief  record  of  work  done 
by  Government,  Congress  and  private  agencies  to  prevent  accidents  in  railroad 
operation,  including  present  endeavors  of  U.  S.  Railroad  Administration. 

SHOPS 

A.  E.  F.  Repair  Shops.  Railroad  Repair  Shops  in  France  Equipped  and  Operated 
by  American  Forces,  Robert  K.  Tomlin,  Jr.  Eng.  News-Rec,  vol.  81,  no.  26, 
Dec.  26,  1918,  pp.  1178-1182,  6  figs.  Features  of  shops;  individual  electric 
drive  for  all  machine  tools. 

Roundhouse  Design.  Locomotive  Round-House  at  San  Bernardo,  Chile  (La 
maestranza  de  San  Bernardo,  Chile),  C.  V.  Cruchaga.  Boletin  de  la  Societdad 
de  Fomento  Fabril,  year  35,  no.  9,  Sept.  1918,  pp.  609-614.  Details  of  American 
design  built  of  concrete  and  is  said  to  be  largest  of  its  kind  in  the  world. 

Roundhouse  Methods.  Mileage  of  Engines — Its  Relation  to  Cost  of  Shop  and  Run- 
ning Repairs,  George  H.  Logan.  Ry.  JL,  vol.  25,  no.  1,  Jan.  1919,  pp.  24-26. 
Remarks  on  shop  practice  based  on  experiences  in  roundhouses. 

Accuracy  in  Locomotive  Repairs,  M.  H.  Williams.  Ry.  Meeh.  Eng., 
vol.  92,  no.  12,  Dec.  1918,  pp.  673-677,  8  figs.  Methods  of  making  and  of  fitting 
new  and  repair  parts  for  locomotives  with  gages  arid  micrometers. 

Tools,  Br  \ss-  Working.  Brass- Working  Tools  in  a  Railroad  Shop,  Frank  A.  Stanley. 
Am.  Mach.,  vol.  49,  no.  23,  Dec.  12,  1918,  pp.  10S1-10S4,  8  figs.  Describes  tools 
for  making  blow-off  valves  and  their  fittings. 

Welding.  Arc  Welding  in  Railroad  Shops,  B.  C.  Tracy.  Gen.  Elec.  Rev.,  vol.  21, 
no.  12,  Deo.  1918,  pp.  887-80S,  20  figs.  Based  on  its  success  in  locomotive  repair 
work,  writer  believes  arc  welding  must  be  given  serious  consideration  by  railroads, 
not  only  from  an  economic  viewpoint,  sutalso  to  increase  transportation  facilities. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


157 


TERMINAL* 

South  Boston.  New  Haven  Improvements  at.  South  Boston  Terminal.  Ry.  Age. 
vol.  65,  no.  20,  Dec.  27,  1918,  pp.  1149-1152,  7  figs.  Involve  construction  of  two 
additional  tracks  and  depressing  old  line.     All  done  under  heavy  traffic. 

.MUNITIONS  AND  MILITARY  ENGINEERING 

Ambulance  Trains.  Ambulance  Train  of  the  American  Army  (Train-Ambulance  de 
l'armee  americaine).  Genie  Civil,  vol.  73,  no.  IS,  Nov.  2,  1918,  pp.  341-343, 
15  figs.  Disposition  and  arrangement  of  coaches  (built  in  England)  for  trans- 
portation of  wounded  soldiers. 

Automobile  Transport.  Organization  of  the  French  Army  Automobile  Service, 
W.  F.  Bradley.  Automotive  Indus.,  vol.  39,  no.  26,  Dec.  26,  1918,  pp.  1093- 
1095.  How  repairs  were  handled.  Equipment  included  90,000  trucks  and 
150,000  men. 

Military  Transport  Chassis.  Part  IX.  Automobile  Engr.,  vol.  S,  no.  121, 
Dec.  1918,  pp.  346-349,  4  figs.  Their  performance  under  war  conditions. 
Details  of  Fierce-Arrow  5-ton  model  R.  8  truck. 

Camp  Holabird — Largest  Truck  Overhaul  Depot.  Automotive  Indus, 
vol.  39,  no.  25,  Dec.  19,  1918,  pp.  1053-1055.  s  figs.  Data  on  plant  with  capacity 
for  assembling  30  trucks  a  day  and  crating  22  an  hour  for  shipment. 

Construction  Work.  How  Construction  Met  the  Issue,  R.  C.  Marshall.  Am. 
Contractor,  vol.  39,  no.  51,  Dec.  21,  1918,  pp.  22-25.  Accomplishments  of 
construction  Division  of  War  Department.  Functions,  organizations  and 
procedure;  "cost-plus  and  sliding  scale  fee  contract."  Address  delivered  at 
meeting  of  Gen.  Contractors'  Assn. 

Gun  Erosion.  Experts  Discuss  Big  Gun  Erosion,  Hudson  Maxim.  Iron  Trade 
Rev.,  vol.  63,  no.  26,  Dec.  26,  191s,  pp.  1163-146  1.  Analysis  of  causes  pro- 
ducing erosion  and  study  of  possibilities  to  overcome  them,  together  with 
recommendations  in  regard  to  material  and  method  of  lining.  Discussion  of 
Henry  M.  Howe's  paper  before  Am.  Inst.  Min.  Enf 

Hand  Grenades.      Making  the   American   Hand   Grenade,   Edward    K.   Hammond. 

Machy.,  vol.  25,  no.  5,  Jan.    1919,  pp.  448-453,    15  rigs.      First  of  two  articles 
on  methods  of  machining  and  loading  bodies  and  assembling  bouehons. 

H.  E.  Shells.  Manufacture  of  High  Explosive  Shells  and  Detonators,  from  the 
Metallurgist's  View  Point,  C.  B.  Swander.  I'roc.  Steel  Treating  Research  Soc, 
vol.  l,no.  11,  pp.  9-14,  5  figs.  Outline  of  forging  operations  on  an  8-in.  American 
carbon-steel  high-explosive  shell;  machining;  nosing  operation;  heat  treating; 
copper  banding;  placing  detonator;   British,  French  and  Russian  detonatol 

Howitzers.  How  the  155- Mm.  Howitzer  Is  Made,  .1.  V.  Hunter.  V m  Made,  vol.  49, 
no.  25,  Dec.  19,  1918,  pp.  1123-1129,  28  figs.     Third  article 

Illuminating  Shells.  Rockets  and  Illuminating  Shells  as  Used  in  the  Present.  War, 
A.  Bergman.  Ilium.  Fngr.,  vol.  11,  no.  8,  Aug.  1918,  pp.  189-191.  Composi- 
tion and  data  on  candlepower  developed.     From  paper  before  Ilium.  Log.  Soc. 

Military  Roads.     Some  Phases  of   Military  Road   Work,  Gordon  F.  Daggett.      Wis. 
Engr.,  vol.  23,  no.  3,  Dec.    1918,  pp.  79-88.      Trend  of  construction  during  last 
two    years.      Difficulties    encountered,    organizations    required    and    materials 
availabe  in  work  undertaken  at  the  front.      Requirements  of  wearing  sat 
fcr  military  purposes. 

Railway  Artillery.     Railway   Artillery,  .lames   li.   Dillard.     Jl.   Am.   Soc.    Mech 
Engrs.,  vol.  41,  no.   1,  Jan.   1919,  pp.  44-49.  5  figs.      Development  of  model-; 
types  of  cannon  used;  problems  of  design:  barbette  molar  carriages;  foreign 
types;  American  types;   auxiliary   ears;   tactical   uses;   value   and   i 
seacoast  defence. 

Long-Range  Heavy  Navy  Guns  with  Railway  Mount,  I).  ('.  Buell.  -II. 
Am.  Soc.  Mech.  Engrs.,  vol.  41,  no.  1,  Jan  1919,  pp.  25-27,  5  figs  Work  done 
in  completing  mobile  battery  of  naval  11-in.  50-caJiber  guns  original!}  built  for 
use  in  battle   cruisers. 

The  War  Department  Railway  Artillery,     fty.  Age.  vol.  65,  no,  25,  Dec. 
20,  1918,  pp.  1113-1114,  5  figs.     Brief  descriptions  of  8-in  ,  12-in.  anh    I 
railway  mounts. 

Semi-Steel  Shells.     How  Semi-steel  Shells  Are    Machined.     Iron  Trade  Rev.,  vol. 
(i3,  no.  22,  Nov.  28,  1918,  pp.   1236-1237,   17  figs       From  circular  of  Ordnance 
Department  recommending  standard  practie 
projectile. 

Tanks.  The  Mark  VIII  Land  Cruiser,  J.  Edward  Schipper.  Automotive  Indus., 
vol.  40,  no.  1,  Jan.  2,  1919,  pp.  6-9,  11  figs.  Technical  description  of  large- 
sized  battle  tank  developed  during  latter  period  of  war;  equipped  with  an  adap- 
tation of  Liberty  aircraft  engine  and  weighs  10  tons  Also  Motor  Age.  vol.  35. 
no.  1,  Jan.  2,  1919,  pp.  18-21,  9  figs.  Mechanical  features  o4  huge  model  that 
carries  11  men. 

Tools  for  Shell  Mani  factube.  Special  Tools  and  Appliances  tor  .Shell  Manu- 
facture, George  A.  Neubauer  and  Erik  Oberg.  Machy.,  vol.  25,  no.  5,  Jan. 
1919,  pp.  416-421,  7  figs.  Describes  number  of  devices  used  by  Buffalo  Pitts 
Co.   in  making  4.7   high-explosive  shells.     (First  article.) 

Tools  for  Boring  a  Closed-Bottom  Shell,  M.  H.  Potter.  Machy., 
vol.  25,  no.  5,  Jan.  1919,  pp.  427-42.8,  6  figs.  Types  of  blades  used  in  boring 
heads  and  methods  of  grinding  and  setting  blades. 

See  also  MECHANICAL  ENGINEERING,  Foundries  {War  Demands) 
Forging  {Gun  Forgings). 

GENERAL  SCIENCE 

CHEMISTRY 

Analysis.  Quantitative  Analysis  of  Metals  by  Electrolytic  Deposit  Without  Using 
External  Source  of  Electrical  Energy  (Sur  un  procede  de  dosage  des  m£taux 
par  depot  edectrolytique  sans  emploi  d'une  encrgie  electrique  etrangere),  Maurcie 
Francois.  Comptes  rendus  des  seances  de  l'Academie  des  Sciences,  vol.  167, 
no.  20,  Nov.  11,  1918,  pp.  725-727.  From  a  conductor  resting  on  borders  of 
platinum  crucible  containing  sulphuric  acid  or  similar  reagent  and  salt  to 
be  analyzed  a  zinc  or  aluminum  hook  is  suspended.  Electrolytic  action  deposits 
metal  in  6alt  at  bottom  of  crucible. 


Method  of  Chromic  Oxide  Determination,  W.  C.  Kiddell  and  Esther 
Kitredge.  ('hem.  Engr.,  vol.  26,  no.  12,  Nov.  1918,  pp.  457-458.  Govern- 
ment chemists  claim  new  method  permit  -  rapid  handling  of  ore  samples  submitted 

for  analysis.      (To  be  concluded.) 

Catalytic  Exerthermlc  Gas   Rbactions.     Starting  and  Stability  Phenomena  of 
Ammonia    Oxidation    and    Similar    Reactions.    F.    G.    l.iljenrolli.     Gen.    I   lei 
Rev.,  vol.  21,  no.  11,  Nov.   1918,  pp.  807-815,  7  figs.     Explains  fundamental 

characteristics  of  catalytic  exothermic  Leis  reactions. 

Methane.  Methane,  William  Matisoff  and  Gusta\  Egloff.  Jl.  Phvs.  Chem.,  vol.  22, 
no.  8,  Nov.  1918,  pp.  529-575.      Formulation  of  result  S  of  research  up  to  dale  and 

their  classification  along  physical  (constants,  specific  pre,  properties, 

industrial  application)  and  chemical  (combustion,  expl  ision,  solubility,  occlusion, 
industrial  reactions)  characteristics;  notes  on  possibilities  of  research  on  methane 
both  theoretical  and  practical. 

Occluded  Gases  in  Glass.  Gases  and  Vapors  from  Glass,  R.  (1.  Sherwood.  Phys. 
Rev.,  vol.  12,  no.  6,  Dec.  191s,  pp.  lis- 15s,  s  tigs.  Author  finds  that  undei  the 
influence  of  heat  there  are  two  distinct  kinds  of  gaseous  evolution  products, 
namely,  one  associate!  with  absorption — rea-lily  n  i   Jilt)  deg.  cent., 

ami  other  resulting  from  formation  of  new  chemical  equilibria,  Also  Jl.  Am. 
(hem.  Soc,  vol.  40,  no.  11,  Nov.  1918,  pp.  1845-1653,  9  tigs. 

Rare  Earths.  Observances  on  the  Rare  Earths  (VIII).  The  Separation 
of  Yttrium  from  Erbium  :  Edward  Wieners,  B.  S,  Hopkins  anil 
C  W.  Balke.  .11.  Am.  (hem  Soc  ,  vol.  40,  no.  11,  Nov.  1918,  pp.  1615-1619. 
Comparison  between  cobalticyanide  and  nitrite  precipitation  methods; 
pa  rat  ion  of  erbium  material  by  nitrate-  fusion  method;  determination  of  ratio  of 
erbium  oxide  to  erbium  chloride  in  seven  analyses. 

Structure  of  MATTER,  The  Atomic  Structure  of  Carborundum  Determined  by 
X-Kays,  ('.  1,.  Burdick  and  10.  A.  Owen.  .11.  Am.  ('hem.  Soc.  vol.  40,  no. 
12,  Dec.  1918,  pp.  1719-1759,  4  tigs.     Measu  efleetion  of 

palladium  X-rays  from  principal  planes  of  ci  carborundum  ami  inter- 

pretation of  measurements  of  intensities  of  reflection  ol  different  orders. 
Writers  conclude  elementary  tetrahedron  of  carborundum  differs  from  tii.it  ol 
diamond  only  in  a  slight  shortening  of  vertical  axis  and  slight  difference  in  dis- 
placement of  carbon  atoms  from  centers  of  tef 


MATHEMATICS 

Elliptic  Functions.     On  the  Coefficients  in   tin    i     a  a    Modular 

Functions,  G.  11.  Hardy  and  S.   1! anujan,     Proc.   Roy.  Soc,  vol.  95,  no. 

A667,  Nov.  7,  1918,  pp.  111-155,  2 

Equations.     On  the  Characteristics  of  Partial  Derivative  Equatii I  Second  Order 

(Sur  les  caracteristiiiucs  des  equations  aux  di  tielles  du  second  ordrel 

E.  Gau.  Comptes  rendus  des  seances  de  l'Academie  dea  Soiences,  vol  167, 
no.  19,  Nov.  4,  1918,  pp.  675-678.  Invariant  for  characteristics  ol  system  by 
two  quadratures. 

Systems  of  Coordinates,  '111  Light,  G.  H.  Light  LTniv.  of  Colo.  Jl.  Eng., 
vol.  15,  no.  1,  Oct.  1918,  pp.  23-27,  4  tigs,     [ntrin  ic     iu  ition  of  catenary  and 

cycloid  in  system  defined  by  length  "I   are  and  radius  o; 

Heaviside  Development  Theory.  Generalization  of  Heaviside  Development 
Theoreum  (Generalisation  du  theoreme  du  developpement  de  Heaviside), 
Abraham  Press.  Revue  Generate  de  l'Electricit6,  vol.  I,  no.  19,  Nov.  9,  mis. 
pp.  691-693.  States  that  Carson  (Phys  Rev.  Sept.  1917,  pp.  217-225)  does  not 
unite  generalize  theorem  in  question  because  the  applii  he  considers 

have  the  exponential  form;  writer  accordingly  takes  up  OS  treed  vibra- 

tion by  discussing  general  differential  equation  with  constant  cofficients. 

Rectification  of  Arc.     Notes  on  a  Geometrical  Construction  tor  Rectifying  Any 

Are  of  a  Circle,  F.  A.  Lindemann.  bond  ,  Edinburg  &  Dublin  Phil.  Mag  , 
vol.  36,  no.  216,  Dee.  1918,  pp.  172-174,  1  lig.  Process  involving  succe  ive 
bisections  and  based  on  rapidly  converging  ries. 

Single-Sided  Surfaces.  \  Surface  Having  Only  a  Single  Side,  Carl  tiering.  .11. 
Franklin  Inst.,  vol.  186,  no.  5,  Nov.  1918,  pp.  627-630,  Ifigs.     Further  variations 

and  minor  corrections  in  study  of  surface  generated  by  line  nun  ing  along  circle, 
always  remaining  in  planes  passing  through  axis  of  circle  and  simultaneously 
revolving  around  circle  as  axis  at  half  angular  rate  "I  its  movement  along  circle 

\ildeii.luin  to  article  in  Aug  i 

PHYSICS 

CaLOBIIOSTBRS.  Calorimetric  Lag,  Walter  P.  White.  .11.  Am.  (hem.  Soc,  vol  1!) 
no.   12,  Dec.   1918,  pp.    1858-1872.      Mathematical  treatment  of  elimination  of 

three  lag  effects  of  bodies  external  to  calori n      il)  change  in  heal  capacity 

of  calorimeter,  (2)  thermal  leakage,  ,:',)  loss  dependent  on  jacket  temperature. 

The  Conditions  of  Calorimetric  Precision,  Waller  I'.  White.  Jl.  Am. 
Chem.  Soc,  vol.  40,  no.  12,  Dec.  19fs,  pp.  1872-1886.  Expressing  leakage 
effect  as  a  function  of  time,  thermal  head  for  experimental  period  ami  Leakage 
modulus  of  calorimeter,  the  effect  i  of  diminishing  each  ol  these  on  the  valui  ol 
other  two  tire  analyzed  and  rules  for  calorimetric  precision  are  derived. 

Crystals.     Experimental  Study  on  the  Growth  of  Crystals  (Etude  experimentale  sur 
le  developement  des  oristaux),  Rene  Marcelin.     Annates  de  Physique,  vol.  10. 
Sept. -Oct.   1918,  pp.   185-188.     Report  of  observations  on   paratoluidine      It 
appeared  that  these  crystals  grew  not  in  depth  but  in  surface  by  succe 
alluvions. 

Formation  and  Optical  Study  of  Sodium  Chromate  Crystals  Having  Four 
Water  Molecules  (  Mode  d'ohtention  et  etude  Opt  ique  des  critaux  de  chromate  de 
soude  a  4  molecules  d'eau),  Luoien  Delhaye.  Bulletin  de  Is  Societe  Fran 
de  Mineralogie,  vol.  41,  nos.  4-5-6,  Apr. -Juno  1918,  pp.  80-93,  4  ligs.  Experi- 
mental research;  Variation  of  three  principal  indices  in  terms  of  wave  length; 
variation  of  apparent  and  true  angles  in  turns  of  wave  lengt  h  ;  variat  ion  of  posi- 
tion of  bisectors  in  crystal  in  terms  of  wave  length. 


158 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Crtstalloluminescence.  Crystalloluminescenco  (II),  Harry  B.  Weiser.  Jl.  Phys. 
Chem.,  vol.  22,  no.  8,  Nov.  1918,  pp.  576-595,  t  fig.  Survey  of  theories  advanced 
by  various  investigators  concerning  nature  of  triboluminesc.;nee  lorooerty  of 
many  crystalline  substances  which  emit  phosphorescent  light  when  ru  >be  1  or 
crushed);  theory  that  it  is  the  result  of  chemical  action  and  is  identical  with 
crystalloluminescence  so  far  as  chemical  reaction  is  concerned,  differing  only 
between  themselves  in  physical  process  employed  to  bring  about  reaction; 
experiments  with  arsenic  trioxide  and  with  potassium  sulphite. 

Curie  and  Haiiy  Laws.  Note  on  Curie  and  Haiiy  Laws  (Sur  Ies  lois  de  Curie  et  de 
Haiiy),  C.  Viola.  Bulletin  de  la  Societe  Francaise  de  Minaralogie,  vol.  41, 
nos.  4-5-6,  Apr.-June  1918,  pp.  103-115.  Demonstrates  inter-connection 
of  the  two  laws,  Haiiy's  being  developed  analytically  from  Curie's  differential 
fundamentals. 

Curie  Point  in  Iron.  Curie's  Point  in  Pure  Iron  and  Ferrosilicon  Alloys  (Le  point  de 
Curie  dans  le  fer  pur  et  les  ferro-silliciums),  A.  Sanfourche.  Comptes  rendus  des 
seances  de  l'Acadimie  des  Sciences,  vol.  167,  no.  10,  Nov.  4,  1918,  pp.  683-685. 
Experimental  measurements  of  terinal  manifestation  at  Curie's  point.  Alloys 
experimented  contained  from  0.5  to  2.5  per  cent  sillicon. 

Density  of  Gases,  Determination.  An  Accurate  Method  for  Measuring  the  Density 
of  Gases,  O.  Maas  and  J.  Russell.  Jl.  Am.  Chem.  Soc,  vol.  40  no.  12,  Dec.  1918, 
pp.  1847-1852,  1  fig.  Applicable  to  gases  which  can  be  condensed  by  liquid  air 
or  some  other  freezing  agent.  Known  volume  at  known  pressure  and  tem- 
perature is  liquefied  in  bulb  attache!  to  containing  vessel;  bulb  is  then  sealed 
off  and  gas  weighed  at  room  temperature. 

Double-Suspension  Mirror.  The  Double  Suspension  Mirror,  L.  Southerns. 
Lond.,  Edinburgh  and  Dublin  Phil.  Mag.,  vol.  36,  no.  216,  Dec.  1918,  pp.  477- 
486,  8  figs.  Theory  of  a  method  of  observing  de  lections  in  a  delicate  balance; 
method  a  modification  of  "  double  suspension  mirror." 

Drops.  Sounds  Produced  by  Drops  Falling  on  Water,  A.  Mallock.  Prlc.  Roy.  Soc  , 
vol.  95,  no.  A667,  Nov.  7,  1918,  pp.  138-113,  6  figs.  Theoretical  determination 
of  shape  of  cavity  a  falling  sphere  must  make  when  it  penetrates  a  fluid;  experi- 
mental confirmation  by  instantaneous  shadow  photographs  of  falling  shot. 

Electromagnetic  Vectors.  The  Electromagnetic  Vectors,  H.  Bateman.  Phys. 
Rev.,  vol.  12,  no.  6,  Dec.  1918,  pp.  459-481.  Geometrical  study  of  an  electro- 
magnetic field  in  relation  to  a  moving  observer  and  location  of  vectors  with  aid 
of  two  cones  which  at  each  point  limit  directions  of  forces  acting  on  electric 
and  magnetic  charges  moving  with  velocities  less  than  that  of  light;  expression 
of  electromagnetic  laws  in  terms  of  forces  on  unit  electric  and  magnetic  charges 
in  motion  and  deductions  relating  to  lines  of  force,  derived  from  Hargreaves' 
theorems  for  space-time  integrals;  discussion  of  energy  in  electromagnetic  field; 
development  of  theory  in  regard  to  amount  of  concealed  energy  in  filed  of  moving 
electron. 

Explosion,  Effects  of.  On  the  Rupture  of  Mirrors  and  Window-Panes  by  Explosions 
(Sur  la  rupture  des  glaces  et  des  vitres  par  les  explosions).  P.  Gaubert. 
Bulletin  de  la  Societe  Francaise  de  Min6ralogie,  vol.  41,  nos.  4-5-6,  Apr.-June 
1918,  pp.  65-67.  Explanation  for  shapes  commonly  presented  by  pieces  into 
which  a  large  plate  breaks  as  result  of  explosion. 

Fluorescence.  The  Physical  Characteristics  of  X-Ray  Fluorescent  Intensifying 
Screens,  Millard  B.  Hodgson.  Phys.  Rev.,  vol.  12,  no.  6,  Dec.  1918,  pp.  431-  $3.3, 
2  figs.  Fluorescence  of  various  materials  discussed  from  point  of  view  of  photo- 
graphic efficiency;  qualitative  determination  of  spectral  distribution  of 
fluorescence  from  calcium  tungstate;  photographic  efficiency  of  characteristic 
radiation  from  silver,  tungsten,  platinum  and  lead. 

Fluorescence  (La  Fluorescence),  Jean  Perrin..  Annals  de  Physique,  vol.  10, 
Sept.-Oct.  1918,  pp.  133-159.  Destruction  of  fluorescent  bodies  by  emission 
of  fluorescence;  influence  of  temperature  on  intensity  of  emission;  molecular  and 
atomic  fluorescence;  limiting  power;  fluorescence  of  concentrated  solution; 
fragility  of  fluorescent  molecules. 

Gravitation.  On  a  Peculiarity  of  the  Normal  Component  of  the  Attraction  Due  to 
Certain  Surface  Distributions,  Ganesh  Prasad.  Lond.,  Edinburgh  and  Dublin 
Phil.  Mag.,  vol.  36,  no.  216,  Dec.  1918,  pp.  475-476.  Cases  in  which  component 
N  of  Newtonian  attraction  at  point  P  along  normal  through  P  meeting  surface 
at  O  tends  to  no  limit  as  P  approaches  U  along  normal. 

Impact.  The  Photographic  Study  of  Impact  at  Minimal  Velocities,  C.  V.  Roman. 
Phys.  Rev.,  vol.  12,  no.  6,  Dec.  1918,  pp.  442-447,  6  figs.  Graphs  showing  rela- 
tion between  coefficient  of  restitution  and  velocity  of  impact  for  polished  spheres 
of  equal  radius  of  brass,  aluminum,  hard  bronze,  whie  marble,  and  lead. 

I nflamm ability  of  Gaseous  Mixtures.  The  Inflammation  of  Mixtures  of  Methane 
and  Air  in  a  Closed  Vessel,  Richard  Vernon  Wheeler.  Jl.  Chem.  Soc,  vols.  113 
and  114,  no.  673,  Nov.  1919,  pp.  840-859,  7  figs.  Results  of  experiments  in 
spherical  vessels.  Giving  data  on  maximum  pressures  developed,  rates  of 
development  of  pressure,  and  speeds  of  propagation  of  flame. 

Ionization.  Ionization  of  Mercury,  Sodium  and  Potassium  Vapors  and  the  Production 
of  Low  Voltage  Arcs  in  These  Vapors,  T.  C.  Hebb.  Phys.  Rev.,  vol.  12,  no.  6, 
Dec.  1918,  pp.  482-490,  2  figs.  Concludes  from  experiments  that:  Potassium 
vapor  can  be  ionized  at  1.6  volts;  sodium  vapor  at  2.5  volts;  D  lines  of  sodium 
can  be  excited  at  less  than  1.0  volt;  sodium  and  potassium  arcs  in  mercury  vapor 
can  operate  below  their  resonance  potentials  and  as  low  as  1.4  for  sodium  and 
0.5  volts  for  potassium;  mercury  spectrum  can  be  produced  at  0.5  volt  in  atmo- 
sphere of  mercury  and  potassium. 


Latent  Heat  of  Fusion.  Latent  Heat  of  Fusion  as  the  Energy  of  Molecular 
Rotations,  Kotaro  Honda.  Phys.  Rev.,  vol.  12,  no.  6,  Dec.  1918,  pp.  425-430. 
Tables  and  calculations,  based  on  Landolt  and  Bornstein's  values,  which  lead 
writer  to  assert  that  latent  heat  of  fusion  consists  of  energy  of  rotation  of 
molecules  gained  during  fusion. 

Light  Emission.  On  the  Light  Emitted  from  a  Random  Distribution  of  Luminous 
Sources,  Lord  Rayleigh'.  Lond.,  Edinburgh  &  Dublin  Phil.  Mag.,  vol.  36, 
no.  216,  Dec.  1918,  pp.  429-449,  3  figs.  Mathematical  treatment  of  probable 
expectation  of  intensity  in  any  direction.  By  "  expectation  "  is  meant  the  mean 
of  a  large  number  of  independent  trials,  or  combinations,  in  each  of  which  the 
phases  are  re  listributed  at  random.  Sonorous  vibrations  are  considered  but  the 
results  are  shown  to  be  applicable  to  electric  vibrations. 

Light  Polarization.  The  Light  Scattered  by  Gases:  Its  Polarization  and  Intensity, 
R.  J.  Strutt.  Proc.  Roy.  Sac,  vol.  95,  no.  A667,  Nov.  7,  1918,  pp.  155-176,  5  figs. 
Measurements  of  intensity  of  vibrations  parallel  to  existing  beam  of  light  scat- 
tered at  right  angles  by  gases  and  vapors;  particular  study  of  behavior  of  helium; 
evaluation  of  intensity  of  scattering  by  different  gases  in  term3  of  refractivity; 
photographs  of  polarizations  of  ether,  vapor  and  nitrous  oxide. 

Liquid  Films.  The  Stratification  of  Liquid  Films.  (La  stratification  des  lames  liquides), 
Jean  Perrin.  Annates  de  Physique,  vol.  10,  Sept.-Oct.  1918,  pp.  160-184. 
Result  of  Johonnott's  microscopical  examination  of  soap  bubbles;  superficial 
tension  of  soap  solutions;  law  of  multiple  thicknesses;  chemical  separation  by 
simple  extension  of  free  surfaces. 

Pitched  Baseball.  A  Pitched  Baseball,  Willard  W.  Griffin.  Sci.  Am.  Supp.,  vol.  87, 
no.  2214,  Jan.  4,  1)1),  pp.  12-11,  3  fijs.  Mechanical  analysis  of  a  "floater  " 
and  other  curved  ball  paths. 

Radioactivity.  The  Problem  of  Radioactive  Lead,  Theodore  W.Richards.  Science, 
vol.  49,  no.  1253,  Jan.  3,  1919,  pp.  1-11.  Account  of  experimental  researches; 
hypothesis  concerning  disintegration  of  uranium;  hypothetical  calculation  of 
atomic  weight  of  uranium-lead ;solubility  of  two  kinds  of  lead  nitrate;  comparison 
of  properties  of  different  kinds  of  lead.  Presidential  address  before  Am.  Assn. 
for  Advancement  of  Science. 

Sound,  Standard  of.  A  Possible  Standard  of  Sound,  Chas.  T.  Knipp.  Phys.  Rev., 
vol.  12,  no.  6,  Dec.  1918,  pp.  491-192,  1  fig.  Adjustment  of  mercury  vapor  trap 
of  pyrex  glass  to  furnish  sound  of  desired  pitch.  From  paper  presented  at 
meeting  of  Am.  Phys.  Soc. 

Specific  Heat.  Specific  Heat  Determination  at  Higher  Temperatures,  Walter  P. 
White.  Am.  Jl.  Sci.,  vol.  47,  no.  277,  Jan.  1919,  pp.  44-59,  4  figs.  Experi- 
mental technique  at  temperatures  up  to  1400  deg.  cent,  by  method  of  mixtures; 
modifications  in  furnaces  and  in  methods  of  transferring  to  calorimeter;  varia- 
bility of  heat  losses  attending  dropping  of  hot  bodies  into  water;  use  of  aneroid 
calorimeters. 

Silicate  Specific  Heats,  Walter  P.  White.  Am.  Jl.  Sci.,  vol.  47,  no.  277, 
Jan.  1919,  pp.  1-43,  4  figs.  Experimental  determination  for  temperatures  from 
100  to  1400  deg.  cent,  by  dropping  from  furnaces  into  calorimeters;  checks  and 
precautions  employed;  two  methods  for  determining  true  or  atomic  heats  from 
interval  heats.     Paper  extends  scope  of  writer's  previous  communications. 

The  Specific  Heat  of  Platinum  at  High  Temperatures,  Walter  P.  White. 
Phys.  Rev.,  vol.  12,  no.  6,  Dec.  1918,  pp.  436-441.  Redetermination  of  specific 
heat  from  103  to  1 503  deg.  cent,  with  precision  of  0.3  per  mile.  Results  agree 
with  those  of  Gaede,  Plato,  Corbino,  Magnus  and  Fabaro. 

Spectra.  The  Origin  of  Spectra,  J.  C.  McLennan.  Proc.  Phys.  Soc.  Lond.,  vol.  31, 
no.  176,  Dec.  15,  1918,  pp.  1-29,  14  figs.  Outline  of  investigations  undertaken 
since  Frank  and  Hertz  measurements  of  mercury-vapor  ionization  potential 
and  further  experimental  researches  including  also  vapors  of  zinc,  cadmium  and 
magnesium.  Ultraviolet  region  investigated  with  a  fluorite  spectograph  and 
extreme  ultraviolet  region  with  a  vacuum  grating  spectrograph.  General 
discussion  of  results  obtained  by  writer  and  other  investigators. 

On  the  Ultraviolet  S oe^tra  of  Magnesium  and  Selenium,  J.  C.  McLennan. 
Lond.,  Edinburgh  &  Dublin  Phil.  Mag.,  vol.  36,  no.  213,  Dec.  1918,  pp.  450-460, 
2  figs. 

On  Fundamental  Frequencies  in  the  Spectra  of  Various  Elements,  J.  C. 
McLennan.  Lond.,  Edinburgh  &  Dublin  Phil.  Mag.,  vol.  36,  no.  216,  Dec. 
1918,  pp.  461-471,  7  figs.  Extensive  experimental  research  with  photographic 
records.  It  is  concluded  that  when  zinc  and  cadmium  vapors  respectively  are 
bombarded  by  electrons  whose  kinetic  energy  is  gradually  increased,  monochro- 
matic radiation  is  suddenly  emitted  by  vapor  when  impact  voltage  reaches 
certain  value,  beyond  which  no  additional  relation  is  produced. 


Welsbach  Mantle.     A  Physical  Study  of  the  Welsbach   Mantle,  Herbert  E.  Ives, 
E.  F.  Kingsbury  and  E.  Karrer.     Jl.  Franklin  Inst.,  vol.  186,  no.  5,  Nov.  1918, 

f>p.  585-625,  21  figs.  Extension  of  Ruben's  work  on  thoria-ceria  mixtures  to 
arge  family  of  such  combinations;  from  investigation  of  conditions  under  which 
visible  absorption  bands  of  ceria  and  other  materials  appear  and  disappear,  an 
explanation  is  offered  of  different  behavior  of  mantle  in  flame  and  cathode- 
discharge  heating;  attempt  to  fix  possible  attainable  efficiencies  of  gas-light 
production  by  present  methods  (Concluded  from  p.  438,  Oct.  1918.) 

See  also  ELECTRICAL  ENGINEERING,  Electrophysics  [Vapor  Arms). 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


111 


The  above  picture  shows  the  deplorable  condition  of 
the  Beaconsfiehl  Station  Road,  Beaconsfield,  Que.  , 
before  the  use  of  "  Tarvia-X."  The  illustration  at  the 
right  shows  how  Tarvia  has  transformed  the  surface. 


An  Inexpensive  Transformation 


The  old-style  dirt-gravel-and-water  bound  macadam 
roadways  were  costly  ones  —  costly  in  their  excessive 
and  incessant  maintenance  expenses. 

They  rapidly  disintegrated  under  motor-traffic 
and  had  to  be  renewed  repeatedly.  The  motor-cars 
and  trucks  jouncing  over  those  hummocks  had  to 
be  renewed,  too.  The  cost  did  not  show  in  the 
taxes  but  it  was   a  community    burden    just    the 


The  most  popular  roadways  today  for  county,  state 
and  military  use  are  undoubtedly  Tarvia  roads, 
because  they  represent  the  most  economical  form  of 
permanent  road-construction 

Tarvia  roads  resist  water  and  frost.  A  well-built 
Tarvia  road  is  the  same  in  the  spring  when  the  frost 
is  coming  out  of  the  ground  as  at  any  other  season. 
It  is  a  durable,  clean,  all-the-year-round  road. 


On  its  dustless  contour  motor-traffic  moves  swiftly 
without  damage  to  the  roadway.  Year  after  year 
the  new  Tarvia-macadam  will  give  perfect  satisfac- 
tion with  little  or  no  expense  for  maintenance. 

There  are  many  miles  of  Tarvia  roadways  today  all 
over  the  Dominion  which  are  giving  satisfaction 
because  of  their  long  service  and  low  cost. 

If  you  are  in  any  way  interested  in  the  road  problem, 
write  for  booklets  or  for  any  specific  information 
you  may  desire. 


+ 
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Special  Service   Department 

This  company  has  a  corps  of  trained  engineers  and 
chemists  who  have  given  years  of  study  to  modern 
road  problems.  The  advice  of  these  men  may  be 
had  for  the  asking  by  any  one  interested. 
If  you  will  write  to  the  nearest  office  regarding  road 
problems  and  conditions  in  your  vicinity,  the  matter 
will  have  prompt  attention. 


The  /^|gffgl^  Company 


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Dunlop 

"Gibraltar 


RedSpecial 


Power — Speed — Service 

|jN  one  of  the  largest  main  drives 
^^  in  Canada,  "Gibraltar  RedSpecial" 
reigns  supreme. 

It  was  selected  on  its  record  of  past  per- 
formances because  the  duties  were  exception- 
ally exacting. 

Only  such  a  high -power  belt  as  "Gibraltar 
RedSpecial "  could  meet  the  demands  in  a  case 
like  this. 

Used  on  thousands  of  other  drives,  too. 
The    Dunlop    Guarantee 

If  you  have  a  difficult   drive  anywhere  in  your 
factory  drop  a  line  to  our  Head  Office,  or  to  our 
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i:i  belt  engineering  to  consider  your  requirements. 
If  it  is  an  instance  where  "Gibraltar"  Belting  may 
be  suitably  employed  we  will  recommend  its  use ; 
and    we   will   stand  behind    our   recommendation 
with   the   fullest   guarantee    ever  issued  by  a  firm 
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Branches  in  Leading  Cities. 

Makers  of  Tires  for  a!I  Purposes,  Mechanical  Rubber  Products 
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113 


Why  ! 

OIL  IS  MORE  ECONOMICAL 


IMPERIAL  FUEL  OIL  is  absolutely 
uniform.  Every  pound  or  ton  will 
give  the  same  heating  efficiency.  It 
provides  more  stable  and  steadier  sus- 
tained heat,  which  greatly  increases  the 
power-capacity  of  boilers  under  which 
it  is  used. 

Imperial  Fuel  Oil  is  highly  concentrated.  It  is 
easy  to  handle  and  saves  40%  of  storage  space. 
Coal  is  bulky  and  is  never  uniform.  In  storage, 
coal  deteriorates  rapidly  and  sometimes  develops 
spontaneous  combustion. 

Imperial  Fuel  Oil  does  not  deteriorate  no  matter 
how  long  you  store  it.  With  Imperial  Fuel  Oil 
grates  and  grate  implements  are  eliminated,  and 
all  up-keep  expenses  are  reduced.  Considered 
from  a  standpoint  of  efficiency,  convenience  or 


economy,  Imperial  Fuel  Oil  is  not  approached 
by  any  other  type  of  fuel  for  use  in  generating 
steam. 

The  fact  that  Imperial  Fuel  Oil  is  so  highly 
concentrated,  and  that  it  is  absolutely  uniform, 
makes  it  the  ideal  fuel  for  steamships.  It  makes 
a  big  reduction  in  the  boiler-room  force  possible 
and  will  increase  the  steaming  radius  and  the 
available  cargo  space.  Then,  too,  it  means 
cleaner  decks  and  cleaner  equipment — pleasanter 
as  well  as  more  profitable  voyages  for  all 
concerned. 

For  the  heating  of  hotels,  public  buildings, 
schools  and  churches,  Imperial  Fuel  Oil  also 
offers  many  advantages. 

Consult  with  Imperial  Fuel  Engineers,  free. 
Write  or  call  at  Room  704,  Imperial  Oil 
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IOTERIAL  OIL  LIMITED 

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Cable  Address:  "DOMINION". 


Branch  Offices  and  Works: 
TORONTO,    OTTAWA,    WINNIPEG. 


Sales  Offices: 
MONTREAL,      TORONTO,      OTTAWA,     WINNIPEG,     EDMONTON,     REGINA,     VANCOUVER 


LARGE  STOCK  OF  STRUCTURAL  MATERIAL  AT  ALL  WORKS 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  115 


Insulating  Granular  Cork 
Invaluable  for  Refrigeration 


The  lightest  material   known    for   efficient  insulation 
and  consequent  saving  of  deadweight  tonnage. 


All    grades    guaranteed   not  to  exceed    6    lbs.    weight 

per  cubic  foot. 


CONTE    HERMANOS 

GIBRALTAR 


FACTORIES     IN     SPAIN 


LONDON  AGENTS  : 

CONTE     BROTHERS 


41,  Outched  Friars,  E.C.  3. 


116 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


"SCOTIA" 
STEEL  PRODUCTS 


Billets,  Blooms  and  Slabs. 

Heavy  Forgings. 

Car  Axles. 
Locomotive  Axles. 

Sheared  Plates  up  to 
48  in.    wide,  5-8"  thick- 
Weight  up  to   1060  lbs. 

Merchant  Bars  in  Rounds, 
Squares,  Flats,  Ovals,  Half  Ovals 
Tires  and  Sleigh  Shoe. 


Sheet  Bars  up  to  15  in.  wide. 

Square  Twisted  Concrete 
Reinforcing  Bars. 

Agricultural  Shapes. 

Light  Rails 

Angle  and  Splice  Bars 

Tie  Plates. 

Track  Spikes  and  Bolts. 

Cold  Drawn  Shafting  and 
Machinery  Steel. 


Fluid  Compressed  Steel  Forgings 


NOVA  SCOTIA  STEEL  &  COAL  CO.,  LTD. 

General  Sales  Office  Head  Office 

WINDSOR  HOTEL,  MONTREAL,  QUE.        NEW     GLASGOW,     NOVA     SCOTIA. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  117 


HYDROSTONE 


THE  HALIFAX  RELIEF  COMMISSION  HAVE  ADOPTED  THIS 
STONE  FOR  THE  RE-BUILDING  OF  THE  RESTRICTED  RESIDENTIAL 
PORTION  OF  DEVASTATED  HALIFAX,  MAKING  IT  A  FIRE-PROOF 
DISTRICT. 

THIS  STONE  WAS  ADOPTED  BY  THE  COMMISSION  ON  THE 
ADVICE  OF  THE  ARCHITECT  AFTER  AN  EXTENSIVE  STUDY  OF  NEW 
TOWN  SITES  IN  THE  UNITED  STATES. 

IF  YOUR  PRINCIPALS  ARE  COMTEMPLATING  TOWN  SITE  OR 
FACTORY  CONSTRUCTION  OR  BUILDINGS  OF  A  PERMANENT  NATURE 
LET  US  DISCUSS  THE  PROJECT  WITH  YOU  BEFORE  FINALLY  DECIDING 
YOUR   TYPE  OF   CONSTRUCTION. 


Nova  Scotia  Construction  Co. 

LIMITED 

ENGINEERS  and  CONTRACTORS 
159  UPPER  WATER  STREET,  HALIFAX,    N.  S. 


118  JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


THE    GENUINE 


CHECK 
VALVE 


BRASS 


OR 


IRON 


Always 

Ready 

for  Inspection 


Straightway 
Swinging 


For  Use  Upright 
or  Horizontally 


SCREWED   OR   FLANGED 

To  avoid  imitations  see  that  the  name  T.  McAVITY  &  SONS.,  appears  on  every  valve 

Manufactured  exclusively  by — 

T.  McAVITY  &  SONS,  Limited 

BRASS    AND    IRON    FOUNDERS 


ST.   JOHN,   N.B. 


MONTREAL 

T.  McA.  Stewart, 
157  St.  James  St. 


TORONTO 

Harvard  Turnbull  &Co., 
207  Excelsior  Life  Bldg. 


LONDON,  England 


WINNIPEG 


DURBAN,  South  Africa 


VANCOUVER 


J0;URNAL1    OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


119 


More 
Than 

EVER- 


Now 


5«e<!' 


and  can  be  reset  as 
hen   sizes   change, 


often 
when 


THE  war  taught  us  all  many  things 
about    gages    and   gaging    systems. 
Gaging  made  possible  the  greatest 
production    of    machine  shop  ["products 
ever  attained  in  the  Dominion. 

And  now  that  peace  is  here"  the  advan- 
tages of  gaging  will  be  more  necessary 
than  ever. 

Johansson  Combination  Gage  Blocks 
give  you  a  standard  that  permits  you  to 
maintain  your  gages  in  the  face  of 
inevitable  wear.  They  are  in  use  by 
practically  all  big  tool  rooms. 

Johansson  Adjustable  Limit  Snap  Gages 
are  put  into  the  hands  of  operators  and 
inspectors  after  being  carefully  set  and 
sealed  to  the  "go"  and  "not  go"  sizes  of 
the  work  to  be  gaged.  They  prevent  the 
attempt  to  work  to  "absolute  dimension' 
as  is  necessary  to  keep  them  to  size — w 
limits  change  or  when  wear  takes  place. 

Twenty-one  sizes  give  all  dimensions  up  to  12  inches. 

Be  sure   to  get  our  new  catalog  and  discounts. 


Johansson 
Gaging 
System 

The  SWEDISH  GAGE  COMPANY 

10  Catchart  Street,  Montreal 


120 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Nova   Scotia 
Water  Powers 

THE    UNDEVELOPED     WATER-POWER    SITE    PARTLY    SHOWN 
HEREWITH     IS     IN      THE     IMMEDIATE     VICINITY     OF 
EXTENSIVE  AND  WELL  PROVEN  GOLD  AREAS. 

IT     CAN     BE     CHEAPLY      DEVELOPED;      IS     OF     SUFFICIENT 
CAPACITY      TO      CARRY      ON      MINING      OPERATIONS 
COMMENSURATE  WITH  THE  EXTENT  OF  THE  ADJACENT 
AREAS  AND  THE  WHOLE   IS   WITHIN   A   FEW  MILES   OF 
RAILWAY    AND   OCEAN    SHIPPING    FACILITIES.      PARTI- 
CULARS OF  THE  WATER-POWER  SITE  AND  ITS  LOCATION 
ARE  GIVEN  IN  THE  1916  REPORT  OF  THE  NOVA  SCOTIA 
WATER  POWER  COMMISSION. 

WRITE    

Department  of  Public  Works  and  Mines,  Halifax. 

m 

DOCKS  &  HARBOUR 
CONSTRUCTION 

TIDAL  WORK  a  Specialty 

WE  HAVE  PLANT  and  ORGANIZATION 

FOR    ALL    KINDS    OF    FOUNDATION 

WORK,     INDUSTRIAL     PLANTS, 

DAMS,  ETC. 


Launching  Pneumatic  Caisson  for  Moncton  Bridge  Foundations. 


ENGINEERS  &  CONTRACTORS,  Limited 


102  Prince  William  St., 

E.  R.  REID,  President. 


ST.  JOHN,  N.B. 

E.  M.  ARCHIBALD,  Chief  Engineer. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  121 


Bedford   Construction  Company 

Limited 


(P.  PAGANO,  Pres. 


(FORMERLY  CAVICCHI  &  PAGANO) 
V.  J.  CAVICCHI,  Vice-Pres.  and  Gen'l.  Mgr.  J.  J.  HERBERT,  Sect.-Treas.) 


RAILROAD     CONTRACTORS 

NOW  OPERATING: 

Construction  of  Dry  Dock  &  Shipyards  at  Halifax,  N.S. 
Construction  of  Dry  Dock,  Shipyards  &  Breakwater  at 
Courtney  Bay,  East  St.  John,  N.B. 

OFFI CES    AT 

HALIFAX,     N.S.     &     EAST     ST.     JOHN,     N.B. 


COOK   CONSTRUCTION   CO.   Limited 

&  WHEATON  BROS. 


BUILDERS  OF 

HALIFAX    OCEAN 
TERMINALS    RAILWAY 


OFFICES : 


Montreal,  Que. 
St.  Paul,  Minn. 
Sudbury,  Ont. 
Halifax,    N.S. 


TOWER    ROAD    BRIDGE 
144  foot  span  over  cut  which  Is  65  feet  deep.    Suspension  Bridge  also  shown. 


122  JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


GEO.  W.  SADLER 

GEO.  F.  HAWORTH 

WALTER  J.  SADLER 


ESTABLISHED    1876 


Cable  Address    "  SADLER  " 
Western  Union  and   Private  Codes 


SADLER  &  HAWORTH 


TANNERS  &  MANUFACTURERS  OF 


OAK    LEATHER    BELTING 

Lace  Leather,  Belt  Dressing,  Belt  Cement,  Belt  Fasteners 


c  . 


LEATHER,  LIKE  GOLD,  HAS  NO  SUBSTITUTE." 


Factories  at  MONTREAL,  TORONTO. 

Branches:  ST.  JOHN,  N.B.,  CALGARY,  WINNIPEG,  VANCOUVER. 


.C-'  - 


XT- 


n 


RELIABLE  SERVICE 


IS   SECURED    BY   INSTALLING 

Turnbull  Elevators 


PASSENGER— FREIGHT 


The  Turnbull  Elevator  Mfg.  Co. 


it 


TORONTO  —  CANADA 


MONTREAL  OFFICE— MAPPIN  &  WEBB  BUILDING,  VICTORIA  ST. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  123 


ACID  AND  BASIC  OPEN  HEARTH 

STEEL    CASTINGS 

FERRO-ALLOY  STEEL  CASTINGS 


MANGANESE  -  STEEL     TRACKWORK 


CANADIANj  STEEL  FOUNDRIES 

LIMITED 
Transportation  Building,  Montreal 


STEEL  PLATE 
CONSTRUCTION 

Tanks,  Penstocks  Bins  and 
Hoppers,  Blast  Furnaces, 
Stand-Pipes,  Stacks,  Water 
Towers  etc. 

Heavy  and  Light  Steel  Plate 
Construction  Erected   Anywhere. 


™E   TORONTO    IRON    WORKS,   l..m,tED 


TORONTO 


Head    Office:    ROYAL    BANK    BUILDING 


Works:    CHERRY    STREET 


124 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  SPRACO  System 
for  Cooling  Condens- 
ing Water  costs  much 
less  to  install  and 
operate  than  cooling 
towers.  This  system 
consists  of  a  special 
grouping  of  Spraco 
Center-Jet  Nozzles 
through  which  the  hot 
water  is  sprayed  over 
a  pond  or  basin. 


Ontario  Representatives 

RUDEL-BELNAP      MCHY 

CO.,  LTD. 

26  Adelaide  St.,  West, 

TORONTO 


SPRACO 


COOLING    SYSTEMS 


SPRAY   ENGINEERING   COMPANY 


93   FEDERAL   ST., 


BOSTON,   MASS.   U.S.A. 


Leading  manufactu- 
rers and  power  com- 
panies throughout 
America  and  foreign 
countries  use  the 
Spraco  System.  They 
prefer  it  to  all  other 
systems  because  of  its 
easily  demonstrable 
superiority.  Our  new 
Bulletin,  "The  Spraco 
System,"  makes  this 
clear.  Write  for  it. 


Quebec  Representatives 

RUDEL-BELNAP      MCHY 

CO.,  LTD. 

95  McGill  Street, 

MONTREAL 


300  H.P.  Silent  Chain  driving  a  No.  9H 
"ROOTS"  Blower. 

Note  great  economy  of  space  with  Chain  Drive, 
irrespective  of  the  CONTINUOUS  SAVING 
OF  POWER  due  to  the  High  Efficiency— 98.2%. 


JONES  &  GLASSCO 

(Reg'd.) 

ENGINEERS 
MONTREAL  and  TORONTO 

SPECIALISTS    IN 

Power  Transmission  Chains 

Canadian  Agents  for 

"  RENOLD  "  "  MORSE  " 


PATENT  SILENT 

and  BUSH  ROLLER 

CHAINS 


ROCKER  JOINT 
SILENT 

CHAINS 


Chain  Drives  from  \i  HP  to  5000  HP  in  successful  operation 

Write  for  particulars  to 


Head  Office 

St.  Nicholas  Building 

MONTREAL 


Branch  Office 

1204   Traders   Bank   Bldg. 

TORONTO 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


125 


WESTON  A.  C.  AMMETER 


WHY  NOT  HAVE  THE  BEST  ? 

It  is  an  acknowledged  fact  that  Weston  Electrical 
Instruments  (either  Switchboard  or  Portable  Type) 
provide  the  highest  standard  of  excellence  in 
Electrical  Measurement. 

Weston  Instruments  are  not  affected  by  tem- 
perature or  service  conditions  but  are  accurate  and 
reliable  under  most  severe  tests. 

Weston  Instruments  are  standard  equipment 
on  Northern  Electric  Switchboards. 

Our  nearest  house  will  gladly  furnish  information 
regarding  switchboards,  instruments  or  electrical 
equiment  of  any  kind. 


Northern  Electric  Com  potty 


MONTREAL 

HALIFAX 

OTTAWA 


LIMITED 

TORONTO 

LONDON 

WINNIPEG 


REGINA 

CALGARY 

VANCOUVER 


ST  GABRIEL©  WGJJU^G     ifx  , 


jN.D.Ciia.lCES 


Manufacturers  find 
their  power  costs 
much  reduced  when 

Shawinigan  Power 

supplants  steam 
power.      •  .  •     •  .  • 


8R0U0HTON 


CASTfNSUS 


THE  SHAWINIGAN  WATER  &  POWER  COMPANY 


POWER  BUILDING,  MONTREAL 


126 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


NATIONAL  IRON  CORPORATION,  Limited 

Head  Office,  Works  and  Docks :— TORONTO 


Every  size  for  Water,  Gas,  Culvert  or  Sewer,  Carried  in  Stock  at 
Lake  or  Rail  Shipments  TORONTO,  PORT  ARTHUR  and  MONTREAL 


REINFORCING   STEEL 

Superior  quality  in   all   sizes  in    ROUNDS,    SQUARES    AND     SQUARE    TWISTED 

IMMEDIATE     SHIPMENT     FROM      STOCK 

THE  MANITOBA  ROLLING  MILLS  Limited 

SELKIRK  ,    MAN. 

THE  MANITOBA  STEEL  AND  IRON  CO.  Limited 


GENERAL  SALES  AGENTS 


WINNIPEG,  MAN. 


jWanitoba  pribge 


PRODUCTS 

Backed 

EFFICIENT 

STEEL   STRUCTURES 

BUILDINGS— Offices, 

Warehouses  and  Industrial 

plants,  etc. 
BRIDGES—  Railway, 

Highway,      Swing      and 

Bascule,  etc. 
CRANES  —  Electric    and 

Hand  Power,  Travelling, 

TOWERS— Transmission    Poles    and 

Towers,  etc. 
""  Plate  tand  Tank  Construction 
PLATE  WORK— All  kinds,  Boilers  and 

Riveted  Pipe. 
STEEL   TANKS  — All    kinds;    Water 
Supply    Tanks    and    Towers,     Steel 
Stand  (Pipes,     Smoke    Stacks,    Pen- 
stocks, Bins  and  Hoppers,  etc. 
Forgings 
Elevator    and    Power  Transmission 

Machinery,    Upset    Rods 
Recent   installation   of   Hydraulic   Up- 
setting Equipment  capable  of  Upsetting 
rods  up  to  4  in.  diameter. 
Equipment 
MINING  EQUIPMENT  —  Mine  Cars, 
Buckets,  Melting  Pots,  Screens,  Coal 
and  Coke-handling  equipment,  etc. 
RAILWAY  EQUIPMENT-Turntables, 
Frogs  and  Switches,  Snow  Plows,  etc. 
Reinforcing   Steels 
Plain  Rounds,  Square  and  Twisted,  bent 
to  specifications  for  Beams,  Stirrups,  etc. 


OF 


QUALITY 

by 

SERVICE 

Shipbuilding 

Ships'    Bolts   and    Spikes, 
Plain     and     Galvanized, 
General  Forgings,  Tanks, 
Tail    Shafts,    Propellors, 
Fastenings,  etc. 
Contractors'   Supplies 
Castings 
Grey  Iron,   Semi-steel  and 
Chilled  and  Electric  Steel. 

Miscellaneous 

Equipment  for  Rolling  Mills,  Pulp  and 
Paper  Mills,  Oil  Refineries,  Saw  Mills, 
Packing  Houses,  Stables,  Jails.  Tank 
and  Silo  Rods  and  Lugs,  Galvanized 
Pump  Rods,  Survey  Stakes,  etc.,  etc. 
Ornamental  Iron  Work,  Fire  Escapes, 
etc.  Bolts,  Nuts,  Washers,  Spikes, 
Rivets,  etc.  Pole  Line  Hardware,  Plain 
and  Galvanized.  Pole  Saw  Frames; 
Cordwood  Saw  Frames;  Saw  Mandrels; 
Pump  Jacks,  Single  and  Double 
Gear. 

Galvanizing  Plant 

Road  Building  and  Earth 

Handling  Equipment 

Cast  Iron  Culvert  Pipe,  Gravel  Screen- 
ing Plants,  Road  Drags  and  Levellers 
Steel  Drag  Scrapers,  Reinforcing  Steel 
for  Concrete  Work,  Highway  Bridges, 
Catch  Basin,  Covers,  Sewer  Manhole 
Covers,  etc.,  etc. 


-  3rtm  »orfeg  Himitcu 


WINNIPEG 


CANADA 


"Cast  Iron  Pipe  has  the  greatest  resistance  to  corrosion. 
It  is  by  far  the  most  economical  in  results." 


WE  MANUFACTURE 


BELL  and   SPIGOT  and 

FLANGED  CAST  IRON   PIPE, 

SPECIALS  and  CASTINGS 

of  all  kinds 

CAR  WHEELS 


INQUIRIES    SOLICITED 


Canada  Iron  Foundries,  Limited 

Head  Office,  MONTREAL 

Works    at:    Fort   William,    Ont.,    St.    Thomas,  Ont., 
Hamilton,  Ont.,  Three  Rivers,  P.O. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


127 


The  GOLDIE  &  McCULLOCH  Co.  Limited 

Builders  of  Horizontal  and  .Vertical  Stationary  Steam  Engines,   Marines  Engines, — Steam  Turbines, — Return  tTubular  and 

Water  Tube  Boilers, — Vertical  Marine  Pumps, — Horizontal  Reciprocating  Feed  Pumps, — REES  RoTURBo 

Patent  Pressure  Chamber  Centrifugal  Pumps  and  Air  Pumps. 

Jet  and  Surface  Condensers— REES  RoTURBo  and  "CONTRA-FLO"  Condensers. 
Heaters,  —  Tanks,  —  Stacks,  —  Special    Plate    Work,  —  SAFES    and    VAULTS. 

Catalogues,    Photographs   and  detailed   information  gladly  supplied  on  request. 

Head     Office     and     Works:—     GALT,     ONT.,      CANADA 

QUEBEC   AGENTS  BRITISH  COLUMBIA  AGENTS: 

..nnc    .  Ross  &  ^eig,  Robt.  Hamilton  &  Co., 

400  St.  James  St.,  Montreal,  Que.  Vancouver,  B.C. 


TORONTO  OFFICE: 
Suite  1101-2, 
Bank  of  Hamilton  Bld'g. 


WESTERN  BRANCH: 

248  McDermott  Ave., 

Winnipeg,  Man. 


Mackinnon  Steel  Co.  Limited 

SHERBROOKE  QUEBEC 

MANUFACTURERS     AND     ERECTORS     OF 

STRUCTURAL  STEEL 

and 

STEEL  PLATE  WORK 

of  every  description 

LET    US    ESTIMATE    ON    YOUR    REQUIREMENTS 

We  assure  you  of  attractive  prices 
and  prompt  deliveries. 


Dunfield  &  Co.  Ltd. 

EXPORTERS  AND  DEALERS  IN  ALL  KINDS  OF 

LUMBER 

AND   INSURANCE   BROKERS 


Dealers  in  all  kinds  of  rough  and 
dressed  lumber.  Shipments  made  by 
rail  in  carload  lots  from  Nova  Scotia 
and  New  Brunswick.  Special  attention 
given  to  dimension  stock  for  construc- 
tion work. 


OFFICES : 

8  Prince  St.,  Halifax,  N.S. 
8  Market  Square,  St.  John,  N.B. 


STEEL 
BRIDGES 

RAILWAY 

TRUSS  AND 

GIRDER    SPANS 

THROUGH, 

DECK  AND 

SWING  TYPES 

TURNTABLES 

THE    MARITIME    BRIDGE    COMPANY,    LIMITED,  New  Glasgow     -     Nova  Scotia 


HIGHWAY 

THROUGH 
TRUSS,  DECK 

AND  SWING 
SPANS,  BEAM 

SPANS  AND 
HAND  RAILS 


128 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


"MICHIGAN" 
WOOD       STAVE 

PIPE 
for    Waterworks,    etc. 

T.  A.  MORRISON  &  CO. 

(MORRISON  QUARRY  CO.— R.  F.  Dykes.  Supt.) 

204  ST.  JAMES  STREET,     MONTREAL 


YARROWS   LX5 

Associated  with  YARROW  &  Co.,  Glasgow. 

SHIPBUILDERS,  ENGINEERS, 

SHIP  REPAIRERS, 

IRON  &  BRASS  FOUNDERS 

MARINE  RAILWAY,  3000  TONS  D.W.  CAPACITY. 

ESQUIMALT    DRY    DOCK,    480    FT.    X    65    FT. 

Modern  facilities  for  quick  despatch  of  ship  repair  work. 

Address:  P.O.   Box   1595,    VICTORIA,    B.C.,    CANADA. 


MILTON  HERSEY  COMPANY  Ltd. 

INDUSTRIAL  CHEMISTS,  ENGINEERS  &  INSPECTORS 

MONTREAL  WINNIPEG 

Analyses  and  Tests  of  all  Materials  including  Steel,  Brass,  Coal,  Oils, 
Water,  Ores,  Sands  Cement. 

Specialists   for  Industrial  Chemical  Problems,  Cement  and  Asphalt 
Construction  Work,  Steel  Inspection  and  Water  Supply. 

"The  Largest  and  Best  Equipped  Commercial  Laboratories  in  Canada" 
ESTABLISHED  27  YEARS 


LOOK  FOR  THE 

"R  SHIELD" 
WATERMARK 


Like  the  sterling 
mark  in  silver,  the 
Karat  mark  in  gold 
so  the  Watermark 
in  paper. 


Bond,  Writing  and  Ledger   Papers 

containing  the  "R  shield"  watermark  are  backed  by  our 
reputation.  Insist  on  this  Watermark  and  you  get  quality. 


THE  ROLLAND  PAPER  CO.,  Limited 

MONTREAL 


ANACONDA  for 
CONVEYORS 

Heat,  acid  and  waterproof 
LEVIATHAN    FOR    TRANSMISSION 

Main  Belting  Company 


OF    CANADA    LIMITED 


10  St.  Peter  St. 


MONTREAL 


JENKINS  BROS.  LIMITED 


HEAD    OFFICE  AND  WORKS 

103  St.  Remi  Street, 
MONTREAL,  P.Q. 

CANADA 


EUROPEAN    BRANCH 

6  Great  Queen  St., 

Kingsway, 
LONDON,  W.C.  2 

ENGLAND 


Manufacturers  of  JENKINS  BROS'  VALVES, 

Packing  and  other  Mechanical  Rubber  Goods 


m  A  D.E    I.N 
CANADA 


FROM 
BRITISH  STOCK 


"GENUINE    OAK" 


LEATHER     44 
BELTING 


DK 


»     B  A  L  A  T  A 
BELTING 


Guaranteed  to  give  Satisfaction 


D.K.  McLAREN  Limited 

MONTREAL       TORONTO       ST.  JOHN      VANCOUVER 
FULL   STOCK    IN   EACH  CITY 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


129 


J.  M.  ROBERTSON 

LIMITED 

Consulting  Mechanical  and 

Electrical  Engineer 


625  Coristlne  Building 


MONTREAL 


AETHUB  S0BVETEB,  C.E.        R.  DeI..  Fbench,  C.E. 

ARTHUR  SURVEYER  &  CO. 

Consulting  Engineers 
274  Beaver  Hall  Hill  MONTREAL 


A.M.E.I.C. 


Ass.  A.I.E.E. 


DeQASPE  BEAUBIEN 

B.Sc. 
Consulting  Engineer 

Tel.  M.  8240 

28  Royal  Insurance  Building,        MONTREAL 


CHIPMAN  &  POWER 

Civil  Engineers 
TORONTO        WINNIPEG 

WILLIS  CHIPMAN  GEO.  H.  POWER 


DOMINION  ENGINEERING 

AND  INSPECTION  COMPANY 
Testing  Engineers  and  Chemists 

Mill,  shop,  field  inspections  of  bridges  and  structural 

steel  work.  Iron  and  steel  pipe. 

Testing  of  cement  and  metals. 

Industrial  Chemistry.         Metallurgy  a  Specialty. 

320  Lagauchetiere  St.  W.,  Montreal,  Que. 

Branches:  Winnipeg  and  Toronto 


James  EwrNo,  E.  S.  M.  Lovelace,  B.A.Sc, 

M.E.I.C.  M.E.I.C. 

Altheod  Tremblat,  A.M.E.I.C. 
Mem.  Board  of  Directors  Q.L.S. 

EWING,  LOVELACE  &  TREMBLAY 
Civil  Engineers  and  Land  Surveyors 

Surveys,  Plans,  Maps,  Estimates  and  Reports,  Rail- 
way  Location,  Bd.  of  Ry.  Commission   Plans, 
Power  and  Industrial  Sites,  Municipal  Work, 
Town  Planning,  Subdivisions. 
BIRK.S*  BUILDING,     14  PHILLIPS  SQUARE, 
Tel.  Upt.  1100  MONTREAL 


Walter  J.  Francis,  C.E. 
M.E.I.C. 
M.Am  Soc.C.E., 
M.Inst.C.E. 


F.  B.  Brown,  M.Sc, 
M.E.I.C. 

Mem.Am.Soc.M.E., 
Mem.A.I.E.E. 


Walter  J,  Francis  &  Company 

Consulting  Engineers 

Head  Office:  260  St.  James  St.,  Montreal 

Cable  Address:  "Walfran,  Montreal."  W.U.Code 

Long  Distance  Telephone:  Main  5643. 


R.  S.  &  W.  S.  LEA 

Consulting  Engineers 

Water   Supply,    Sewerage   and    Drainage:    Water 
Purification:  Disposal  of  Sewage  and  Refuse; 
Water  Power  Developments  and  Power 
Plants.     Reports,  Designs,  Super- 
vision of  Construction. 
New  Birks  Building,  Telephone, 

MONTREAL,  QUE.  UPTOWN  783. 


M.E.I.C. 


Mem.  Inst.  Civil  Engrs. 
Mem.  Am.  Soc.  C.E. 


RUDOLPH  HERING,  D.Sc. 

Consulting  Engineer 
Water  Supply,  Sewage  and  Refuse  Disposal 

170  Broadway,  New  York,  N.Y. 


209  Beaver  Hall  Hill 
MONTREAL 


Phone 
UPTOWN  5624 


MONTREAL  BLUE   PRINT  CO. 

Photo  reductions  from  Plans,  Blue  Prints, 
Etc.,  Etc. 

BLUE    PRINTING  IN  ALL  ITS  BRANCHES, 
DRAUGHTING,  ETC. 


GEO.   K.   MCDOUGALL,    B.Sc, 

CONSULTING   ELECTRICAL 
ENGINEER 

Illuminating    Engineering,    Industrial    Elec- 
trical Installations,  High  Tension 
Power  Transmission,  etc. 


Drummond  Building, 
MONTREAL 


Telephone: 
Uptown  823. 


RESEARCH     BUREAU 

REPORTS  BY  EXPERTS  ON  SCIENTIFIC. 

TECHNICAL  AND    INDUSTRIAL 

DEVELOPMENT. 

SPECIAL  RESEARCHES  ARRANGED. 

PATENTS,    TRADE    MARKS,     ETC. 

h anbury  a.  budoen  cable  address 

812  Drummond    Bldg.,  "Brevet" 

Montreal 


JAMES,  LOUDON    &   HERTZBERG,    Ltd. 

CONSULTING  ENGINEERS 

36  Toronto  Street  -  TORONTO,  CAN. 

Water  Supply  and  Purification;  Sewerage  Systems;  Municipal  and  Trade  Waste 

Disposal  Plants;  Incinerators;  Pavements;  Bridges  and    Structural  work, 

including  Reinforced  Concrete  and  Architectural  Engineering. 


FETHERSTONHAUGH  &  CO.  patent  solicitors 

The  old  established  firm.    Patents  and  Trade  Marks  Everywhere. 

Head  Office:  Royal  Bank  Bldg.,  Toronto 

Ottawa  Office:   5  Elgin  St. 

Offices  throughout  Canada.                                                            Booklet  free. 

Robert  W.  Hunt 
President 


Charles  Warnock 
Gen'l  Mgr.  &  Treas, 


Robert  W.  Hunt  &  Co. 

Limited 

CONSULTING  and  INSPECTING  ENGINEERS, 
CHEMISTS  and  METALLURGISTS 

Expert  inspection  and  tests  of  all  structural  materials  and  mechanical 
equipment. 

REPORTS  ON  PROPERTIES  AND  PROCESSES 

Head  Office  and  Laboratories:    McGILL  BUILDING,  MONTREAL 

Branches:  Toronto  Vancouver  London,  England 


A.  B. 

SEE 


ELECTRIC 
ELEVATOR 
COMPANY 

OF  CANADA 
LIMITED 


MONTREAL    —    TORONTO 


[PROMPTLY  SECURED! 

In   all  countries.  Ask  for  our  INVEN- 
TOR'S ADVISER,which  will  be  sent  free. 

MARION  &  MARION. 

364   University  St.,    Montreal. 


JOHN  S  METCALF  CO  ,  Limited 

Designing  and  Constructing  Engineers 

GRAIN     ELEVATOR8 

Wharves  and  Power  Plants 

54  St.  Francois  Xavicr  Street,   Montreal,  Que 

108  South  La  Salle  Street,  Chicago,  111. 

36  Southampton  St.,  Strand,  London,  W.C.,  Enu 

395  Collins  St.,  Melbourne,  Australia 


130 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


INDEX   TO    ADVERTISERS 


PAGE 

A.  B.  See  Electric  Elevator  Co 129 

The  Barrett  Co Ill 

DeGaspe  Beaubien 129 

Hanbury  A.  Budden 129 

Bedford  Construction  Company 121 

John  Bertram  &  Sons,  Limited 3 

Canada  Cement  Co.,  Limited 8 

Canada  Iron  Foundries,  Limited 126 

Canadian  Fairbanks-Morse  Co.,  Limited 10 

Canadian  Ingersoll-Rand  Co.,  Limited 7 

Canadian  Steel  Foundries,  Limited 123 

Chipman  &  Power 129 

Conte  Hermanos 115 

Cook  Construction  Co.,  Limited  &  Wheaton  Bros 121 

Dept.  of  Public  Works  &  Mines,  N.S 120 

Dominion  Bridge  Co.,  Limited 114 

Dominion  Copper  Products  Co.,  Limited. .  .(Inside  Back  Cover) 

Dominion  Engineering  and  Inspection  Company 129 

Dominion  Iron  &  Steel  Co.,  Limited (Outside  Back  Cover) 

Dunfield  &  Co 127 

Dunlop  Tire  &  Rubber  Goods  Co.,  Limited 112 

Engineers  &  Contractors,  Limited 120 

Ewing,  Lovelace  &  Tremblay 129 

Fetherstonhaugh  &  Co 129 

Walter  J.  Francis  &  Company 129 

The  Goldie  &  McCullock  Co.,  Limited 127 

Rudolph  Hering,  D.Sc 129 

Milton  Hersey  Company,  Limited 129 

R.  W.  Hunt  &  Co 129 

Imperial  Oil  Limited 6,  113 

James,  Loudon  &  Hertzberg,  Limited 129 

Jenkins  Bros.  Limited 128 


PAGE 

Jones  &  Glassco  (Inc.) 124 

R.  S.  &  W.  S.  Lea 129 

Ludlum  Steel  Company 5 

Mackimon  Steel  Co.,  Limited 127 

Main  Belting  Company 128 

Manitoba  Bridge  and  Iron  Works  Limited 126 

The  Manitoba  Steel  and  Iron  Co.,  Limited 126 

Marion  &  Marion 129 

The  Maritime  Bridge  Company,  Limited 127 

T.  McAvity  &  Sons,  Limited 118 

Geo.  K.  McDougall,  B.Sc 129 

John  S.  Metcalf  Co. ,  Limited 129 

D.  K.  McLaren,  Limited 128 

Modern  Printing  Co (Inside  Back  Cover) 

Montreal  Blue  Print  Co 129 

T.  A.  Morrison  &  Co 128 

National  Iron  Corporation 126 

Northern  Electric  Company,  Limined 125 

Nova  Scotia  Construction  Co.,  Limited 117 

Nova  Scotia  Steel  &  Coal  Co.,  Ltd 116 

Pratt  &  Whitney  Co.,  Limited (Inside  Front  Cover) 

J.  M.  Robertson  Ltd 129 

Rolland  Paper  Co.,  Limited 128 

Sadler  &  Haworth 122 

The  Shawinigan  Water  &  Power  Company 125 

Spray  Engineering  Co 124 

Arthur  Surveyer  &  Co 129 

The  Swedish  Gage  Company 119 

Toronto  Iron  Works 123 

Turnbull  Elevator  Mfg  Co 122 

Waterous  Engine  Works  Co 4 

Yarrows  Limited 128 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 

IS  THE  MEDIUM  TO  STRENGTHEN  YOUR 
CONTACT  WITH  THE 


ENGINEERING  PROFESSION 


Dominion  Copper  Products 
Company,  Limited 

MANUFACTURERS   OF 

COPPER    AND    BRASS 

SEAMLESS  TUBES,   SHEETS   AND   STRIPS  IN   ALL   COMMERCIAL   SIZES 


Office  and  Works:  LACHINE,  P.Q.,  Canada. 
P.O.  Address:  MONTREAL,  P.O.  Cable  Address:  "DOMINION' 


m- 


This  Journal  is  printed  by 


T& 


c7WODERN 
PRINTING 

Company 

Montreal's     High     Grade     Printers 
QUALITY      -       SERVICE       -      SATISFACTION 

ASK  FOR  OUR  PRICES  BEFORE  PLACING  YOUR  ORDERS  FOR  PRINTING 
39  DOWD  STREET  MONTREAL  TEL.  MAIN  112 


DOMINION  IRON  &  STEEL  CO.  Limited 

Head  Offices  and  Works :    SYDNEY,  N.S. 

innnnnnnnnnmnnnnrrinnnnnrnnnnnnnnnnnnnnnnnnnnnnrinrini  mi  iniiini  iiiiiimi  11  mm  mm  mm  mm 


*rwm**nK*vv'i*^*nnrmrT)r^^ 


<JHANIFFACTURBRS     OF 

PIG  IRON,  Basic  and  Foundry  Grades. 

BASIC  OPEN  HEARTH  STEEL, 
BLOOMS, 

BILLETS  and  SLABS. 

STEEL  RAILS — All  sections  up  to  and  including  100  lbs.  per 
Lineal  Yard. 


STEEL  BARS — Rounds,  Flats,  Squares,  Reinforcements  Bars, 
Plain  or  Twisted. 


WIRE  RODS— All  qualities,  in  Gauges  No.  5  to  JJ". 


WIRE — Plain,    Annealed,     Galvanized,     Coil     Spring,     and 
Barbed  Fence. 


WIRE  NAILS— All  Standard  and  Special  Patterns. 


AMMONIUM  SULPHATE 
SULPHURIC      ACID 


BENZOL, 


TOLUOL, 


SOLVENT  NAPHTHA 


iVKTir«rc>fflrri"r>'ww^^ 


SYDNEY,  N.S. 


SALES    OFFICES 

1 12  St.  James  St.  MONTREAL,  P.Q. 


ooooaaooumn  mm  mti  tnrw  H  *  ■HlOOCOPOOOOOOOPOOOCOOOOOe 


THE  JOURNAL  OF 
THE  ENGINEERING  INSTITUTE 

OF  CANADA 


TO  FACILITATE  THE  ACQUIREMENT  AND  INTERCHANGE 
OF  PROFESSIONAL  KNOWLEDGE  AMONG  ITS  MEMBERS, 
TO  PROMOTE  THEIR  PROFESSIONAL  INTERESTS.  TO 
ENCOURAGE  ORIGINAL  RESEARCH.  TO  DEVELOP  AND 
MAINTAIN  HIGH  STANDARDS  IN  THE  ENGINEERING 
PROFESSION  AND  TO  ENHANCE  THE  USEFULNESS 
OF  THE  PROFESSION  TO   THE  PUBLIC" 


REPORT  OF 
ANNUAL  GENERAL  MEETING  AND  PROFESSIONAL  MEETING 

OTTAWA,  FEBRUARY  11th,  12th,  13th. 


MARCH  1919 


PUBLISHED  MONTHLY  BY  THE  ENGINEERING  INSTITUTE  OF  CANADA, 

AT  176  MANSFIELD  STREET,  MONTREAL 

Vol  II  No.  3 


SMALL  TOOLS 


P.  &  W.  Adjustable 
BLADE   REAMERS 


These  reamers  have  eccentric  relief 
and  can  be  set  to  size  without  regrinding. 
They  are  unexcelled  for  design  and 
simplicity  and  ease  of  adjustment. 
The  eccentrically  relieved  blades  are 
stronger  than  others,  do  not  chatter, 
and  produce  a  smoother  hole.  The 
hand,  shell  and  fluted  chucking  reamers 
have  interchangeable  nuts,  screws  and 
wrenches.  The  bottom  of  a  hole  can 
readily  be  faced.  By  a  simple  adjust- 
ment of  the  blades  the  reamers  can 
easily  be  set  to  size  without  regrinding. 


PROMPT  SERVICE 


is  assured  at  our  nearest  store,  where 
P.  &  W.  Small  Tools  are  carried  In  stock. 
Always  order  P.  &  W.  Small  Tools. 


Precision  Machine  Tools  Standard  and  Gauges 


PRATT  &  WHITNEY  CO. 

OF  CANADA,  LIMITED 


Works  :    DUNDAS,     ONTARIO 


MONTREAL 

723  Drnmmond  Bldg. 


TORONTO 
1002  C.P.R.  Bldg. 


WINNIPEG 
1205  McArthur  Bldg. 


VANCOUVER 
B.C.  Equipment  C». 


I 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  3 


Befits  am 

Machine  Tools 

EQUIPMENT  FOR 

Locomotive  and  Car  Shops 
Structural  Steel  Shops 
General  Machine  Shops 


WE    MANUFACTURE    A    COMPLETE    LINE    OF    TOOLS    FOR 

FABRICATING  STEEL  PLATE  AND  SHAPES 

FOR    SHIPBUILDING 

LET    US    SEND    YOU    PHOTOS    AND    ESTIMATES 


The  John  Bertram  &  Sons  Co.,  Limited 

Dundas,  Ontario,  Canada 

MONTREAL  TORONTO  VANCOUVER  WINNIPEG 

723  Drammond  BIdg.  1002  C.P.R.  Bldg.  609  Bank  of  Ottawa  Bldg.  1205  McArthur  BIdg. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


APEX  DUPLEX  HIGH  SPEED  STEEL 

SUPERIOR  HIGH  SPEED  STEEL 

SUPERIOR  HIGH  SPEED  STEEL  TOOL  HOLDER  BITS 

DUPLEX  TOOL  HOLDER  BITS 

EXTRUSION  DIE  STEEL 

O.  N.  S.   (Oil-Hardening  Non-Shrinkable)  STEEL 

CHROME-VANADIUM  STEEL 

BALL  STEEL 

HOT  DIE  STEEL 

CHROME  NICKEL  STEEL 

TUNGSTEN  FINISHING  STEEL 

TAP  STEEL 

SUPERIOR  HIGH  SPEED  STEEL  DRILL  RODS 

VALVE  STEM  STEEL 

SPECIAL  TOOL  STEEL 

EXTRA  TOOL  STEEL 

EXTRA  DRILL  ROD 

STANDARD  TOOL  STEEL 

STANDARD  DRILL  ROD 

MANGANESE  TOOL  STEEL 

MINING  DRILL  STEEL 

CRUCIBLE  SPRING  STEEL 

OPEN  HEARTH  SPRING  STEEL 

CRUCIBLE  MACHINERY  STEEL 

OPEN  HEARTH  MACHINERY  STEEL 

WALLOON  WELDING  WIRE 

FILLER  RODS 

Complete  Stock  Standard  Sizes 


APEX  STEEL  CORPORATION 


50  Church  Street,  New  York  City 


Warehouse,  Brooklyn,  N.  Y. 


Canadian 
Representatives: 


Richard  James  &  Co.  Reg'd, 


MONTREAL,  Canada 


Telephone  Main  4860 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


Picking  the  right  kind 
tool  steel  by  the  aid  of  the 
new  LUDLUM  text-book 


Costly  tools  must  be  made  of  the  right  steel  or 
they  are  useless.  We  have  compiled  and  pub- 
lished at  great  expense  a  complete  book  on  this 
subject — 160  pages. 

Do  you  wish  to  know  the  effect  of  alloys  in  steel 
— the  correct  method  of  forging,  hardening,  temper- 
ing, annealing? 

Have  you  use  for  accurate  calculation  tables  and 
much  valuable  information? 

We  will  send  you  a  copy  gratis  on  request,  to  a 
buyer  or  user  of  tool  steel. 


LUDLUM  STEEL 


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SEMINOLE 

FOOL-PROOF  CHISEL  BTEEL 


LUDLUM  STEEL  COMPANY 


NEW   YORK  CITY 


General   Offices  and  Works 

WATERVLIET,  N.  Y. 

PHILADELPHIA,  PA.  CAMBRIDGE,   MASS 

CLEVELAND,  OHIO.  CINCINNATI,  OHIO. 


DETROIT,   MICH. 

CHICAGO,  ILL. 


BUFFALO,  N.Y. 


6   JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


FIRST  TOLD  facts  about  Johansson  and  the  years  of  trial 
disappointment  he  went  through  in  creating  and  perfet 
his  remarkable  system  of  gaging. 

Where   is   the   shop   man   who   has  not   wondered  just 
Johansson   is,  what  he  is  like,  how   he   works   and    produces 
mysterious  Gages. 

Where  is  there  a  designer,  draftsman,  toolmaker, 
superintendent,  foreman,  or  inspector  that  would 
not  like  to  know  more  than  he  does  about  Johansson, 
the  unassuming  toolmaker  who  has  revolutionized 
the  world's  standard  of  precision  and  accuracy.  +»»» a 

For  the  first  time  the  story  is  published  for  free 
distribution  —  in  a  neat  little  pocket  size  booklet, 
shown  above. 

Thousands  of  shop  men  will  get  a  real  evening's 
pleasure  from  this  Johansson  story,  because  it  is 
about  a  subject  which  has  been  surrounded  with 
mystery. 

The  first  edition  of  this  free  booklet  is  limited. 
Get  your  request  in  early  —  to  avoid  disappoint- 
ment. 

This  booklet  is  offered  free  to  those  who'promptly 
mail  the  coupon  or  send  a  brief  request  by  postal 
card,  with  name  and  address  plainly  written. 

You  will  enjoy  reading  the  only  authentic  story 
of  Johansson  ever  published  in  America.  You  will 
find  it  a  booklet  you  will  be  glad  to  keep. 


and 
•ting 

who 
his 


Who  is  Johansson  ? 

The  Toolmaker  Who  Searched 
For  Accuracy. 

Solving  The  "Impossible". 

Accuracy  Almost  Beyond  Ima- 
gination. 

What  Is  0.00001"? 

Johansson     Accuracy 
Doubted. 

Flat  Surfaces  In  Steel. 

Parallel  Surfaces  In  Steel. 

Accuracy  As  to  Size. 

Treatment  Of  The  Steel. 

The  Limit  System. 

10C%  Perfection  —  Is  It 
ble? 

Personal  Equation. 

Yes  or  No. 

Effect  Of  Johansson's  Work 
Upon  Industry. 

Of  What  Use  Is  Accuracy. 

Who  Has  The  Correct  Measure- 
ment ? 

The  Modern  Machine  Shop, 
Etc.,  Etc. 


Sent  Free  Upon  Request 


Please  Use  this  Coupon. 


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SWEDISH  GAGE  CO.,  INC., 

10  Cathcart  St.,  Montreal,  Canada 

Gentlemen  :  —  Kindly  send  me  "The  Story  of 
Johansson  and  His  Mysterious  Gages". 

Please  Write  Plainly 


Name 

Street  Address 

Post  Office 

Firm 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  7 


11  Performed  Perfectly  To  Her  Trials " 


BUILT     BY 


CANADIAN  INGERSOLL  -  RAND  CO.,  Limited 


SYDNEY  SHERBROOKE 

WINNIPEG 


MONTREAL 
NELSON 


TORONTO  COBALT 

VANCOUVER 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


The  Concrete  Road 
Conserves  Fuel 
WHY? 


A  truck  cannot  go  as  far  on  a  gallon  of  Gasoline  on 
a  soft  road  as  it  can  on  a  hard  road. 

How  much  more  mileage  per  gallon  is  obtainable  on 
the  smooth  hard  surface  of  Concrete,  than  on  any 
other  type  of  road? 

For  the  answer  to  that  question,  the  Portland 
Cement  Association  have  conducted  careful  experi- 
ments, using  2  ton  trucks  for  the  test. 

It  was  found  that  these  trucks  averaged  5.78  miles  per  gallon 
on  an  ordinary  earth  road,  9.39  over  good  travel,  9.48  on  fair 
bituminous  macadam,  9.88  over  fair  brick,  11.44  over  extra 
good  brick,  and  11.78  over  Concrete. 


It  was  found  that  the  Gasoline  consumed  per  mile  on  earth 
roads  was  204%  of  that  used  on  Concrete. 

We  must  choose  between  fuel  waste  and  fuel  consumption. 
Shall  we  have  Gasoline  waste  on  soft  roads— or  Gasoline 
saving  on  hard  roads?  Shall  we  go  on  wasting  fuel  in  addi- 
tion to  wasting  money  on  attempted  up-keep  of  roads  that 
can  never  be  right;  or  shall  we  convert  those  wasteful  high- 
ways of  ours  into  fuel  saving,  tire-saving,  low-upkeep  cost 
Highways  of  Concrete. 

For  the  complete  report  of  the  tests  above  referred  to,  it 
will  be  worth  your  while  to  read  the  article  entitled  "Gaso- 
line Consumption  Tests"  starting  on  page  843  of  the 
November  7th  issue  of  Engineering  News-Record. 


CANADA  CEMENT  COMPANY  LIMITED 

Head    Office:     509    HERALD    BUILDING,    MONTREAL 

SALES  OFFICES  AT  MONTREAL,  TORONTO,  WINNIPEG,  CALGARY 


CANADA  CEMENT 

CONCRETE 

FOR    PERMANENCE 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  Journal  of 
The  Engineering  Institute 

of  Canada 


March,    1919 


CONTENTS 


Volume  II,  No.   3 


REPORT  OF  THIRTY-THIRD  ANNUAL  GENERAL  MEETING    AND    OTTAWA    PROFES- 
SIONAL MEETING 159 

Address  by  His  Excellency  the  Duke  of  Devonshire 

International  Affiliation,  by  Alfred  D.  Flinn 

Address  by  Dr.  Ira  N.  Hollis 

STANDARDS  IN  ENGINEERING 174 

SOLDIERS'  CIVIL  RE-ESTABLISHMENT 185 

THE  DEVELOPMENT  AND  FUTURE  OF  AVIATION  IN  CANADA 200 

INDUSTRIAL  ILLUMINATION 210 

EDITORIAL 216 

Thirty-Third  Annual  Gathering 

Our  Duty  and  Opportunity 

A  Compliment  to  The  Institute 

Appreciation  from  Minister  of  Militia 

Good  Roads  and  Engineering 

Students'  Prizes 

Ontario  Provincial  Division 

Members  of  Council  for  1919 

The  Reclamation  Service 

Power  Census 

Silhouettes  of  Ottawa  Meeting 

DISCUSSION 222 

CORRESPONDENCE 223 

REPORT  OF  COUNCIL  MEETINGS 229 

BRANCH  NEWS 232 

Ottawa  Branch  Halifax  Branch 

Calgary  Branch  Hamilton  Branch 

Quebec  Branch  Manitoba  Branch 

Toronto  Branch  St.  John  Branch 

Montreal  Branch 

PERSONALS 236 

OBITUARIES 237 

EMPLOYMENT  BUREAU 238 

PRELIMINARY  NOTICE  OF  APPLICATIONS 239 

ENGINEERING  INDEX 242 

The  Institute  does  not  hold  itself  responsible  for  the  opinions  expressed  by  the  authors 
of  the  papers  published  in  its  records,  or  for  discussions  at  any  of  its  meetings  or  for 
individual  views  transmitted  through  the  medium  of  the  Journal. 

Published  by 

THE    ENGINEERING    INSTITUTE    OF    CANADA 

176  Mansfield  St.,  Montreal 
BRANCHES: 

Halifax,  N.S.;  St.  John,  N.B.;  Quebec,  P.Q.;  Montreal,  P.Q. ;  Ottawa, Ont.;  Toronto,  Ont. ;  Winnipeg,  Man.; 
Hamilton,  Ont.;  Regina,  Sask.;  Calgary,  Alta.;  Edmonton,  Alta.;  Vancouver,  B.C.;  Victoria,  B.C. 


10 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Fairbanks  Renewable 
Disc  Valves 


Palmetto  Twist  Packing 


At  least  Four  Threads  of  Spin- 
dle engaged  with  Bonnet  at  all 
times. 


Raised   Round   Seat.     No 
ment  can   lodge  on  it  or 
disc. 


Globe  or 
Angle 


Corrugated  Iron  Wheel,  Arrow 
cast  on  wheel  shows  direction 
valve  opens. 

Follower  in  stuffing  Box. 


Renewable  Bakelite  Disc  slips 
over  end  of  spindle.  Can  be  re- 
placed in  less  than  one  minute. 


e  cast  on  Body  holds  Disc 
trally  over  seat. 


Screwed  or 
Flanged 


The  disc  of  the  Fairbanks  Renewal  Disc  Valve  can  be  renewed  in  less  than  a  minute 
without  removing  the  valve  from  the  line,  a  wrench  being  the  only  tool  necessary. 

EVERYTHING   IN   MECHANICAL  GOODS 

The  Canadian  Fairbanks -Morse  Co.,  Limited 

"  CANADA'S    DEPARTMENTAL    HOUSE    FOR    MECHANICAL    GOODS " 

DISTRIBUTORS  FOR  LACO  LAMPS 

HALIFAX,        ST.  JOHN,         QUEBEC,         MONTREAL,         OTTAWA,         TORONTO,  HAMILTON,  WINDSOR, 

WINNIPEG,  SASKATOON,  CALGARY.  VANCOUVER,  VICTORIA. 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


A     MONTHLY     JOURNAL 

Published  By 

THE     ENGINEERING     INSTITUTE     OF     CANADA 

INCORPORATED    IN    1887    AS 

THE    CANADIAN    SOCIETY    OF    CIVIL    ENGINEERS 
AT  176  MANSFIELD  STREET,  MONTREAL 


Volume  II 


MONTREAL,   MARCH   1919 


Number  3 


REPORT  OF  THIRTY-THIRD  ANNUAL  MEETING 


The  Annual  General  Meeting  and  a  General  Profes- 
sional Meeting  were  held  at  Ottawa,  February  11th,  12th 
and  13th  at  the  Chateau  Laurier. 

Morning  Session,  February  11th. 

The  meeting  was  called  to  order  at  ten  o'clock  a.m. 
President  H.  H.  Vaughan  in  the  chair. 

The  Secretary  read  the  minutes  of  the  regular  Annual 
Meeting  held  in  Montreal  on  January  28th,  which  ad- 
journed to  meet  in  Ottawa  this  date,  as  follows: 

Minutes  of  the  Thirty-Third  Annual  Meeting  of 
The  Engineering  Institute  of  Canada,  held  at  176  Mansfield 
Street,  on  Tuesday,  January  28th. 

The  meeting  was  called  to  order  at  10.30  a.m.  by 
President  H.  H.  Vaughan. 

Reading  of  Minutes:  The  President  announced  that 
the  first  order  of  business  was  the  reading  of  the  minutes 
of  the  last  Annual  Meeting.  On  motion  by  J.  A.  Burnett, 
seconded  by  O.  Lefebvre  and  carried,  the  minutes  of  the 
last  Annual  Meeting  were  taken  as  read. 

Appointment  of  Auditors:  It  was  moved  by  W.  F. 
Tye,  seconded  by  J.  M.  R.  Fairbairn,  that  Messrs. 
Riddell,  Stead,  Graham  &  Hutchison  be  appointed  audi- 
tors.   Carried. 

Appointment  of  Scrutineers:  It  .was  explained  by  the 
President  that  it  has  been  the  custom  for  the  auditors 
to  count  the  ballot  and  report  to  the  scrutineers  appointed 
at  the  meeting,  who  in  turn  report  back  to  the  meeting. 
It  was  moved  by  S.  F.  Rutherford  and  seconded  by 
L.  G.  Papineau,  that  Messrs.  Chace  Thomson  and  O. 
Lefebvre  act  as  scrutineers.    Carried. 

Adjournment:  The  President  stated  that  there  was 
no  other  business  on  the  agenda.  It  was  moved  by  A.  W. 
Robinson,  seconded  by  P.  B.  Motley,  and  carried,  that  this 


Annual  Meeting  be  adjourned  to  meet  in  Ottawa  on  Feb- 
ruary 11th  at  10.30  a.m. 

The  President  declared  the  meeting  adjourned  and 
thanked  the  members  for  their  attendance. 

Report  of  Council  for  1918 

The  Secretary  read  the  first  portion  of  the  Report  of 
Council  for  the  year  1918,  as  set  out  on  pages  fifty-nine 
and  sixty  of  The  Journal  of  The  Institute,  issue  of  February 
1919. 

It  was  moved  by  Geo.  A.  Mountain,  seconded  by 
W.  F.  Tye,  that  the  balance  of  the  report  be  taken  as 
read,  and  that  the  report  be  adopted.    Carried. 

Report  of  Finance  Committee 

In  the  absence  of  R.  A.  Ross,  Chairman  of  Finance 
Committee,  the  Secretary  read  the  report  as  appearing  on 
page  sixty-nine  of  the  February  issue  of  The  Journal 
of  The  Institute.  Lieut.-Col.  R.  W.  Leonard  moved  the 
adoption  of  the  report,  seconded  by  A.  W.  Robinson. 
In  speaking  on  the  motion  Mr.  Robinson  congratulated 
The  Institute  and  the  Secretary  for  being  able  to  show  that 
The  Journal  is  self  sustaining.  By  expanding  its  useful- 
ness it  will  be  a  potent  factor  in  the  success  of  The  Institute. 
He  called  for  support  for  The  Journal  to  make  it  an  efficient 
medium  of  discussion  and  a  means  for  the  publication  of 
timely  articles  contributed  by  the  members.  President 
Vaughan  in  confirming  the  statement  that  The  Journal 
was  now  self  sustaining,  felt  that  the  members  should 
know  of  the  difficulty  experienced  in  obtaining  the  consent 
of  the  postal  authorities  to  grant  statutory  privileges  to 
The  Journal.  It  had  been  necessary  to  pay  full  postage, 
resulting  in  an  expenditure  of  eight  or  nine  hundred  dollars 
more  than  would  have  been  necessary.  Opposition  from 
existing  technical  papers  he  was  convinced,  was  the  cause 


160 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


of  this.  It  had  put  us  to  a  lot  of  trouble  and  inconvience. 
Continuing,  he  said,  "  We  are  receiving  good  support 
from  the  business  firms  and  every  member  should 
realize  that  the  more  support  he  gives  The  Journal 
the  stronger  it  will  be.  We  want  The  Journal  to  be 
something  like  the  Journal  of  the  American  Society  of 
Mechanical  Engineers,  which  is  an  index  of  the  Manu- 
facturing concerns  in  United  States.  Incidentally,  adver- 
tising is  not  a  good  thing  for  a  Journal  of  this  kind  if  the 
people  do  not  use  it  as  an  index.  Once  we  get  above  a 
certain  point — and  we  can  bring  it  above  that  point  if  we 
try — we  will  have  a  Journal  that  will  really  be  an  index 
to  the  manufacturing  concerns  in  the  country  and  then 
our  Journal  will  be  on  the  safe  side. 

In  response  to  a  question  by  Mr.  Mountain,  regarding 
reduced  postage  on  the  transactions,  the  Secretary  stated 
that  this  privilege  had  been  discontinued  years  ago  and 
would  not  be  renewed.  He  referred  to  a  report  of  the 
special  meeting  of  the  Executive  Committee  which  had 
been  ratified  by  Council  and  published  in  the  February 
Journal.  It  is  intended  that  in  addition  to  publishing 
The  Journal, proceedings  will  be  issued  each  year  and  to 
overtake  those  not  issued  in  1918  steps  have  been  taken 
to  have  them  printed  and  issued  to  the  members  in  two 
volumns,  one  dealing  with  the  Quebec  Bridge  and  the 
other  containing  the  general  papers  of  The  Institute. 
Transactions  will  be  issued  as  in  the  past. 

Mr.  Francis:  "  May  I  take  the  liberty  of  suggesting 
to  the  meeting  that  The  Institute  is  probably  in  a  much 
better  financial  condition  than  the  report  itself  would 
indicate.  I  understand  that  later  reference  will  be  made 
to  that  great  and  glorious  number  of  members  of  The 
Institute  who  are  in  Service;  the  point  I  wish  to  make  at 
the  moment  is  that  while  over  one-third  of  our  men  are  in 
military  service  and  our  exchequer  is  short  to  that  extent 
because  of  their  being  relieved  of  the  payment  of  dues,  the 
Finance  Committee  has  been  able  to  produce  a  report  on 
which  I  firmly  believe  that  The  Institute  is  to  be  soundly 
congratulated.  We  have  been  going  ahead  under  the 
greatest  sort  of  handicap,  yet  we  have  a  very  respectable 
financial  report,  and  in  addition  to  that  we  have  a  going 
Journal." 

The  motion  for  the  adoption  of  the  report  was  duly 
carried. 

Re/tort  of  the  Library  and  House  Committee 

It  was  moved  by  Geo.  A.  Mountain,  seconded  by 
Arthur  Surveyer  that  the  report  of  the  Library  and  House 
Committee  set  out  on  page  sixty-five  of  the  February  issue 
of  The  Journal  be  taken  as  read  and  adopted.     Carried. 

He  port  of  Papers  Committee 

Walter  J.  Francis,  Chairman  of  the  Papers  Committee 
read  the  report  as  follows : 

The  Papers  Committee  for  the  year  1918-1919,  the 
first  to  be  appointed  under  the  new  by-laws,  duly  com- 
menced its  work  of  advising  and  assisting  the  Branches  in 
obtaining  papers  and  in  co-operating  for  the  General 
Professional  Meetings  of  The  Institute.  The  personnel 
of  the  Committee  consists  of  the  Chairman  of  each  of 
the  Branches  of  The  I  nstitute.  The  number  of  members  is 
limited  to  ten  by  the  by-laws.     The  new  Branches  formed 


during  the  year  have  had  representation  on  the  Com- 
mittee, each  Chairman  being  invited  to  co-operate. 
A  recommendation  has  been  made  to  amend  the  by-laws 
so  as  to  fix  the  personnel  of  the  Committee  as  one  for  each 
Branch,  and  eliminate  the  number  ten  now  given  in  the 
by-laws.  In  Montreal  the  conditions  have  changed  during 
the  year  as  a  result  of  the  formation  of  the  Montreal 
Branch,  and  the  Papers  Committee  has  exercised  itself 
by  co-operating  with  the  Montreal  Branch  until  it  was  in 
a  position  to  carry  out  its  own  programme  independently 
of  the  old  headquarters  arrangements. 

It  has  been  difficult  to  procure  a  large  number  of 
meritorious  papers  during  the  year  owing  to  the  con- 
tinuation of  war  conditions,  nevertheless,  the  Committee 
has  been  most  fortunate  in  securing  many  very  worthy 
papers,  some  of  which  have  already  been  read  or  have 
been  definitely  arranged  for.  Apart  from  the  Quebec 
Bridge  series  which  has  been  continued  from  last  year,  and 
to  which  reference  is  made  in  the  succeeding  paragraph, 
the  following  papers  are  worthy  of  special  reference: — 
"  Frazil  Ice,"  by  R.  M.  Wilson,  M.E.I.C,  a  paper  con- 
taining much  research  work  of  great  interest  to  hydro- 
electric power  engineers  as  well  as  to  the  profession  gen- 
erally; "  Reinforced  Concrete  Covered  Reservoirs,"  by 
R.  deL.  French,  M.E.I.C,  probably  the  most  complete 
paper  on  this  new  branch  of  engineering  art  which  has 
yet  been  written;  "A  Description  of  the  Reinforced 
Concrete  Viaducts  of  the  C.  P.  R.,  near  North  Toronto," 
by  B.  O.  Eriksen,  A.M.E.I.C,  and  S.  H.  Deubelbeiss, 
A.M. E. I.C.,  a  brief  but  very  comprehensive  and  valuable 
description  of  a  unique  and  highly  advanced  type  of 
bridgework;  '  The  Mount  Royal  Tunnel,"  by  J.  L. 
Busfield,  A.M.E.I.C,  a  most  comprehensive  description 
of  the  complete  tunnel  under  Mount  Royal  for  the 
C.  N.  R. ;  "  Kettle  Rapids  Bridge,"  by  W.  Chase  Thomson, 
M.E.I.C,  a  complete  description  of  an  unusual  bridge 
problem;  "  Nicu  Steel,"  by  Lt.-Col.  R.  W.  Leonard, 
M.E.I.C,  the  presentation  of  an  entirely  new  metallur- 
gical product;  "  Champlain  Dry  Dock,"  by  U.  Valiquet, 
M.E.I.C,  a  full  description  of  this  new  structure;  "  Fuels," 
by  B.  F.  Haanel,  M.E.I.C,  a  clear-cut  statement  of  the 
situation  in  connection  with  this  important  Canadian 
problem;  "  Progress  in  Metallurgy,"  by  Dr.  A.  Stansfield, 
Assoc.  E.I.C  It  would  be  very  much  in  the  interest  of 
The  Institute  if  more  papers  were  obtainable  from  points 
other  than  Montreal. 

The  Quebec  Bridge  series  was  continued  into  the 
present  year  and  following  the  papers  and  addresses  already 
given  by  Lt.-Col.  C.  N.  Monsarrat,  M.E.I.C,  George 
F.  Porter,  M.E.I.C,  and  Phelps  Johnson,  M.E.I.C, 
an  exhaustive  paper  on  the  original  designs  of  the  bridge 
was  presented  by  G.  H.  Duggan,  M.E.I.C.  The 
series  is  being  concluded  by  a  complete  description  of  the 
superstructure  under  the  joint  authorship  of  Phelps 
Johnson,  M.E.I.C,  G.  H.  Duggan,  M.E.I.C,  and 
George  F.  Porter,  M.E.I.C. 

It  is  felt  that  a  very  great  service  was  rendered  to 
The  f  nstitute  in  general  by  the  kindness  of  St.  Lawrence 
Bridge  Company  and  the  interest  of  George  F. 
Porter,  M.E.I.C,  in  enabling  him  to  visit  all  the  Branches 
of  The  Institute  and  deliver  illustrated  addresses  on  the 
bridge.  The  enthusiasm  with  which  this  illustrated  lecture 
was  received  was  very  marked  and  your  Committee  feels 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


161 


that  the  Branches  probably  received  more  value  by  way 
of  public  recognition  through  the  presentation  of  this 
address  than  by  any  other  single  effort.  The  itinerary 
was  arranged  through  the  Papers  Committee. 

A  marked  innovation  resulting  from  the  new  by-laws 
was  the  holding  of  General  Professional  Meetings  during 
the  year,  one  at  Toronto,  one  at  Saskatoon  and  one  at 
Halifax.  The  programme  for  each  of  these  meetings  was 
thoroughly  worked  out  by  the  local  committees  co-opera- 
ting with  the  Papers  Committee,  and  in  each  case  was 
intended  to  be  of  special  interest  to  the  district. 

This  report  should  not  close  without  reference  to  the 
publication  of  The  Journal,  which  it  is  believed  is  proving 
of  great  value  to  The  Institute  as  a  whole  and  to  every  one 
of  its  members.  The  issuing  of  The  Journal  has  rendered 
it  necessary  to  revise  the  old  system  of  publishing  advance 
proofs.  Your  Committee  in  completing  the  work  of  its 
period,  which,  although  nominally  now  at  an  end,  actually 
continues  until  the  close  of  the  season  in  May,  has  found 
great  difficulty  in  arranging  for  matter  for  The  Journal 
which  comes  out  only  once  a  month,  whereas  the  meetings 
of  the  Branches  of  The  Institute  and  the  Professional 
Meetings  are  held  very  much  more  frequently  than  once 
a  month.  The  Committee  is  co-operating  with  the 
Council  and  the  other  Committees  in  an  effort  to  bring 
about  the  most  advantageous  use  of  The  Journal  and  all 
other  available  means  of  communication  with  the  members. 

On  behalf  of  the  Papers  Committee, 

Walter  J.  Francis, 

Chairman. 
Montreal,  January  21st,  1919. 

In  moving  the  adoption  of  the  report,  Mr.  Francis 
stated  that  the  list  of  papers  submitted  reflected  great 
credit  on  The  Institute.  The  motion  was  seconded  by 
Arthur  Surveyer. 

Mr.  Vaughan  :  "  You  will  notice  that  in  The  Journal 
we  have  been  printing,  as  referred  to  in  the  annual  report, 
an  engineering  index  containing  abstracts  from  eleven 
hundred  publications.  This  was  obtained  largely  through 
the  kindness  and  co-operative  spirit  of  the  American 
Society  of  Mechanical  Engineers.  It  is  of  very  great  value 
to  us  and  greatly  improves  The  Journal.  It  would  be 
entirely  in  order  for  us  to  pass  a  vote  of  thanks  to  the 
American  Society  of  Mechanical  Engineers  for  their 
kindly  co-operation  and  their  generosity  in  permitting  us 
to  print  this  engineering  index  monthly. 

Motion  for  the  adoption  of  the  report  carried. 

Professor  H.  E.  T.  Haultain  moved,  seconded  by  O. 
Lefebvre,  that  the  thanks  of  this  Institute  be  tendered 
to  the  American  Society  of  Mechanical  Engineers  for  the 
kindness,  generosity  and  the  co-operative  spirit  that  they 
have  shown  in  permitting  The  Engineering  Institute  of 
Canada  to  print  the  Engineering  index  in  their  Journal. 

Carried. 

Report  of  Publications  Committee 

W.  F.  Tye  moved,  seconded  by  Col.  Harkom  that  the 
report  of  the  Publications  Committee  as  set  out  on  page 
sixty-six  of  the  February  Journal  be  taken  as  read  and 
adopted. 

Carried. 


Report  of  Engineering  Standards  Committee 

The  report  of  the  Engineering  Standards  Committee 
was  presented  by  Mr.  Vaughan  as  follows  :— 

The  Engineering  Standards  Committee  was  organized 
at  the  request  of  the  Institution  of  Civil  Engineers  trans- 
mitted to  the  members  of  that  Institution  resident  in 
Canada,  of  which,  as  you  probably  know,  a  small  com- 
mittee is  in  existence  acting  as  an  advisory  committee 
to  the  Council  of  the  Institute  of  Civil  Engineers.  The 
request  was  also  transmitted  from  the  Board  of  Trade 
through  the  Canadian  Government.  As  a  result  of  this 
request  a  committee  was  organized  having  representation 
from  the  members  of  the  Institution  of  Civil  Engineers 
resident  in  Canada,  The  Engineering  Institute,  the  Mining 
Institute,  the  Honourary  Advisory  Council,  the  Manu- 
facturers' Association  and  the  various  departments  of 
the  Dominion  Government.  That  committee  appointed 
a  sub-committee  on  aeroplane  parts  and  another  sub- 
committee on  the  standardization  of  screw  threads.  The 
matter  having  been  taken  up  directly  through  the  British 
and  the  American  Governments,  our  action  was  unneces- 
sary, but  the  committee  on  aeroplane  parts  held  several 
meetings  and  sent  delegates  to  the  meeting  of  the  Interna- 
tional Aircraft  Standard  Board  held  in  London,  on  which 
are  representatives  of  France,  Italy,  United  States,  Great 
Britain  and  Canada,  Canada  having  been  honored  by 
recognition  as  a  separate  nation  on  that  Board.  The 
Committee  of  the  Canadian  Engineering  Standards  Com- 
mittee was  recognized  as  the  Canadian  Committee  on 
aircraft  matters.  Since  that  time  the  Canadian  Engine- 
ering Standards  Committee  has  been  incorporated  as  the 
Canadian  Engineering  Standards  Association  and  its 
organization  has  been  changed  to  include  these  members 
from  the  Institution  of  Civil  Engineers,  three  nominations 
from  The  Engineering  Institute  of  Canada,  three  from  the 
Mining  Institute,  three  from  the  Manufacturers'  Associ- 
ation, three  from  McGill,  three  from  Toronto  University 
and  three  from  Laval,  with  three  honourary  or  advisory 
members  from  the  departments  of  the  Government.  That 
is  the  situation  to-day.  They  have  applied  to  the  Govern- 
ment for  a  grant  to  enable  them  to  carry  on  their  work 
during  the  coming  year,  and  while  that  Association  may  in 
some  ways  be  considered  as  of  comparatively  little  value  in 
Canada,  there  is  quite  a  prospect  as  we  look  into  the  matter 
that  we  shall  find  an  important  and  useful  work  to  do. 
This  Institute  is  represented  on  that  Committee  to-day 
by  G.  H.  Duggan,  Dr.  Herdt  and  H.  H.  Vaughan.  The 
membership  will  retire  annually  and  have  to  be  re- 
nominated or  three  members  elected  from  time  to  time. 

Mr.  Mountain  moved,  seconded  by  Mr.  Tye,  that  the 
report  be  received.     Carried. 

Report  of  Electro-Technical  Committee 

Mr.  Francis  moved,  seconded  by  Mr.  Tye,  that  the 
report  of  the  Electro-Technical  Committee,  as  printed  on 
page  sixty-six  of  the  February  Journal  be  taken  as  read. 

Report  of  Hoard  of  Examiners  and  Education 

Mr.  Tye  moved,  seconded  by  Mr.  Kennedy,  that  the 
report  of  the  Board  of  Examiners  and  Education  as  set 
out  on  page  sixty-six  of  the  February  Journal,  be  taken 
as  read.     Carried. 


162 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Board  of  Examiners — Quebec  Act 

No  report. 

Gzowski  Medal 

The  Secretary  reported  for  the  Committee  on  the 
Gzowski  Medal,  awarding  the  medal  for  the  year  1918 
to  B.  F.  C.  Haanel,  member  of  The  Institute,  for  his  paper 
on  "  Fuels  of  Canada,  "  read  at  the  last  annual  Meeting. 

Students  Prize 

The  Secretary  announced  that  heretofore  the  Students 
Prize  had  been  awarded  by  the  Gzowski  Medal  Committee. 
This  year  Council  requested  a  Committee  of  which 
Professor  Mackay  of  McGill  University  is  the  Chairman, 
to  make  the  award.  This  Committee  finds  only  one  paper 
of  those  submitted  to  be  of  sufficient  merit  to  award  the 
prize  and  recommends  that  for  that  paper  "  Scientific 
Management  and  Efficiency,"  by  Donald  DeC  Ross-Ross 
be  awarded  the  prize. 

Plummer  Medal 

It  was  announced  by  the  Secretary  that  the  Plummer 
Medal  Committee  had  been  appointed  by  Council  towards 
the  end  of  the  year  and  had  drawn  up  regulations  which  had 
not  yet  been  approved  by  Council.  This  Committee 
desires  that  the  award  be  made  next  year  on  papers 
presented  on  a  metallurgical  subject  during  1918  and  1919. 

Leonard  Medal 

Regulations  for  this  medal  were  drawn  up  only  during 
the  past  year  and  are  published  in  The  Journal.  No 
award  has  been  made,  but  it  is  intended  that  an  award  be 
made  in  1919. 

Report  of  Honour  Roll  Committee 

The  Secretary  read  the  report  of  the  Honour  Roll 
Committee  as  follows: 

The  records  of  The  Institute  show  that  nine  hundred 
and  sixty  of  our  members  have  been  engaged  in  active 
service  in  connection  with  the  war.  It  is  believed  that 
this  will  be  increased  to  at  least  one  thousand  from  the 
list  of  the  members  whose  addresses  have  not  been  known 
for  several  years. 

The  members  known  to  be  engaged  in  active  service 
represent  thirty-six  percent  of  our  total  membership 
eligible  for  military  service.  The  balance  of  our  members 
were  largely  engaged  in  war  work  in  Canada — the  manu- 
facture of  munitions  and  other  necessary  war  material. 
Those  not  so  engaged  were  contributing  to  the  absolute 
essentials  such  as  the  railroads,  municipal  works  and 
the  engineering  and  technical  departments  of  the  Pro- 
vincial and  Federal  Governments. 

Of  the  nine  hundred  and  sixty  on  the  Honour  Roll, 
nine  hundred  and  forty-three  are  known  to  be  officers. 
These  are: — 

Brigadier-Generals, 9 

Colonels 9 

Lieutenant-Colonels 35 

Majors 114 

Captains 110 

Lieutenants 329 

Non  commissioned  officers,  etc ...  .  377 

We  have  lost  of  our  number,  either  by  being  killed  in 
action  or  having  died  of  wounds,  a  total  of  seventy-five. 


Within  the  past  three  months  most  of  the  information 
regarding  decorations  given  our  members  has  been  re- 
ceived, snowing  that  our  knowledge  at  present  is  limited  as 
to  the  extent  to  which  our  men  have  been  decorated  for 
distinguished  services.  Even  the  incomplete  information 
shows  that  we  have  reason  to  be  proud  of  the  record  they 
have  achieved.    Of  the  known  awards  there  are: — 

Victoria  Cross 2 

K.B.E 1 

C.M.G 9 

C.B 1 

D.S.0 29 

M.C 55 

M.M 2 

D.C.M 2 

Croix  de  Guerre 5 

Croix  de  Legion  d'honneur 3 

Order  of  Ste.  Anne 1 

In  addition  one  of  our  members  Col.  C.  H.  Mitchell, 
who  has  been  awarded  nearly  every  known  decoration 
has  been  honoured  by  the  Kings  of  Belgium  and  Italy. 

History  records  no  more  heroic  action  than  that  for 
which  one  of  our  Associate  Members,  Captain  Coulson 
Norman  Mitchell,  M.C,  of  Winnipeg,  received  the 
Victoria  Cross.  The  bare  official  citation,  giving  the 
account  of  his  heroic  triumph  is  thrilling.  It  reads: — 
"  Capt.  Coulson  Norman  Mitchell,  M.C,  Fourth 
Battalion,  Canadian  Engineers,  for  most  conspicious 
bravery  and  devotion  to  duty  on  the  night  of  October 
8th-9th,  1918.  At  Canal  Lescault  northeast  of 
Cambrai,  he  led  a  small  party  ahead  of  the  first 
wave  of  infantry,  in  order  to  examine  various  bridges 
on  the  line  of  approach,  and,  if  possible,  to  prevent 
their  demolition.  On  reaching  the  canal  he  found 
the  bridge  already  blown  up.  Under  a  heavy 
barrage  he  crossed  to  the  next  bridge  where  he  cut 
a  number  of  lead  wires.  Then,  in  total  darkness, 
unaware  of  the  position  and  strength  of  the  enemy 
bridgehead,  he  dashed  across  the  main  bridge  over 
the  canal  bridge.  This  he  found  to  be  heavily 
charged  for  demolition.  Whilst  Capt.  Mitchell 
assisted  by  his  non-com.,  was  cutting  the  wires, 
the  enemy  attempted  to  rush  the  bridge  in  order  to 
blow  up  the  charges,  whereupon  he  at  once  dashed  to 
the  assistance  of  his  sentry  who  had  been  wounded. 
He  killed  three  of  the  enemy,  captured  twelve,  and 
maintained  the  bridgehead  until  reinforced.  Then 
under  a  heavy  fire  he  continued  the  task  of  cutting 
the  wire,  removing  charges  which  he  well  knew  might 
at  any  moment  have  been  fired  by  the  enemy.  It  was 
entirely  due  to  his  valor  and  decisive  action  that  this 
important  bridge  across  the  canal  was  saved  from 
destruction." 

C  N.  MONSARRAT, 

Fraser  S.  Keith. 

D.  B.  Dowling,  President,  Canadian  Mining  Institute, 
expressed  his  keen  appreciation  of  the  services  which  The 
Engineering    Institute    rendered    during    the    war. 

General  Specification  for  Steel  Railway  Bridges 

The  Chairman  announced  that  the  report  of  the 
Committee  on  Steel  Bridges  Specifications  had  been 
printed  in  December  issue  of  The  Journal.  It  was  moved 
by  Geo.  A.  Mountain  and  seconded  by  H.  P.  Borden,  that 
the  report  be  received  and  referred  to  the  Council  for 
further  action.    Carried. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


163 


Roads  and  Pavements  Committee 

Geo.  Hogarth  read  the  report  of  the  Roads  and  Pave- 
ments Committee  and  moved,  seconded  by  G.  H.  Bryson 
that  the  report  be  received  and  referred  to  Council. 
Carried. 

Steam  Boilers  Specifications  Committee 

The  Secretary  read  the  report  of  the  Committee  on 
Uniform  Boiler  Specifications  for  the  Dominion  of  Canada, 
consisting  of  R.  J.  Durley,  W.  G.  Chace,  F.  G.  Clark, 
D.  N.  Robb,  Logan  Waterous,  H.  H.  Vaughan  and  L.  M. 
Arkley,  Chairman,  as  follows: 

At  a  meeting  of  the  above  committee  a  sub-committee, 
consisting  of  Messrs.  F.  G.  Clark,  Chief  Engineer,  Toronto 
Power  Co. ;  James  Laing,  Designing  Engineer  of  the  John 
Inglis  Co.;  J.  O.  B.  Latour,  Chief  Engineer,  General 
Accident  Assurance  Co.;  D.  M.  Metcalf,  Chief  Boiler 
Inspector  for  Ontario,  and  the  writer,  were  appointed  to 
compare  the  present  Ontario  Boiler  Rules  with  those  of 
the  Western  Provinces  and  the  American  Society  of 
Mechanical  Engineers,  and  formulate  a  set  suitable  for  the 
whole  Dominion. 

This  sub-committee  did  a  lot  of  work  along  the  lines 
suggested,  but  suspended  operations  on  learning  that  the 
Chief  Boiler  Inspectors  for  Ontario  and  the  Western 
Provinces  were  compiling  a  similar  set  of  rules.  It  was 
felt  that  by  continuing  there  would  be  a  duplication  of 
effort,  and  that  we  might  help  defeat  the  object  for  which 
the  committee  was  formed. 

The  Chief  Inspectors,  together  with  representatives 
from  Quebec  and  Nova  Scotia,  held  a  conference  in 
Winnipeg  last  September  and  the  rules  formulated  are 
now  being  put  in  shape  for  distribution.  They  have 
agreed  to  furnish  your  committee  with  a  copy  of  these  for 
constructive  criticism  before  sending  them  on  to  their 
respective  Provincial  Legislatures  for  adoption. 

We  believe  that  by  co-operating  in  this  way  with  the 
Chief  Inspectors  we  can  best  further  the  ends  for  which  the 
committee  was  appointed,  and  that  in  the  near  future  there 
will  be  a  uniform  set  of  Boiler  Rules  for  the  whole  Dominion 
of  Canada. 

We  would,  therefore,  ask  that  the  committee  be 
continued  to  carry  on  the  work  as  outlined  above. 

Respectfully  submitted, 
L.  M.  Arkley, 

Chairman. 


Reports  of  Branches 

Report  of  Calgary  Branch 

The  Secretary  read  the  report  of  the  Calgary  Branch, 
which  is  printed  on  page  seventy-two  of  the  February 
Journal.  In  the  published  report  the  names  of  the 
Officers  who  signed  the  report  were  omitted ;  G.  W.  Craig, 
Chairman,  and  C.  M.  Arnold,  Secretary-Treasurer. 

It  was  moved  by  the  Secretary  and  seconded  by 
Brigadier-General  Sir  Alexander  Bertram,  that  the 
report  of  the  Calgary  Branch  be  adopted.     Carried. 


Report  of  the  Montreal  Branch 

Moved  by  Mr.  Francis,  seconded  by  Mr.  Surveyer, 
that  the  report  of  the  Montreal  Branch,  as  printed  on 
page  seventy-three  and  following  pages  of  the  February 
Journal  be  adopted. 

Mr.  Vaughan:  "  I  wish  to  call  the  attention  of  the 
membership  to  the  splendid  work  that  has  been  done 
by  Mr.  Francis  and  his  Committee  in  the  organization  of 
the  Montreal  Branch  this  year.  As  you  know  it  was 
decided  at  the  last  meeting  to  do  away  with  what  we  might 
call  Headquarters  activity  as  far  as  meetings  were  con- 
cerned, this  function  being  carried  on  by  the  Montreal 
Branch,  which  has  set  an  example  that  other  Branches 
might  follow.  You  will  see  from  the  list  of  their  papers 
that  they  have  organized  civil,  electrical,  mechanical  and 
industrial  sections  and  they  are  having  papers  of  interest 
to  every  class  of  engineer.  They  are  holding  a  meeting 
practically  every  week.  One  week  the  mechanical  section, 
next  week  the  civil,  next  week  the  electrical  and  the  next 
week  the  industrial,  so  that  every  engineer  living  in  Mont- 
real can  become  interested  in  the  work  of  the  Branch. 
The  Chairmen  of  the  sections  have  been  appointed  and 
have  taken  a  great  interest  in  working  up  the  papers  and 
the  attendance  at  their  respective  sections.  The  atten- 
dance at  their  meetings  has  been  excellent,  and  I  feel  that 
if  we  are  to  contine  to  be  successful  as  The  Engineering 
Institute  of  Canada  and  to  take  in  all  branches  of  engineers 
we  have  to  do  in  each  of  our  large  branches  just  what  the 
men  in  Montreal  Branch  have  done — that  is,  develop  the 
section  work  and  get  all  branches  of  engineers  interested 
in  it.  The  Montreal  Branch  has  done  splendid  work  this 
year  under  very  difficult  circumstances.  They  have  taken 
hold  of  an  entirely  new  proposition,  with  a  large  number  of 
members;  they  have  got  them  organized  and  held  meetings 
and  this  has  been  done  only  by  an  enormous  amount 
of  work  on  the  part  of  the  executive.  I  draw  your  atten- 
tion to  this  not  only  because  The  Institute  owes  a  debt  of 
gratitude  to  the  officers  of  the  Montreal  Branch  for  the 
work  they  have  done,  but  also  because  what  they  have 
done  is  a  model  of  what  might  be  accomplished  in  the 
other  large  branches  of  The  Institute. 

Motion  for  the  adoption  of  the  Report  carried. 

Report  of  the  Quebec  Branch 

The  report  of  the  Quebec  Branch  was  printed  on  page 
seventy-six  of  the  February  Journal. 

The  President  pointed  out  that  in  this  report  of  the 
Quebec  Branch  attention  is  drawn  to  a  resolution  for- 
warded by  them  in  December  last,  to  the  effect  that  our 
profession  is  not  having  proper  representation  on  various 
commissions  which  have  been  undertaken  in  connection 
with  engineering  and  requesting  that  the  Executive 
Council  bring  its  influence  to  bear  on  the  Government  for 
commissions  for  the  apointment  of  corporate  members  of 
The  Engineering  Institute  or  graduates  from  recognized 
engineering  universities  to  fill  all  engineering  positions, 
thus  protecting  the  public  and  raising  the  standing  of 
The  I  nstit  ute  and  the  profession.  A  memorial  is  now  being 
drawn  up  requesting  the  Government  to  consider  the 
appointment  of  more  engineers  on  Government  positions. 

It  was  moved  by  Mr.  Harkness,  seconded  by  Mr. 
Dunn,  that  the  report  be  adopted.     Carried. 


164 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Report  of  Hamilton   Mm  rich 

The  Secretary  in  moving  the  adoption  of  the  report  as 
published  on  page  seventy-six  of  The  Journal  of  February, 
stated  that  it  was  a  very  satisfactory  report  of  a  new 
Branch.  It  was  established  on  July  26th,  having  held 
several  meetings  where  important  papers  were  read,  the 
financial  statement  showing  a  balance  in  the  bank  of 
seventy-eight  dollars  and  twenty-six  cents.  The  Hamilton 
Branch  has  co-operated  with  the  Board  of  Trade  in  Hamil- 
ton in  the  matter  of  public  service  and  has  taken  an  interest 
in  municipal  and  other  matters  relating  to  the  general 
welfare  of  the  public.  Such  activity  deserves  special 
commendation  on  the  part  of  The  Institute,  the  Hamilton 
Branch  having  done  remarkably  for  the  length  of  time  it 
has  been  in  existance.  Mr.  Mountain  seconded  the 
motion,  stating  that  he  had  the  pleasure  of  attending  the 
meeting  of  the  Hamilton  Branch  the  other  evening  at 
which  there  were  about  one  hundred  and  fifty  present. 
Mr.  Vaughan  called  attention  to  the  fact  that  the  financial 
statement  shows  forty-five  dollars  as  having  been  received 
by  way  of  fees  from  affiliates.  He  wished  to  direct  particular 
attention  to  the  good  work  done  by  the  Hamilton  Branch 
in  securing  affiliates  as  he  had  to  the  Montreal  Branch  in 
establishing  sections.  One  of  the  very  large  questions 
before  us  in  trying  to  carry  out  our  program  in  building 
up  an  engineering  society  to  represent  general  engineering 
activities  in  Canada,  is  to  get  every  one  in  who  should  be 
interested  in  the  work.  There  are  in  Canada,  "said  Mr. 
Vaughan,"  a  large  number  of  engineers,  who  are  members 
of  the  American  Society  of  Mechanical  Engineers,  the 
American  Institute  of  Electrical  Engineers,  the  American 
Society  of  Civil  Engineers;  we  cannot  expect  these  men 
to  give  up  membership  in  their  respective  societies. 
But  we  can  get  them  interested  in  our  work  and  bring 
them  into  the  branches  as  affiliates,  and  I  am  very  sure 
that  if  our  branches  carried  out  the  idea  of  interesting 
engineers  who  are  residing  in  their  districts  in  the  work 
of  The  Engineering  Institute  of  Canada,  it  will  not  be 
long  before  they  join  us  as  corporate  members  and 
become  actively  interested  in  our  work. 

Motion  for  the  adoption  of  the  report  carried. 

Report  of  Victoria  Branch 

The  Secretary  read  the  report  of  the  Victoria  Branch, 
as  printed  in  the  February  Journal,  page  seventy-seven 
and  moved,  seconded  by  E.  Brydone-Jack,  that  it  be 
adopted.     Carried. 

Report  of  Saskatchewan  Branch 

The  Secretary  read  the  report  of  the  Saskatchewan 
Branch,  as  printed  on  page  seventy-eight  of  the  February 
Journal  and  moved,  seconded  by  R.  F.  Uniacke,  that  the 
report  be  adopted.     Carried. 

Report  of  St.  John  Branch 

C.  C.  Kirby  moved  the  adoption  of  the  report  of  the 
St.  John  Branch,  as  published  on  page  seventy-nine  of  the 
February  Journal,  seconded  by  Brigadier-General  Sir 
Alexander  Bertram.  Mr.  Kirby  drew  attention  to  a 
new  feature  in  connection  with  engineering  affairs  in 
the  Maritime  Provinces,  resulting  from  the  establish- 
ment of  Branches  at  St.   John   and  Halifax,   and    the 


holding  of  a  joint  Professional  Meeting  at  Halifax. 
This  feature  was  the  interest  displayed  by  the 
municipalities  of  St.  John  and  Halifax  in  our  affairs.  At 
the  invitation  of  the  Chairman  of  the  St.  John  Branch  the 
Mayor  of  St.  John  and  the  President  of  the  St.  John  Board 
of  Trade  accompanied  the  St.  John  delegation  to  Halifax 
and  attended  the  meeting  there.  We  were  entertained  by 
the  Halifax  Commercial  Club,  and  the  Halifax  Board  of 
Trade  arranged  a  trip  around  the  harbour  for  us.  As  a 
result  of  that  meeting  the  Mayor  of  St.  John  and  the 
President  of  the  Board  of  Trade  have  invited  The  Institute 
to  hold  the  Maritime  Professional  Meeting  this  year  in 
St.  John.  It  is  very  promising  indeed  for  the  activities 
of  The  Institute  that  such  interest  should  be  displayed 
in  our  affairs  by  the  municipality. 

Motion  for  the  adoption  of  the  report  was  carried. 

Report  of  Edmonton  Branch 

The  Secretary  read   the  report  of  the   Edmonton 
Branch  as  follows: 

We  beg  to  submit  the  1918  Annual  Report  of  the 
Edmonton  Branch. 

The  Branch  Membership  is  as  follows: — 

Members 10 

Associate  Members 31 

Junior  Members 7 

Student  Members 8 


56 

Of  the  above  number,  27  are  on  active  service,  and 
the  usefulness  of  the  Branch  in  submission  and  discussion 
of  engineering  papers  and  problems  is  much  impaired  on 
account  of  the  reduced  number  of  resident  members. 
It  is  hoped  that  this  condition  will  improve  at  an  early 
date,  now  that  the  war  is  over.  The  Branch  lost  a  very 
active  member  through  the  death  of  Professor  Muir 
Edwards  of  the  University  of  Alberta. 

Meanwhile  the  organization  has  been  kept  going,  and 
indeed  has  been  quite  active  with  the  Calgary  Branch  in 
furthering  the  matter  of  legislation  for  engineers.  A  draft' 
bill  was  prepared  ready  for  early  presentation  to  the  local 
Legislature,  but  action  has  just  been  postponed  largely  out 
of  deference  to  the  evident  desire  of  many  members  of  our 
Branch,  and  of  the  Local  Branch  of  the  Canadian  Mining 
Institute  to  proceed  along  common  lines  and  to  the  request 
of  the  Parent  Institute  for  fuller  discussion.  The  work 
done  to  date,  and  the  experience  gained  thereby,  should 
prove  very  useful  in  any  general  debate. 

No  papers  were  read  during  the  season  by  local 
members,  though  the  fuel  situation  in  Alberta  was  dis- 
cussed at  length  at  a  general  meeting  held  on  February 
27,  1918. 

At  a  general  meeting  held  on  May  28th,  G.  F. 
Porter  gave  his  lecture  on  the  Quebec  Bridge.  This  was 
very  much  appreciated  and  the  Branch  wishes  to  place  on 
record  its  thanks  to  Mr.  Porter  and  the  St.  Lawrence 
Bridge  Company.  In  all,  ten  general  meetings  and  twenty 
executive  meetings  were  held,  besides  two  joint  meetings 
with  the  Northern  Alberta  Branch  of  the  Canadian 
Mining  Institute. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


165 


The  Branch  has  a  cash  balance  of  $29.02  at  date,  but 
a  special  levy  which  was  authorized  is  not  yet  fully 
collected. 

The  Officers  of  the  Branch  previous  to  date  were:— 

Chairman,  N.  M.  Thornton;  Vice  Chairman,  J.  L. 
Cote;  Secretary-Treasurer,  R.  J.  Gibb. 

Executive,  A.  W.  Haddow,  A.  T.  Fraser,  D.  J.  Carter, 
R.  Cunningham. 

Owing  to  the  resignation  of  N.  M.  Thornton  and 
A.  T.  Fraser,  the  following  additional  officers  were  elected 
on  February  3rd:  R.  P.  Graves,  R.  W.  Jones,  D.  Donald- 
son. 

The  filling  of  the  chairmanship  was  left  to  the 
Executive. 

Yours  truly, 

J.  L.  Cote,  Robert  J.  Gibb, 

Vice  Chairman.  Secretary-Treasurer. 

Moved  by  the  Secretary,  seconded  by  Mr.  Leamy, 
that  the  report  of  the  Edmonton  Branch  be  adopted. 

Report  of  Ottawa  Branch 

G.  Gordon  Gale  retiring  Chairman  of  the  Branch  read 
the  report  of  the  Ottawa  Branch,  as  follows: 

To  the  President  and  Members  of 

The  Engineering  Institute  of  Canada: 

Gentlemen: 

On  behalf  of  the  Managing  Committee  of  the  Ottawa 
Branch,  we  beg  to  submit  the  following  report  for  the 
calendar  year  1918.  The  precedent  of  former  years 
has  been  followed,  and  a  programme  of  monthly  luncheons, 
addresses  and  evening  papers  has  been  carried  out  with 
great  success,  due  to  the  enthusiastic  attendance  of 
members.  Under  war  conditions  the  strictest  economy 
has  been  practiced  and  the  Branch  is  still  without  perma- 
nent quarters. 

Membership 

We  have  found  it  exceedingly  difficult  to  keep  in 
close  and  constant  touch  with  the  Members  of  The 
Institute  residing  temporarily  in  Ottawa.  One  of  the 
greatest  helps  in  this  connection  has  been  the  Year  Book, 
issued  annually  by  the  Branch,  giving  the  name,  occupa- 
tion, office  and  house  address  of  every  Corporate,  Junior 
and  Student  Member,  and  Branch  Affiliate.  It  is  hoped 
that  in  due  time  some  method  will  be  evolved  whereby  a 
more  accurate  and  constant  record  may  be  available  of 
the  movements  of  all  members  of  The  Institute,  in  order 
that  the  privilege  of  active  participation  in  the  activities 
of  the  various  branches  may  be  enjoyed  to  the  fullest 
possible  extent.  The  figures  for  the  membership  of  this 
Branch  for  the  years  1914,  1915,  1916,  1917  and  1918,  are 
given  hereunder: 


1914  1915  1916  1917  1918 


Honorary  Members . 

Members 

Associate  Members. 

Associates 

Juniors 

Students 

Ottawa  Associates . . 


3 

1 

1 

1 

1 

46 

51 

60 

60 

68 

113 

124 

124 

113 

123 

1 

1 

1 

2 

2 

28 

33 

36 

38 

33 

16 

27 

28 

25 

24 

21 

17 

23 

27 

28 

228 

254 

273 

266 

279 

Proceeding 

3 

There  has  been  an  unusually  satisfactory  and 
representative  attendance  of  the  members  at  all  of  the 
following  regular  meetings  of  the  Branch:— 

Feb.  7th.— H.  H.  Vaughan,  President,  E.I.C., 
Problems  Confronting  the  Society. 

Feb.  21st.— F.  H.  Peters,  M.E.I.C.  :  Ways  and 
Means  for  Improving  and  Defining  the  Status  of  the 
Engineer. 

Feb.  28th.  -J.  Blizard,  A.M.E.I.C:  Availability  of 
Energy  as  a  Source  of  Power  and  Heat. 

March  7th.  Hon.  F.  B.  Carvell,  K.C.,  Minister  of 
Public  Works  :  Value  of  Engineers  to  the  Government 
and  to  the  Nation. 

April  11th. — E.  A.  Jamieson,  A.M.E.I.C.  :  The 
Manufacture  of  Ordnance. 

April  25th.— U.  Valiquet,  M.E.I.C.  :  Quebec  Har- 
bour Dry  Dock. 

May  18th.  J.  B.  McRae,  M.E.I.C:  Visit  to  the 
New  Pumphouse,  Lemieux  Island. 

Nov.    15th.     Capt.   Baker:     Vocational  Training. 

Nov.  28th.  Jos.  Keele,  B.A.Sc:  Clay  Products  in 
Canada. 

Dec.  7th.  Luncheon  and  Inspection  Parliament 
Buildings. 

ZAhrary 

During  1917,  M.  F.  Cochrane  was  appointed 
Librarian,  to  be  responsible  for  the  books  and  records. 
There  are  now  about  750  volumes  in  the  library,  of  which 
about  100  have  been  added  during  the  past  year.  The 
entire  collection  has  been  indexed  and  classified  according 
to  the  system  devised  by  the  librarians  of  the  United 
Engineering  Society  of  New  York.  Special  effort  is 
being  made  to  secure  an  absolute,  complete  collection  of 
all  Government  publications  issued  at  Ottawa  of  interest 
to  the  engineering  profession.  A  specially  interesting 
feature  of  the  librarian's  efforts  during  the  last  year  has 
been  the  collection  of  photographs  of  prominent  members 
of  The  Institute  who  have  resided  at  Ottawa,  especially 
those  who  held  office  either  with  Council  or  with  the 
Branch. 

» Financial 

The  finances  of  the  Branch  are  fully  set  out  in  the 
attached  statement  of  assets  and  liabilities  and  of  revenue 
and  expenditure.  The  Branch  possesses  a  five  hundred 
dollar  Victory  Bond,  and  has  a  cash  balance  in  the  bank  of 
$446.56. 


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Officers  for  1919 

The  Annual  Meeting  of  the  Branch  was  held  on  the 
9th  day  of  January.  The  following  officers  and  members 
of  the  Managing  Committee  were  elected  for  the  year 
1919:— 

Chairman,  R.  deB.  Corriveau;  Secretary-Treasurer, 
J.  B.  Challies;  Managing  Committee,  A.  F.  Macallum, 
Col.  C.  N.  Monsarrat,  J.  Blizard,  G.  B.  Dodge, 
E.  B.  Jost. 

The  Managing  Committee  of  the  Ottawa  Branch 
desire  to  record  with  appreciation  the  successful  accom- 
plishment of  three  main  achievements  of  The  Institute 
during  the  past  year.  First,  the  change  in  name;  second, 
the  organization  of  General  Professional  Meetings;  third, 
the  establishment  of  The  Journal. 

The  change  of  name  undoubtedly  broadens  the  scope 
and  field  of  usefulness  of  our  organization.  The  General 
Professional  Meetings  have  afforded  the  various  Branches 
a  long  needed  opportunity  for  joint  effort  under  local 
auspices  and  to  meet  particular  conditions.  The  Journal 
going  regularly  to  every  member  of  The  Institute  through- 
out the  world,  affords  an  ideal  connection  between  the 
members,  the  Branches  and  Council.  These  activities 
represent  a  tremendous  amount  of  work,  and  we  respect- 
fully tender  the  President,  the  Council,  and  especially  the 
General  Secretary,  the  congratulations  of  the  Ottawa 
Branch  upon  the  excellent  results  already  obtained. 


G.  Gordon  Gale, 

Chairman. 


J.  B.  Challies, 


Secretary. 


Statement  of  Assets  and  Liabilities  as  at  December 
31st,     1918:— 

.  1  ssets 

Furniture  (cost  $200) $      90.00 

Library: 

Book  Case  (cost  $60) 43.20 

Bound  Magazines  (cost  $65) 1 .  00 

Books  (600)  volumes 25 .  00 

Rebates  still  due  from  Institute  on  Account 

1918  fees 57.28 

Unexpired  Insurance 1 .  00 

Stationery  and  equipment 25 .  00 

Victory  Bond 500.00 

Cash  in  Bank 446 .  56 


$1,189.04 


Liabilities 

Collections    Account  Main  Institute  Tobacco 

Fund $      6.00 

Printing  Account,  1918 25.00 

Surplus 1,158.04 


Revenue    and    Expenditure    for    the    year    ending 
December  31st,  1918:— 

Receipts 

Balance  on  hand  Jan.  1st,  1918 $  587.58 

Subscriptions  to  Tobacco  Fund 15 .  50 

Rebates  from  Main  Institute,  Montreal,  Dec. 

31st,  1917 48.75 

Refund   of   unexpended   balance   of   amount 
advanced  to  H.  L.  Seymour  of  Publicity 

Committee 12 .  60 

Interest  on  $500  Victory  Bond 27 .  50 

Rebates    from    Main    Institute,    Montreal, 

January  to  August  31st,  1918 292 .  20 

Branch  Affiliate  Fees,  A.  Anrep,  1918 .       $2 .  00 
E.  Viens,  1918 
and  1919....        4.00 

6.00 


$  990.13 


Expenditure 

Advertising $    8 .  25 

Expenses  representative  of  Branch  at  Prof. 

McLeod's  funeral 10.00 

Wreath  for  Prof.  McLeod's  funeral 10.00 

Printing   F.   S.   Keith's  address   (Awakening 

Recognition  of  Engineer) 90 .  15 

Insurance  on  Branch  property 4 .  00 

F.  S.  Keith,  balance  of  subscriptions  to  Tobacco 

Fund 30.75 

Library  sundry  expenses 13 .  77 

H.  L.  Seymour,  Publicity  Committee 25.00 

Stenographic  and  Clerical  Services,  Secretary's 

Office 70.00 

Expenses  in  connection  with  Branch  contri- 
bution of  exhibit  Beavers  to  Main  Institute 

rooms,  Montreal 116 .  00 

Postage,  Secretary's  Office 35. 15 

Payments  to  janitors,   Carnegie  Library  and 
Normal  School  for  attendance  at  evening 

meetings 8 .  00 

Printing    (Year  Book  $55.00) 76 .  10 

Sundries  (including  $14.20  difference  between 
attendance  and  number  guaranteed  for 

luncheon  in  Daly  tea  room) 21 .  40 

Advance  to  Special  Committee  in  connection 
with   meeting  of  Institute  to  be  held  in 

Ottawa  in  February 25 .  00 

Balance  in  Bank,  Dec.  31st,  1918 446 .  56 


$    990.13 


$1,189.04 


It  was  moved  by  Mr.  Gale,  seconded  by  Mr.  Tye,  that 
the  report  be  adopted.  In  seconding  the  motion,  Mr. 
Tye  commended  the  Ottawa  Branch  for  their  very  fine 
report,  showing  a  large  membership  and  a  very  satis- 
factory financial  condition.  To-day's  meeting  shows 
how  well  the  Ottawa  Branch  is  doing.    Motion  carried. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


167 


Report  of  Toronto  Branch 

W.  S.  Harvey,  Secretary  Treasurer  read  the  report 
of  the  Toronto  Branch  as  follows: 
To  the  President  and  Council : 

During  the  year  the  Toronto  Branch  of  The  En- 
gineering Institute  of  Canada  held  six  regular  meetings 
The  list  is  as  follows: — 

February  12th. — An  address  on  The  Quebec  Bridge, 
by  Lt.-Col.  C.  N.  Monsarrat. 

March  5th. — Addresses  by  H.  H.  Vaughan  and 
Fraser  S.  Keith,  President  and  Secretary  of  The  Institute, 
respectively.  Mr.  Vaughan  spoke  on  the  wider  views  of 
The  Institute,  and  Mr.  Keith  on  the  status  of  the  engineer 
in  the  community. 

April  25th. — A  meeting  to  receive  and  discuss  the 
report  of  the  Committee  on  Prestige  and  Influence. 

December  3rd. — An  address  by  H.  K.  Wicksteed  on 
The  Montreal  Tunnel  from  an  Economic  Point  of  View. 

December  10th. — An  address  by  C.  H.  Rust  on  The 
Water  Supply  of  The  City  of  Victoria,  B.C. 

December  17th. — A  meeting  to  canvas  the  ballot  for 
the  election  of  officers  for  1919. 

In  addition,  the  first  General  Professional  Meeting,  as 
provided  for  in  the  new  by-laws,  was  held  in  Toronto  on 
March  26th  and  27th,  and  was  devoted  to  a  discussion 
of  the  fuel  and  power  situation  in  Canada. 

During  its  term  of  office,  the  Executive  held  twenty 
meetings  in  all. 

The  Executive  regrets  to  report  that  owing  to  the 
world  war  and  the  epidemic  of  Spanish  influenza,  the 
activities  of  the  Branch  during  the  year  were  adversely 
influenced .  Notwithstanding  this,  efforts  have  been  made, 
and  with  some  promise  of  success,  to  enlist  the  co-opera- 
tion of  the  Toronto  Section  of  the  American  Institute 
of  Electrical  Engineers,  and  the  Ontario  Section  of  the 
American  Society  of  Mechanical  Engineers  to  the  end  that 
a  national  and  non-sectional  Association  of  Engineers  may 
be  built  up  in  this  country. 

The  retiring  Executive  is  gratified  to  report  that  the 
number  of  comparatively  recent  applications  for  member- 
ship indicates  that  new  interest  in  The  Engineering  Insti- 
tute of  Canada  has  been  awakened,  as  a  result  of  the 
changes  inaugurated  a  year  ago. 

In  accordance  with  instructions  received  at  the  last 
Annual  Meeting,  this  Branch,  in  co-operation  with  the 
Ottawa  and  Hamilton  Branches,  met  the  Provincial 
Secretary  for  Ontario  on  December  18th,  and  discussed 
with  him  the  modifications  in  the  existing  Public  Health 
Act  suggested  in  the  report  of  the  Committee  on  Sewage 
Disposal  for  1917.  The  Hon.  Mr.  McPherson  received 
the  delegation  courteously  and  promised  the  sympathetic 
consideration  of  himself  and  his  colleagues  in  respect  of 
the  questions  contained  in  the  report. 

A  comparison  of  the  membership  of  the  Branch 
according  to  classes  for  the  current  year  is  as  follows: — 

Members 66 

Associate  Members 144 

Juniors 34 

Students 69 

Associates 5 


During  the  year,  in  addition  to  carrying  the  unusual 
expenditures  incurred  by  the  General  Professional  Meeting 
and  paying  the  house  rental  for  1917,  as  well  as  for  1918, 
the  Executive  finds  itself  with  a  surplus  of  $550.96, 
distributed  as  follows: — 

Victory  Loan  Bond $500.00 

Cash  in  Bank 50.96 

Total $550.96 

During  its  term  of  office  the  Branch  has  met  all 
current  expenses  and  leaves  the  Treasury  substantially 
as  it  was  a  year  ago. 

During  the  past  month  the  Executive  of  the  new 
Ontario  Provincial  Division  has  been  named,  and  steps 
have  been  taken  to  elect  officers  at  a  meeting  to  be  held 
in  Toronto  on  January  31st,  1919. 

The  following  were  elected  to  office  for  1919  by  the 
ballot  just  received:  Chairman,  A.  H.  Harkness;  Secretary 
W.  S.  Harvey;  Committee  men,  H.  G.  Acres,  Willis 
Chipman  and  W.  A.  Bucke.  The  members  of  the  Com- 
mittee elected  in  1918  for  a  two-year  term,  and,  therefore, 
members  of  the  1919  Executive  are  Professor  H.  E.  T. 
Haultain,  J.  R.  W.  Ambrose  and  R.  O.  Wynne-Roberts. 
The  retiring  Chairman,  Professor  Gillespie,  is  also  a 
member  of  the  Executive.  Members  of  Council  at 
Montreal  are  also  members  of  the  Executive  of  the 
Toronto  Branch. 

Peter  Gillespie, 

Chairman. 
Toronto,  January  the  22nd,  1919. 

Report  of  Halifax  Branch 

The  Secretary  read  the  report  of  the  Halifax  Branch 
as  follows: — 

To  the  President  and  Council : — 

The  chief  object  of  the  Halifax  branch  during  that 
part  of  the  past  year  in  which  it  has  been  in  existence 
has  been  merely  to  become  organized.  Under  the  local 
conditions  which  existed,  members  of  the  Branch  would 
have  been  well  satisfied  with  such  an  accomplishment. 

In  the  first  place,  the  absorption  of  the  former  Nova 
Scotia  Society  of  Engineers  extended  over  a  considerable 
time  and  involved  a  large  amount  of  work  and  attention. 
In  the  second  place,  the  enormous  disruption  of  all  social 
and  business  relations  by  the  Halifax  explosion  gave  local 
members  little  opportunity  for  any  interests  outside  of 
their  immediate  personal  or  business  needs. 

In  the  face  of  all  this,  the  carrying  out  of  the  Halifax 
Professional  Meeting  is  considered  a  notable  achievement. 
Full  accounts  of  this  meeting  were  given  in  The  Journal. 
So  far  as  the  engineering  profession  in  the  Maritime  Pro- 
vinces is  concerned,  such  a  meeting  was  unique  and 
represented  in  a  most  substantial  way,  the  results  of 
having  a  local  branch  of  the  national  society  rather  than 
an  independent  society. 

The  Halifax  Branch  was  officially  organized  at  a 
meeting  held  April  19,  1918.  Including  the  organization 
meeting,  five  general  meetings  were  held.  As  everywhere, 
regular  meetings  during  the  latter  part  of  the  year  were 
not  possible  on  account  of  the  Influenza  epidemic. 


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The  Branch  now  has  a  total  enrollment  of  66,  made 
up  of  23  members,  35  associate  members,  6  juniors  and 
2  branch  affiliates.  A  number  of  applications  are  pending 
and  several  in  immediate  prospect. 

K.  H.  Smith,  Branch  Secretary. 

The  Secretary  moved  the  adoption  of  this  report, 
which  was  seconded  by  W.  Chase  Thomson.  President 
Vaughan  pointed  out  that  the  formation  of  the  Halifax 
Branch  was  more  than  the  mere  establishment  of  a  branch, 
as  it  involved  the  absorption  of  the  Nova  Scotia  Society 
of  Engineers.  The  latter  was  an  old  organization  and 
the  willingness  of  the  men  in  Nova  Scotia  to  give  up  their 
local  Society  and  joing  forces  and  interests  with  The 
Engineering  Institute  is  a  notable  occurrence  of  the  past 
year.     The  motion  carried. 

Discussion  on  Branch  Reports 

Professor  Haultain  drew  attention  to  the  very  satis- 
factory financial  condition  of  all  the  Branches  where  the 
financial  condition  was  given,  three  of  the  Branches 
having  over  five  hundred  dollars  to  their  credit.  Mr. 
Robinson  stated  that  one  could  not  fail  to  be  impressed 
in  listening  to  these  reports  with  the  multifarious  activities 
of  The  Institute  showing  that  we  are  covering  a  great  deal  of 
ground  and  an  immense  output  of  matter  of  every  des- 
cription. He  thought  the  Publications  Committee  one 
of  the  most  important  Committees  we  have  as  upon  that 
Committee  rests  the  responsibility  of  all  sifting  out  of  the 
vast  array  of  output  and  determining  what  would  be 
retained  in  our  permanent  transactions.  In  the  increase 
of  quantity  we  should  not  lose  sight  of  quality.  He 
pointed  out  the  importance  of  The  Journal  in  raising 
the  quality  of  paper  at  local  branches  by  the  author 
knowing  that  his  paper  would  get  national  attention.  Mr. 
Challies  stated  that  at  the  last  annual  meeting  it  was 
distinctly  understood  that  all  Branches  should  submit 
a  clear  financial  statement  and  asked  if  such  had  been  done. 
In  reply  the  Secretary  stated  that  there  were  but  two  excep- 
tions and  these  Branches  were  being  asked  for  same.  Mr. 
Vaughan  thought  that  before  closing  the  subject  of 
Branches  it  would  be  well  to  point  out  the  advances  made 
during  the  past  year  in  the  organization  of  new  branches 
and  the  benefit  that  it  is  going  to  be  to  The  Institute. 
Last  year  four  new  Branches  were  established  and  since 
the  report  of  the  Council  has  been  made  up  another 
Branch  has  been  authorized  and  established  at  Sault  Ste. 
Marie  with  several  others  in  immediate  contemplation 
and  this  is  solving  the  question  of  getting  the  membership 
at  large  in  close  touch  with  the  Institute.  Soon  nearly 
all  of  the  members  will  be  branch  members  and  thus 
in  close  touch  with  Headquarters.  He  considered 
that  the  reports  were  very  satisfactory  and  that  the  thanks 
of  The  Institute  as  a  whole  are  due  to  the  men  who  have 
given  so  much  of  their  time  and  done  so  much  hard  work  - 
and  hard  work  it  is  to  conduct  a  Branch  properly — during 
the  past  year. 

At  this  point  Dr.  Martin  Murphy,  one  of  the  early 
Presidents  entered  the  meeting  room  and  was  greeted 
with  hearty  applause. 

lit  ports   of   Divisions 

The  Chairman  announced  that  there  were  three 
divisions  now  in  existence,   British  Columbia,   Alberta 


and  Ontario  just  formed,  with  Quebec  in  process  of  for- 
mation. Both  the  Saskatchewan  and  Manitoba  Branches, 
although  not  divisions  take  in  a  large  share  of  the  member- 
ship in  the  Provinces.  It  is  hoped  that  very  shortly  a 
branch  will  be  organized  in  every  Province  to  take  up  any 
matters  that  may  be  of  interest  as  between  the  Engineering 
Profession  and  the  Provincial  Government. 

At  a  meeting  of  the  Executive  of  the  Ontario  division 
held  concurrently  with  the  annual  meeting  at  the  call  of 
the  Chairman,  pro-tem,  Professor  Gillespie,  at  which  were 
present  representatives  from  various  parts  of  Ontario,  the 
following  officers  were  elected:  Chairman,  J.  B.  Challies, 
Ottawa;  Secretary-Treasurer,  Geo.  Hogarth,  Toronto. 


Co  m  m  u  n  icatio  ns 

A  cable  from  Lieut-Col.  Chas.  H.  Mitchell,  M.E.I.C., 
C.M.G.,  D.S.O.,  Croix  de  Guerre,  etc.,  extending  his 
greetings  to  the  Annual  Meeting  and  expressing  his  regret 
at  his  inability  to  be  present  was  read  by  the  Secretary. 
Also  a  telegram  from  H.  R.  Safford,  M.E.I.C.,  Chairman 
of  the  Library  and  House  Committee  expressing  his  regret 
at  not  being  able  to  be  present. 

The  following  telegram  of  greetings  was  read  by  the 
Secretary  from  Calvin  W.  Rice,  Secretary  of  the  American 
Society  of  Mechanical  Engineers  and  received  with 
enthusiasm. 

"  Peace  earned  at  such  sacrifice  has  raised  all 
ideals,  none  more  than  those  of  the  engineering  pro- 
fession. The  American  Society  of  Mechanical  En- 
gineers sends  greetings  on  the  occasion  of  your  anni- 
versary, renews  its  pledges  jointly  with  you  to  devote 
supreme  efforts  to  the  advancement  of  the  engineering 
profession  through  service  for  the  common  good." 

Report  of  Emblem  Committee 

The  Chairman  announced  that  at  the  last  meeting  of 
Council  the  report  of  the  Emblem  Committee  had  been 
adopted  and  referred  to  the  annual  meeting  for  any 
suggestions  which  the  members  might  have  to  make.  He 
called  upon  Mr.  Francis,  Chairman  of  the  Committee, 
which  consisted  of  in  addition  H.  R.  Safford,  Frederick 
B.  Brown  and  Arthur  Surveyer. 

Mr.  Francis:  "  Following  the  suggestion  which  I  had 
the  honor  to  make  at  the  last  Annual  Meeting,  and  what 
I  believe  was  understood  as  representing  the  approval  of 
the  Annual  Meeting,  Council  appointed  a  Committee  to 
study  the  question  of  the  designing  of  a  suitable  emblem 
for  The  Institute.  The  committee  met  a  considerable 
number  of  times,  invited  designs,  considered  suggestions, 
and  finally  made  a  slight  modification  of  the  design 
submitted  at  the  last  meeting.  The  recommendation  of 
the  committee  which  was  tentative,  being  adopted  by  the 
Council  and  passed  on  for  reference  to  this  Annual  Meeting 
— was  that  the  design  of  the  emblem  should  be  in  the 
form  of  the  shield  which  has  been  in  use  by  The  Society 
for  something  like  fifteen  or  twenty  years;  that  the  shield 
should  bear  the  design  of  a  working  beaver,  and  that,  in 
order  to  make  the  emblem  distinctive  it  should  be  of  fine 
quality,  the  die  work  to  be  as  for  coins,  without  the  usual 
enamel,  and  that  the  metal  for  members  should  be  gold, 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


169 


for  the  associate  members,  silver,  and  for  juniors  and 
students  bronze.  That  is  the  report  tentatively  adopted 
by  Council,  I  now  submit  on  behalf  of  the  committee 
for  the  approval  of  the  Annual  Meeting. 

Changes  in  By-Laws 
The  Chairman:  Our  present  By-laws  make  the  fol- 
lowing provisions  with  regard  to  amending  or  repealing 
existing  By-laws  or  introducing  new  ones: 

"  Section  73. — Proposals  to  introduce  new  By- 
laws or  to  amend  or  repeal  existing  By-laws  shall  be 
presented  in  writing  to  the  Council,  signed  by  at  least 
twenty  Corporate  Members;  and  shall  reach  the 
Secretary  not  later  than  the  first  day  of  October.  The 
Council  shall  consider  the  proposals  and  the  proposers 
shall  be  notified  of  the  opinion  of  the  Council  in  regard 
thereto  not  later  than  the  seventh  day  of  November. 
The  proposers  may  then  withdraw  their  proposals, 
accept  any  changes  suggested,  or  insist  on  the  original 
form,  sending  their  decision  to  the  Secretary  not 
later  than  the  fifteenth  day  of  December.  The  pro- 
posals, as  accepted  by  the  proposers,  shall  be  mailed 
to  Corporate  Members  not  less  than  twenty-one 
days  before  the  Annual  General  Meeting.  Pro- 
posals to  introduce  new  By-laws  or  to  amend  or  repeal 
existing  By-laws  may  also  be  suggested  by  the 
Council  and  shall  be  mailed  to  Corporate  Members  not 
less  than  twenty-one  days  before  the  Annual  General 
Meeting. 

"  All  proposals  shall  be  submitted  for  discussion 
at  the  Annual  General  Meeting  and  shall  then  be 
voted  upon  by  letter  ballot  by  the  membership  at 
large.  The  Secretary  shall  issue  the  letter-ballot 
not  later  than  two  months  after  the  Annual  General 
Meeting.  The  reasons  advanced  for  and  against  the 
proposals  edited  by  a  Committee  appointed  by  the 
Chairman  consisting  of  an  equal  number  of  members 
favouring  and  members  opposing  the  proposals  shall 
accompany  the  letter  ballot.  The  letter  ballot  shall 
be  returnable  to  the  Secretary  not  later  than  three 
months  after  the  Annual  General  Meeting.  Scru- 
tineers appointed  by  the  Council  shall  immediately 
thereafter  count  the  ballots  and  report  the  result  to 
the  Council. 

"An  affirmative  vote  of  two-thirds  of  all  valid 
ballots  shall  be  necessary  to  the  adoption  of  any 
amendment. 

"Amendments    so    adopted    shall    take    effect 

forthwith,    except    that    Officers    of    The    Institute, 

at  the  time  any  amendments  may  be  adopted,  shall 

continue  in  office  until  the  next  Annual  Election." 

The  By-laws  were  set  out  in  the  December  number  of 

The  Journal  and  have,  therefore,  been  mailed  to  all  the 

members.    A  great  number  of  the  changes  are  purely 

changes  in  grammar  and  English.     The  present  By-laws 

were  largely  run  out  by  myself  and  Mr.  Dodge  after  the 

Committee  on  Society  Affairs  got  through  last  year,  and 

they  were  done  in  a  hurry.     When  we  had  Professor 

Ernest  Brown  criticize  them  and  analyze  our  English, 

we  were  amazed  at  what  we  had  done.     Professor  Brown 

has  spent  a  great  deal  of  time  on  the  by-laws  and  has 

succeeded,  I  think,  in  putting  them  into  very  much  better 

shape.    Some  of  the  amendments  are  purely  changes  in 


the  wording  and  do  not  in  any  way  change  the  effect  of  the 
existing  by-laws,  while  some  of  the  other  revisions  are  more 
or  less  important  and  should  be  understood  by  the  general 
meeting  in  order  to  enable  the  members  to  discuss  them 
intelligently. 

The  first  change  of  any  importance  is  in  section  18, 
in  which  the  provision  regarding  the  Papers  Committee 
is  changed  to  agree  with  section  21  which  provides  that  the 
Papers  Committee  shall  be  composed  of  the  Chairmen  of 
the  various  Branches. 

The  amendment  to  section  24  straightens  out  a 
difficulty  which  arose  through  last  year's  by-laws  not 
having  been  drafted  in  accordance  with  what  was  intended. 
The  important  clause  is  that  the  Annual  General  Meeting 
may  recommend  to  the  Council  the  appointment  of 
special  committees  and  that  such  recommendations  shall 
be  considered  by  the  Council  at  the  first  meeting  following 
the  Annual  General  Meeting.  That  was  the  intention  of 
the  original  by-law,  but  it  was  not  properly  drafted.  The 
idea  was  that  committees  should  not  be  appointed  at  an 
annual  meeting,  but  that  the  annual  meeting  should 
recommend  to  the  Council  the  appointment  of  committees 
and  that  the  committees  should  operate  under  the  direction 
of  Council  and  not  be  appointed  by  an  annual  meeting 
and  report  to  the  succeeding  annual  meeting.  The  new 
by-law  provides  that  special  committees  shall  perform  their 
duties  under  the  supervision  of  the  Council  and  shall 
report  to  the  Council. 

We  have  a  new  clause  regarding  the  adoption  of 
specifications.  We  have  been  free  and  easy  about  the 
adoption  of  specifications;  the  committee  could  bring  in 
a  report  and  some  one  could  make  a  motion  at  the  annual 
meeting  that  the  report  be  adopted  as  a  standard  of  The 
Institute  and  it  might  go  through  with  the  vote  of  a  very 
small  percentage  of  the  membership.  We  felt  that  the 
Institute  should  not  lend  its  name  to  specifications  unless 
the  membership  at  large  is  desirous  of  adopting  them. 
The  proposed  by-law  is  as  follows: 

"  Reports  of  Special  Committees  on  Speci- 
fications shall  be  issued  to  the  membership  after  pre- 
sentation to  the  Council,  and  shall  be  open  for 
discussion  by  all  members  for  a  sufficient  period. 
All  discussion  thereon  shall  be  forwarded  to  the 
Special  Committee  by  a  date  fixed  by  the  Council, 
and  the  Committee  shall  then  present  a  final  report 
to  the  Council,  which  report  shall  be  issued  to  the 
membership,  and  the  Council  shall  determine  whether 
it  shall  be  voted  upon  for  adoption  by  The  Institute. 
If  the  report  be  submitted  for  adoption,  the  Secretary 
shall  issue  a  letter-ballot  to  Corporate  Members  in  a 
form  prescribed  by  the  Council,  and  an  affirmative 
vote  of  two-thirds  of  all  valid  ballots  shall  be  neces- 
sary for  adoption.  The  ballot  shall  be  canvassed  by 
scrutineers  appointed  by  the  Council,  and  the  result 
of  the  voting  shall  be  announced  to  the  membership." 

The  next  important  amendment  is  with  regard  to  the 
annual  fees,  section  34,  which  have  been  changed  on 
account  of  the  new  by-law,  section  73,  providing  that  all 
members  shall  subscribe  for  The  Journal  of  The  Institute. 
That  had  to  be  done  in  order  to  make  our  position  clear  to 
the  Post  Office  Department,  and  the  fees  have  been 
reduced  from  $15  to  $13.     In  other  words,  the  fees  have 


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been  reduced  $2  right  through,  except  in  the  case  of  non- 
resident students,  who  have  paid  only  $2,  and  whose  fee 
has  been  reduced  to  $1. 

Then,  we  have  the  following  new  clause  in  section  38: 

'  The  Council,  upon  written  request  and  at  its 

discretion   may   exempt    from   further   payment   of 

annual  fees,  any  Corporate  Member  who  has  reached 

the  age  of  sixty-five  or  who  has  been  a  Corporate 

Members  for  thiry  years.  The  names  of  such  members 

shall  be  placed  on  a  'Retired  List.'  ' 

Then,   under   section   57,   it   is   provided   that   the 

Secretary  of  The  Institute  shall  each  year  transmit  to  each 

branch,   except   the  Montreal   Branch,   twenty-five   per 

cent  of  the  annual  fees,  instead  of  twenty  per  cent.     This 

is  on  account  of  the  change  with  regard  to  the  subscription 

and   the   $2  having  been   transferred   to    The  Journal. 

It  comes  out  almost  exactly  the  same  as  it  was  before. 

A  new  clause,  number  73,  is  introduced,  as  follows: 
"  Members  of  all  classes  shall  subscribe  for  The 
Journal  of  The  Institute,  and  the  subscription  shall 
be  payable  on  the  first  day  of  January  each  year. 

"  The  annual  subscription  for  The  Journal,  for 
members  of  The  Institute,  shall  be  Two  Dollars." 
In  accordance  with  our  existing  by-laws  these  pro- 
posals are  submitted  by  the  By-law  Committee  for 
discussion  at  the  Annual  General  Meeting  and  constitute 
the  report  of  the  Committee  appointed  by  the  Council 
on  the  Revision  of  By-laws. 

The  discussion  which  followed  showed  that  the 
present  report  was  a  compliment  to  the  men  who  drew  up 
the  revised  By-Laws  recommended  by  the  Committee 
on  Society  Affairs.  It  was  moved  by  Mr.  Francis,  seconded 
by  Professor  Haultain,  that  the  revised  By-Laws  as  sub- 
mitted be  endorsed  by  the  Annual  Meeting  and  referred  to 
the  Council  for  proper  action  in  accordance  with  existing 
By-Laws. 

The  President  announced  that  we  were  to  be  honored 
by  the  presence  of  His  Excellency  The  Governor  General 
of  Canada  at  luncheon,  and  requested  that  all  members  be 
seated  by  one  o'clock  except  those  who  were  to  sit  at  the 
head  table. 

Luncheon 

The  noon  luncheon  was  held  in  the  main  dining 
hall  of  the  Chateau,  there  being  about  two  hundred  and 
twenty-five  present,  at  which  it  had  been  planned  to 
have  addresses  from  His  Excellency  the  Duke  of  Devon- 
shire, Hon.  M.E.I.C.,  who  had  graciously  consented  to  be 
present  and  Alfred  D.  Flinn,  Secretary  of  the  Engineering 
Council  of  New  York,  who  had  kindly  come  to  speak  on 
international  co-operation. 

With  the  completion  of  the  meal  President  Vaughan, 
on  rising  voiced  the  pleasure  of  the  members  in  the  fact 
that  our  most  distinguished  Honourary  Member,  His 
Excellency  the  Governor  General  of  Canada,  representing 
our  King,  the  Head  of  the  Empire  for  which  the  overseas 
Dominion  had  done  such  splendid  work  in  the  past  had 
honored  The  Institute  with  his  presence.  He  referred 
briefly  to  the  part  which  our  members  had  taken  in  the 
War  and  quoted  some  of  the  figures  from  the  report  of 
the  Honor  Roll  Committee,  read  at  the  morning  Session, 


and  pointed  out  that  we,  as  engineers,  had  every  reason 
to  be  proud  of  the  part  Canadian  Engineers  had  taken  in 
the  War. 

His  Excellency  the  Duke  of  Devonshire,  K.G., 
G.C.M.G.,   G.C.V.O.,   Governor  General  of  Canada: — 

"Mr.  Chairman  and  Gentlemen:  I  know  that  you  are 
going  to  be  disappointed  if  you  expect  from  me  anything 
in  the  nature  of  a  technical  speech.  After  a  period 
approaching  thirty  years  of  political  parliamentary  life, 
I  think  I  have  safely  learned  the  lesson  that  when  one  is  in 
the  presence  of  experts  it  is  far  better  to  keep  one's  ears 
open  and  one's  tongue  silent.  But  I  do  wish  on  this  occasion 
to  offer  my  cordial  congratulation  to  this  great  Institute 
on  the  splendid  record  that  we  have  just  heard  from  the 
Chair,  of  the  magnificent  contribution  which  you  have  made 
to  the  personnel  which  is  really  responsible  for  the  splendid 
victory  which  we  are  now  celebrating — to  those  who  when 
the  moment  came  gave  up  everything  and  placed  them- 
selves at  the  service  of  their  King  and  their  country. 
And  in  what  has  been  accomplished  we  have  to  consider 
not  only  the  personnel,  not  only  the  men  who  took  their 
places  in  the  fighting  line,  but  also  the  magnificent  work 
which  has  been  done  throughout  the  length  and  breadth 
of  Canada;  and  here  you  are  still  deserving  of  the  highest 
possible  praise  and  congratulation. 

I  should  not  like  to  say  that  I  have  seen  more  of  the 
munition  factories  in  this  country  than  anybody  else, 
but  certainly  I  have,  during  the  two  years  and  three 
months  in  which  I  have  had  the  privilege  of  holding  the 
great  office  of  Governor  General  of  Canada,  had  oppor- 
tunities of  seeing  something  of  that  tremendous  work 
which  has  been  going  on  from  the  Atlantic  to  the  Pacific. 
Wherever  I  went  I  could  not  help  being  profoundly  im- 
pressed not  only  with  the  work  which  was  being  done,  but 
also  with  the  splendid  spirit  which  was  behind  it.  But 
quite  apart  from  the  results  which  have  been  obtained,  we 
have  learned  what  can  be  done  by  unity,  by  co-operation 
and  by  capacity  for  production. 

The  annual  production  which  you  are  so  largely 
responsible  for  has,  unfortunately,  during  the  last  four 
years  of  war,  been  mainly  directed  to  the  purposes  of 
destruction.  It  is  now  for  us  to  appreciate  to  the  full  the 
real  meaning  of  all  that  work.  We  have  seen  the  very 
best  brains,  the  very  best  knowledge,  applied  solely  for 
the  purpose  of  creating  something  capable  of  greater 
horror  and  greater  destruction  than  anything  of  which 
we  had  known  before.  But  now  we  have  to  turn  our 
attention  in  another  direction,  and  let  us  hope  that  never 
again  in  our  lifetime  or  in  the  lifetime  of  our  children's 
children  for  many  generations  will  skill,  capacity  and 
intelligence  be  directed  to  the  purposes  of  destruction 
rather  than  those  of  construction.  Certainly  in  Canada 
there  is  wonderful  opportunity  for  applying  these  forces 
now  to  the  purposes  of  construction.  Many  of  you  who 
are  intimately  acquainted  with  engineering  develop- 
ments in  this  great  Dominion  are  able  to  look  back  upon 
the  time — only  a  very  few  years  ago,  indeed — when  tasks 
which  are  now  accomplished  would  have  been  considered 
quite  impossible.  By  skill  and  by  intelligence  well 
applied,  these  wonderful  results  have  been  obtained. 

And  yet,  after  all,  it  is  but  a  commonplace  truism 
to  say  that  Canada  is  only  at  its  beginning;  that  what 


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171 


has  been  accomplished  in  the  past  is  but  an  indication,  an 
earnest,  of  what  can  be  accomplished  in  the  future.  We 
shall  have  many  difficulties  to  face,  but  by  bringing  to 
bear  upon  them  the  same  spirit  which  was  so  splendidly 
manifested  during  the  period  of  the  war,  we  can,  I  think, 
look  forward  with  confidence  to  the  future. 

At  this  moment  the  world  is  going  through  critical 
times.  After  the  vast  upheaval  which  has  shaken  society, 
to  its  very  foundations,  it  is  inevitable  that  only  after 
some  time  can  equilibrium  be  regained.  But  we  have 
learned  in  the  bitter  experience  of  war  what  can  be  accom- 
plished, and  you,  gentlemen,  in  your  individual  capacity, 
in  your  capacity  as  a  great  Institute,  are  able  to  help — 
I  do  not  mean  to  use  the  word  "  reconstruction,"  but  to 
help  in  rebuilding  these  great  industries  and  in  opening 
fresh  fields  and  pursuing  paths  of  further  constructive 
endeavour. 

You  have  a  record  of  service  rendered  during  these 
years  of  war  of  which  any  Institute  would  have  reason  to 
be  proud.  You  will  pass  that  position  down  to  future 
generations.  And  just  as  we  have  achieved  this  wonderful 
victory  in  time  of  war,  so  I  think  you  can  look  forward  with 
the  greatest  confidence  to  obtaining  even  greater  victories 
in  the  happier  times  of  peace  which  are  to  come." 

With  the  conclusion  of  the  Governor  General's 
address  President  Vaughan  introduced  Mayor  Harold 
Fisher,  of  Ottawa,  who,  on  behalf  of  the  City  of  Ottawa, 
tendered  a  welcome  to  the  Engineers  of  Canada  assembled 
in  annual  convention.  He  trusted  that  the  stay  in  Ottawa 
would  be  be  profitable  and  pleasant,  and  if  he  could  be  of 
any  service  he  would  be  glad  to  do  so. 

Alfred  D.  Flinn,  Secretary,  United  Engineering 
Council  was  then  introduced  by  Mr.  Vaughan,  who  stated 
that  engineers  were  striving  for  greater  recognition  and  that 
they  would  get  it.  In  United  States  the  great  engineering 
bodies  had  joined  forming  a  united  engineering  Council 
to  discuss  and  take  action  on  matters  affecting  the 
interests  of  engineers  throughout  the  country.  The 
Engineering  Council  has  a  membership  of  thirty  eight 
thousand.  In  this  country,  we  have  embraced  the  various 
branches  of  engineers  in  one  body.  It  was  a  pleasure  to 
have  Mr.  Flinn  with  us  and  to  call  upon  him  for  an  address. 

International  Affiliation 

In  opening  his  remarks  Mr.  Flinn  stated  that  it  gave 
him  much  pleasure  to  stand  before  an  audience  with  such 
a  record  and  to  give  expression  to  his  respect  and  admira- 
tion which  the  members  of  the  organization  which  he 
represented  felt  for  their  brother  engineers  in  Canada. 

Continuing,  Mr.  Flinn  said :  '  Affiliation  across  national 
boundaries,  like  close  association  within  any  nation,  and 
of  engineers,  like  affiliation  among  other  kinds  of  men, 
demands  intercourse  and  mutual  service.  Engineers  from 
the  Dominion  have  singly  and  in  groups  made  many  visits 
to  various  places  in  the  States  and  have  thus  engendered 
among  American  engineers  respect  and  fondness.  Your 
President  and  Secretary  have  come  among  us  and  we  like 
them.  Engineers  from  the  States  have  gone  into  the 
Dominion  and  have  received  such  warm  hospitality  that 
they  have  been  tempted  to  purchase  northbound  trans- 
portation more  frequently.  Let  this  pleasant  intercourse 
continue.    Be  assured  that  engineering  headquarters  in 


all  parts  of  the  States,  and  especially  "  grand  head- 
quarters "  in  New  York  are  ever  open  to  our  Canadian 
brothers. 

But  there  are  other  means  of  intercourse.  We 
cannot  all  travel,  nor  can  any  of  us  travel  as  frequently 
as  we  might  like.  Instead,  we  have  an  interchange  of 
messages  through  our  publications.  We  look  forward 
to  receiving  the  successive  issues  of  The  Journal  of  The 
Engineering  Institute  of  Canada  as  to  the  coming  of 
letters  from  friends.  Always  there  is  some  cordial 
message,  always  interesting  news  of  society  progress  and 
professional  work.  You  are  to  be  complimented  upon 
your  Journal. 

Exchanges  of  services  are  possible  between  us  in 
many  ways  large  and  small,  and  there  are  services  to  our 
great  profession  and  the  world  in  which  we  can  join. 
Engineering  Societies  Library  in  New  York,  with  its 
160,000  titles,  is  already  becoming  your  library  also,  and 
may  be  yours  to  the  extent  to  which  you  will  use  it. 
The  Engineering  Index  published  in  your  Journal  is  one 
way  in  which  the  Library  is  serving  you;  searches  and 
translations  are  others.  Its  doors  are  always  open  to 
visitors.  It  is  only  at  the  beginning  of  the  services  its 
Board  hopes  to  be  able  to  give  engineers. 

You  are  concerned  with  British  and  American  en- 
gineering standards  and  so  are  we;  therefore,  both whould 
work  together  for  the  establishment  of  standards  which 
because  of  their  Tightness  will  be  generally  honored. 
On  no  other  authority  can  any  standard  really  become 
established.  Both  of  us  are  interested  in  international 
engineering  standards  and  should  have  a  large  share  in 
fixing  them.  There  is  an  American  Engineering  Stand- 
ards Committee.  Why  should  it  not  collaborate  with  the 
corresponding  organization  in  Canada  ? 

There  are  international  engineering  problems  in 
which  both  you  and  we  have  an  interest.  Our  countries 
have  many  industrial  interests  in  common  also,  with  their 
problems.  Personal  acquaintance  among  engineers  on 
both  sides  of  the  border  will  aid  the  wise  and  fair  solution 
of  all  such  problems. 

Scientific  research  and  its  engineering  application 
concern  us  all.  Many  fields  of  research  are  common  to 
both  sides  of  the  invisible  boundary  which  separates  us 
politically.  Need  this  imaginary  line  prevent  co-operation 
in  research  between  your  organizations  and  our  Engin- 
eering Foundation  and  National  Research  Council  ? 
We  believe  not. 

There  is  another  group  of  interests — those  which 
affect  all  engineers  as  residents  in  a  community,  citizens 
of  a  country  and  members  of  a  profession — the  non- 
technical relations  among  engineering  societies  and 
between  engineers  and  government,  local  and  national. 
To  deal  with  these  matters  there  has  been  established  in 
the  States,  to  represent  engineers  in  all  branches  of  the 
profession,  Engineering  Council.  Many  of  its  activities 
are  of  common  concern  to  all  engineers  on  this  continent. 
There  is  nothing  in  its  constitution  to  prevent  engineering 
organizations  across  the  border  being  represented  upon  it 
and  sharing  in  its  work  and  benefits.  Are  not  Canadian 
engineers  interested  in  the  work  of  such  committees  as 
these:  Public  Affairs,  Water  Conservation,  Fuel  Con- 
servation, Reconstruction,  Engineering  Societies  Employ- 


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ment  Bureau  and  on  Licensing  of  Engineers  ?  Even 
committees  whose  spheres  are  national  in  the  immediate 
application  of  their  efforts,  indirectly  may  be  inter- 
nationally helpful.  Is  not  this  true  of  our  Patents  Com- 
mittee, National  Service  Committee  and  even  our 
Americanization  Committee  ? 

Engineering  Council  is  an  organization  of  national 
technical  societies  of  America,  created  to  provide  for 
consideration  of  matters  of  common  concern  to  engineers, 
as  well  as  those  of  public  welfare  in  which  the  profession 
is  interested  in  order  that  united  action  may  be  made 
possible.  Engineering  Council  now  has  as  its  member 
societies  the  American  Society  of  Civil  Engineers,  Ameri- 
can Institute  of  Mining  Engineers,  American  Society  of 
Mechanical  Engineers,  American  Institute  of  Electrical 
Engineers  and  American  Society  for  Testing  Materials, 
having  an  aggregate  membership  of  38,000.  Other 
national  technical  societies  are  eligible. 

Now,  as  to  international  affiliation,  it  seems  to  us 
quite  possible  that  The  Engineering  Institute  of  Canada 
should  be  in  some  way  associated  or  connected  with 
the  Engineering  Council.  It  may  not  be  convenient  or 
practicable  that  you  should  become  a  member  of  the 
Council  on  the  same  basis  as  the  American  societies  which 
have  been  named,  for  reasons  which  will  occur  to  you. 
But  it  seems  to  us  quite  feasible  that  The  Engineering 
Institute  of  Canada  and  the  Engineering  Council  should 
have  an  international  co-operative  committee — a  com- 
mittee on  which  both  bodies  may  have  members;  a  com- 
mittee of  interchange  of  good  fellowship,  of  information 
and  of  mutual  helpfulness.  At  least,  it  occurs  to  us 
that  would  be  a  good  tentative  step  with  which  to  begin 
our  active  and  formal  co-operation.  Then,  if  as  time  goes 
on  it  develops  that  further  services  may  be  performed  in 
common,  further  steps  in  the  development  of  mutual 
organization  may  be  undertaken  as  may  be  suggested  by 
you  or  by  us.  I  assure  you  that  there  is  in  our  midst  the 
heartiest  feeling  of  good  fellowship  towards  you  and  a 
desire  for  closer  co-operation  between  the  Engineers  of 
Canada  and  the  Engineers  of  the  United  States. 

I  wish  to  thank  you  for  the  very  pleasant  hours  that 
I  have  spent  with  you,  the  splendid  reception  which  has 
been  accorded  to  me,  and  for  the  honour  of  an  invitation 
to  be  with  you  at  your  successful  annual  meeting.  Let  me 
assure  you  again  that  my  appreciation  of  being  here  is  none 
the  less  hearty  because  I  must  leave  within  a  few  minutes 
to  continue  my  journey,  and  that  my  good  wishes  for 
the  successful  continuation  of  your  meetings  are  very 
genuine." 

The  proceedings  closed  with  the  singing  of  God  Save 
the  King. 

Afternoon  Session.    Tuesday  February  11th 

Emblem  of  the  Institute 

Continuing  the  business  of  the  afternoon  session 
President  Vaughan  asked  Mr.  Francis  to  enlighten  the 
meeting  regarding  the  emblem — and  in  response  Mr. 
Francis  announced  that  the  Committee  had  made  a 
unanimous  report  after  having  considered  a  great  number 
of  suggestions  and  after  considerable  discussion  in  Council. 
The  Committee  recommended  the  adoption  of  a  badge  in 


the  form  of  a  shield  so  long  in  use  and  suggested  that  the 
badge  should  be  of  metal  without  enamel,  gold  for  members 
silver  for  associate  members,  and  bronze  for  students  and 
juniors,  the  badge  to  be  issued  only  by  the  Secretary. 
The  back  of  the  badge  would  be  plain  and  numbered, 
the  number  to  be  registered  and  the  front  to  bear  the 
legend  that  was  approved  of  at  the  last  Annual  Meeting. 
'  The  Engineering  Institute  of  Canada,  founded  1887."  It 
was  further  suggested  that  the  die  work  should  be  of  the 
best  quality  obtainable  corresponding  to  the  last  issue  of 
American  coins,  and  the  recommended  design  illustrating 
a  beaver  and  containing  the  recommended  legend  was 
passed  around  for  the  inspection  of  the  members.  Mr. 
Francis  moved  the  adoption  of  the  design  submitted  with 
the  reservation  that  should  it  be  found  that  the  beaver 
shown  on  the  design  should  be  looking  in  the  opposite 
direction  the  Committee  was  quite  agreeable  to  have  it  so. 
The  motion  was  seconded  by  Mr.  Surveyer,  after  some 
discussion  regarding  heraldry.  In  the  discussion  that 
followed  it  was  stated  that  the  magnificient  specimen  of 
beaver  presented  to  The  Institute  by  S.  J.  Chapleau, 
M.E.I.C.,  formed  the  basis  of  the  designs  ubmitted.  A 
somewhat  lengthy  discussion  ensued  and  the  motion  was 
enlarged  to  include  the  carrying  out  of  the  details  of  the 
design  by  the  Council.     The  motion  was  carried. 

The  President  then  announced  that  the  meeting  would 
adjourn  until  four  o'clock  when  the  President's  address 
would  be  given.  In  the  morning  the  program  of  the 
business  meeting  would  be  continued  receiving  the  report 
of  the  Legislation  Committee,  the  report  of  the  Scrutineers 
and  the  nominations  to  the  Nominating  Committee  made 
by  the  various  Branches. 

President's  Address 

The  session  was  resumed  at  four  o'clock  with  Vice- 
President  Haultain  in  the  chair.  The  President  then 
delivered  a  remarkable  address  on  the  Manufacture  of 
Munitions  in  Canada  "  telling  in  intimate  detail  for  the 
first  time  the  part  played  by  this  country  in  the  production 
of  munitions  for  the  Allies,  commencing  with  the  condi- 
tions in  existence  prior  to  the  formation  of  the  original 
Shell  Committee  and  leading  on  through  successive  steps, 
with  details  of  the  products  manufactured ;  the  establish- 
ment of  the  Board  of  Munitions  and  the  growth  of  the 
industry  to  a  stage  where  the  output  represented  fifteen 
percent  of  the  disbursements  of  the  British  Ministry  of 
Munitions. 

This  address  with  many  illustrations  will  be  produced 
shortly  in  the  form  of  a  volume  of  transactions  of  The 
Institute. 

At  the  conclusion  of  the  address  there  was  thrown 
upon  the  screen  a  highly  interesting  series  of  views 
illustrating  the  different  phases  of  the  subject  so  exhaust- 
ively dealt  with  by  Mr.  Vaughan  during  the  course  of  his 
address,  including  different  types  of  shells,  fuzes,  plants, 
and  processes,  and  bringing  vividly  before  the  meeting 
the  initial  difficulties  that  had  to  be  overcome,  the  method 
by  which  problems  were  solved  and  the  enormous  propor- 
tion to  which  the  shell  industry  attained  before  the  signing 
of  the  Armistice.  The  illustrations  also  dealt  with  the 
manufacture  of  primers,  cordite,  nitro-cellulose,  T.N.T., 
fuzes  and  aeroplanes. 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


173 


The  Chairman  stated  that  all  had  listened  to  this 
remarkable  address  with  the  greatest  degree  of  interest 
and  pleasure  and  that  an  expression  of  appreciation 
would  be  in  order.  Col.  Leonard  moved  a  hearty  vote 
of  thanks  to  Mr.  Vaughan  for  his  magnificient  paper, 
which  will  form  a  valuable  record  for  all  time  to  come  of 
one  of  Canada's  great  achievements  in  the  war.  In 
seconding  the  motion,  Mr.  Tye  stated  that  Mr.  Vaughan 
during  his  occupancy  of  the  office  of  President  had  esta- 
blished a  new  high  water  mark  in  relation  to  the  amount  of 
work  he  had  done  and  the  efficiency  with  which  he  had  done 
it.     The  motion  was  adopted  unanimously. 

The  session  concluded  at  six  o'clock. 

Morning  Session,  Wednesday,  February  12th. 

The  meeting  was  called  to  order  at  ten  a.m.,  the 
President  Mr.  Vaughan  in  the  Chair.  The  Chairman 
asked  for  the  report  of  the  special  Legislation  Committee 
appointed  by  the  various  Branches  which  had  met  with 
a  view  to  making  recommendations  to  the  Annual  Meeting. 

The  report  of  the  special  Legislation  Committee  was 
in  the  form  of  a  motion  moved  by  J.  M.  Leamy, 
who  represented  the  Manitoba  Branch,  seconded  by  C.  C. 
Kirby,  representing  St.  John  Branch. 

Whereas  it  seems  that  the  wishes  of  the  majoirty  of 
the  members  and  of  the  Branches  of  The  Engineering 
Institute  of  Canada  are  that  provincial  legislation  should 
be  obtained  to  define  the  status  of  the  engineers  through- 
out Canada. 

Whereas  the  members  of  this  annual  meeting  are  of 
the  opinion  that  this  legislation  should  be  as  uniform  as 
possible  throughout  the  provinces. 

Be  it  resolved: 

That  a  special  Committee  be  formed,  composed  of  one 
delegate  appointed  by  each  branch  to  meet  at  headquarters 
before  the  15th  of  April,  1919,  to  draw  up  such  sample 
legislation  as  it  may  deem  necessary  and  advisable  in 
order  that  the  members  of  The  Institute  throughout  the 
different  provinces  may  ask  for  legislation  on  the  same 
uniform  basis. 

That  the  Secretary  be  instructed  to  call  the  first 
meeting  of  this  Committee. 

That  this  Committee  be  authorized  to  obtain  the 
necessary  legal  advice  on  the  matter. 

That  this  Committee  shall  submit  the  proposed 
legislation  to  the  Council  before  the  1st  of  May,  1919. 

That  the  Council  shall  then  ask  by  letter  ballot,  before 
the  1st  of  June,  1919,  the  opinion  of  all  the  members  of 
The  Institute  regarding  the  adoption  of  the  proposed 
legislation  prepared  by  the  said  special  Committee  of 
The  Institute. 

That  the  Council  be  authorized  to  pay  all  the  expenses 
of  this  Committee  and  of  each  delegate. 

That  the  Council  of  The  Institute  shall  report  the 
result  of  the  ballot  to  the  Branches,  and  if  the  vote  is 
favorable  to  legislation  the  Council  of  The  Institute  shall 
immediately  take  the  necessary  measures,  in  co-operation 
with  the  Branches,  to  have  such  legislation  enacted. 

This  resolution  evoked  the  most  prolonged  discussion 
of  any  subject  introduced  at  the  annual  meeting,  the 


discussion  hinging  principally  on  the  point  raised  by  the 
Chairman  that  in  passing  this  motion  the  power  of  veto 
was  taken  out  of  the  hands  of  Council  entirely.  The 
following  participated  in  the  discussion,  some  of  whom 
spoke  at  considerable  length,  Messrs.  Leamy,  Kirby, 
Decary,  Lambe,  Pearce,  Surveyer,  Dodwell,  Francis, 
Stead,  Haultain,  Mountain,  and  Col.  Leonard. 

It  was  pointed  out  that  the  position  of  this  Committee 
would  be  somewhat  similar  to  that  of  the  Committee  on 
Society  Affairs,  and  that  it  would  no  doubt  be  advised  by 
Council  individually  if  not  officially  in  its  work.  The 
opinion  was  unanimous  that  legislation  was  advisable  and 
should  be  sought  at  the  earliest  possible  moment.  The 
resolution  contained  in  the  motion  before  the  meeting 
provided  early  action.  It  also  involved  committing  The 
Institute  to  an  expenditure  of  several   thousand    dollars 

The  discussion  brought  out  the  fact  that  with  one  or 
two  exceptions  the  subject  has  not  yet  been  discussed, 
every  branch  has  gone  on  record  as  favoring  legislation. 
Strong  support  to  the  motion  was  given  by  a  number  of 
members  of  Council  and  special  representatives  from  the 
various  branches.  On  the  motion  being  put  to  the  meeting 
it  was  carried. 

Scrutineers  Report 

The  Secretary  read  the  Scrutineers  Report  as  follows: 
We  beg  to  report  that  the  following  have  been  elected  to 
office  for  the  current  year:  President,  Lieut. -Col.  R.  W. 
Leonard ;  Vice-Presidents,  Walter  J.  Francis  and  D.  O. 
Lewis;  Members  of  Council:  District  No.  1,  Sir  Alexander 
Bertram,  and  Arthur  Surveyer;  District  No.  2,  J.  E. 
Gibault;  District  No.  3,  Alexander  Gray;  District  No.  4, 
G.  Gordon  Gale;  District  No.  5,  W.  A.  McLean;  District 
No.  6,  W.  P.  Brereton;  District  No.  7,  G.  D.  Mackie  (for 
three  year  term) ;  A.  R.  Greig  (for  one  year  term) ;  District 
No.  8,  L.  B.  Elliot  (for  three  year  term),  F.  H.  Peters  (for 
one  year  term) ;  District  No.  9,  R.  W.  Maclntyre. 

Respectfully   submitted   by 
W.  Chase  Thomson, 
O.  Lefebvre, 

Scrutineers. 
P.S. — The  Auditors  report  is  returned  herewith. 
The  report  of  the  Scrutineers  was  adopted. 

New  President  Introduced 

In  introducing  Lieut. -Col.  R.  W.  Leonard,  Mr. 
Vaughan  stated  that  he  needed  no  introduction  as  his  long 
experience  and  his  reputation  both  as  a  civil  and  a  mining 
engineer  were  well  known.  It  gave  him  very  great 
pleasure  to  escort  the  newly  elected  President  Lieut. -Col. 
R.  W.  Leonard  to  the  chair.  Col.  Leonard  said:  Gentlemen, 
I  wish  to  thank  you  for  the  honor  which  has  been  conferred 
upon  me,  the  highest  honor  in  the  gift  of  the  engineering 
profession  in  Canada.  I  realize  that  the  work  of  my  pre- 
decessors, the  excellent  results  that  have  been  accom- 
plished in  this  part  of  the  Dominion,  including  Montreal, 
and  the  magnificient  work  the  Ottawa  Branch  has  done 
has  set  up  a  high  mark  of  efficiency,  which  it  is  going  to  be 
very  difficult  for  me  to  follow.  However,  we,  in  Ontario, 
shall  try  to  emulate  in  some  degree  the  work  that  has  been 
done  here  and  shall  try  to  hold  our  own  anyway.  I  thank 
you  very  heartily. 


174 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Nominating  Committee 

The  Secretary  announced  the  Nominating  Committee 
as  appointed  by  the  various  branches  which  constitutes 
the  Nominating  Committee  for  the  year  nineteen  nineteen. 

District  No.  1,  Montreal,  headquarters  of  The 
Institute,  and  all  members  resident  outside  of  Canada, 
H.  M.  MacKay,  A.  E.  Doucet. 

District  No.  2,  Province  of  Quebec,  Alex.  Fraser. 

District  No.  3,  Nova  Scotia,  New  Brunswick,  Prince 
Edward  Island,  J.  L.  Allan. 

District  No.  4,  Province  of  Ontario,  east  of  Lindsay, 
A.  A.  Dion. 

District  No.  5,  Province  of  Ontario,  west  of  Lindsay, 
G.  Hogarth,  H.  U.  Hart. 

District  No.  6,  Manitoba,  Guy  C.  Dunn. 


District  No.  7,  Saskatchewan,  O.  W.  Smith. 
District  No.  8,  Alberta,  A.  W.  Haddow,  S.  G.  Porter. 
District  No.  9,  British  Columbia,  Newton  J.  Ker, 
E.  G.  Marriott. 

The  Secretary  moved,  seconded  by  Geo.  A.  Mountain, 
that  the  above  named  constitute  the  Nominating  Com- 
mittee for  the  coming  year,  with  H.  M.  MacKay  as  Chair- 
man.   Carried. 

This  concluded  the  business  of  the  Annual  General 
Meeting  and  the  Chairman  announced  that  the  meeting 
would  immediately  proceed  with  the  general  professional 
meeting  and  called  upon  Capt.  R.  J.  Durley,  M.E.I.C., 
Chief  of  the  Division  of  Gauges  and  Standards,  Imperial 
Ministry  of  Munitions,  who  read  his  paper:  "  Standards 
in  Engineering." 


Standards  in  Engineering 


1.     Standardization. 


At  the  present  time  Canada  is  passing  through  a 
period  of  industrial  readjustment,  and  many  of  our 
manufacturers  are  endeavouring  to  change  over  from  the 
war  conditions  under  which  they  have  been  operating, 
to  a  state  of  affairs  under  which  it  is  anticipated  that 
competition  will  be  extremely  keen,  while  the  economic 
situation  for  some  time  to  come  will  hardly  lessen  the 
difficulties  under  which  they  are  working. 

It  is,  therefore,  felt  that  this  is  an  appropriate  time 
for  the  proceedings  of  The  Engineering  Institute  of  Canada 
to  contain  a  communication  drawing  attention  to  the 
increasing  importance  of  Engineering  Standardization, 
which  has  proved,  both  in  England,  and  in  the  United 
States,  to  be  one  of  the  most  powerful  influences  in  limiting 
costs  of  manufacture  and  facilitating  production,  not  only 
by  reducing  the  number  of  kinds  of  material,  or  patterns 
of  any  given  article,  which  have  to  be  manufactured  and 
kept  in  stock,  but  also  by  rendering  available  standard 
specifications  and  methods  of  construction. 

Mr.  Vaughan  in  his  Presidential  address  has  just 
given  a  very  complete  and  authoritative  account  of  the 
phenomenal  way  in  which  the  munitions  industry  of  this 
country  was  developed  during  the  past  four  years,  and 
has  made  it  clear  that  success  in  the  production  of  enor- 
mous quantities  of  such  highly  complex  and  accurately 
made  articles  as  Shell,  Fuzes  and  the  like,  could  never 
have  been  achieved  in  such  a  short  period  without  making 
the  most  complete  possible  use  of  the  aids  afforded  by 
standard  types  and  dimensions  and  standard  specifications 
for  material.  While  it  is  true  that  in  ordinary  commercial 
work  there  are  few  products  whose  manufacture  is  neces- 
sary in  such  gigantic  quantities  or  with  such  close  limits 
of  accuracy  as  in  the  case  of  munitions  of  war,  it  must  be 
admitted  that  similar  conditions  will  apply  in  many  cases 
during  peace  time,  and  that  the  country  which  first  and 
most  completely  seizes  and  utilizes  in  its  industries  the 
advantages  conferred  by  Engineering  Standardization 
will  have  a  corresponding  advantage  in  the  industrial  race 
which  has  now  to  be  run.  It  is  proposed  to  give  here  a 
brief  account  of  the  work  which  has  been  accomplished  in 
England  and  the  United  States,  and  the  commencement 
which  has  been  made  in  Canada. 


2.     Work  in  England. 

In  many  respects  standardization  in  engineering  work 
has  reached  its  fullest  development  in  England,  where  for 
the  past  seventeen  years  the  voluntary  efforts  of  an 
influential  body,  the  British  Engineering  Standards 
Committee  (now  the  British  Engineering  Standards 
Association)  have  been  unceasingly  directed  towards  its 
establishment.  The  origin  and  activities  of  the  British 
Engineering  Standards  Association  have  been  described 
in  many  publications,  among  which  may  be  mentioned 
The  "  James  Forrest  "  Lecture  of  the  Institution  of  Civil 
Engineers,  delivered  in  1917  by  the  late  Sir  John  Wolfe 
Barry;  and  recently  a  brief  but  excellent  paper  by  Mr. 
LeMaistre,  the  Secretary  of  the  British  Engineering 
Standards  Association,  presented  to  the  American  Society 
of  Mechanical  Engineers  at  its  New  York  meeting  in 
December,  1918. 

It  need  only  be  stated  here  that  the  British  En- 
gineering Standards  Association  is  a  semi-official  body 
composed  of  members  prominent  in  engineering  and  in- 
dustrial work,  nominated  by  such  bodies  as  the  great 
Technical  Societies  of  Great  Britain,  together  with  some 
representatives  of  the  large  purchasing  departments  of 
the  British  Government  and  certain  scientific  members. 
It  is  supported  by  voluntary  subscriptions  from  firms  and 
individuals  interested  in  the  engineering  industry  of  the 
country,  and  to  a  smaller  degree  by  a  Government  grant. 

It  is  important  to  note  that  the  British  Engineering 
Standards  Committee,  from  which  the  British  Engineering 
Standards  Association  has  developed,  was  founded  in 
1901,  at  which  time  an  urgent  need  was  felt  in  England 
for  the  replacement  of  the  many  existing  lists  of  sections 
of  structural  steel  by  a  single  standard  set,  as  up  to  that 
time  every  manufacturer  had  to  cut  rolls  in  accordance 
with  the  ideas  of  the  individual  purchaser  or  engineer  for 
whom  he  was  working.  The  same  situation  had  arisen  in 
the  case  of  tramway  and  railway  rails,  and  the  matter 
was,  therefore,  placed  in  the  hands  of  a  Committee 
appointed  at  the  instance  of  the  Institution  of  Civil 
Engineers,  and  having  as  its  members  persons  nominated 
not  only  by  that  Institution,  but  also  by  the  Institution 
of  Mechanical  Engineers,  the  Institution  of  Naval  Archi- 
tects, and  the  Iron  and  Steel  Institute.  These  bodies, 
with  the  Institution  of  Electrical  Engineers  which  came 


JOURNAL     OF     THE    ENGINEERING     INSTITUTE     OF     CANADA 


175 


in  later,  were  the  five  Institutions  which  have  supported 
the  Engineering  Standards  Committee.  From  its  very 
inception  the  work  of  the  Committee  continued  to  develop 
as  demand  arose,  and  it  rapidly  attained  greater  and 
greater  industrial  importance,  with  the  result  that  in  1918 
on  the  receipt  of  an  assurance  of  more  extended  Govern- 
ment support,  it  was  decided  to  incorporate  it  under  the 
name  of  the  British  Engineering  Standards  Association, 
and  establish  relations  with  branch  or  cognate  Com- 
mittees to  be  formed  in  various  parts  of  the  world. 

Inasmuch  as  some  misapprehension  exists  among 
engineers  as  to  the  way  in  which  engineering  standards 
arise  and  are  formulated,  it  will  be  well  here  to  outline 
the  system  adopted  by  the  British  Engineering  Standards 
Association,  which  has  gradually  grown  along  the  lines 
which  experience  has  proved  to  be  sound.  It  is  obvious 
that  if  some  official  body,  without  fully  consulting  the 
industry  concerned,  takes  upon  itself  to  promulgate  a 
set  of  rules  for  standardizing  a  certain  product,  and  if 
their  enforcement  is  attempted  by  employing  Govern- 
mental or  other  action,  thus  endeavouring  to  compel 
manufacturers  to  work  to  them,  failure  is  inevitable. 
To  ensure  success  and  general  acceptance,  rules  for 
standardization  must  be  developed  with  the  desire  and 
assistance  of  the  persons  concerned  in  the  manufacture  and 
purchase  of  the  articles  for  which  it  is  needed,  and  the 
standards  must  be  good  and  practical.  Standardization 
in  fact  is  primarily  a  commercial  rather  than  a  scientific 
question. 

The  guiding  principles  which  have  been  adopted  by 
the  British  Engineering  Standards  Association  since  the 
beginning  of  its  work  provide  fully  for  the  aspect  of  the 
case,  and  they  are  so  definite  and  reasonable  that  no 
excuse  is  needed  for  quoting  them  here.  They  may  be 
summarized  as  follows: — 

(a)  The  different  interests  of  producers  and  pur- 
chasers must  be  fully  considered.  This  result  is  accom- 
plished by  the  appointment  of  a  special  sectional  com- 
mittee to  deal  with  each  subject  brought  up,  the  members 
of  such  a  Sectional  Committee  comprising  engineers  who 
are  familiar  with  the  subject,  manufacturers  actually 
engaged  in  production,  and  representatives  of  the 
chief  users  of  the  article  under  consideration,  the 
whole  under  the  chairmanship  of  a  member  of 
the  main  committee  of  the  Association.  It  should 
be  particularly  noted  that  members  of  such  a 
sectional  committee,  while  appointed  with  the  approval 
of  the  main  committee,  are  not  necessarily  members  of  it, 
It  is  arranged  in  each  particular  case  to  secure  the  services 
of  the  men  having  the  best  possible  qualifications,  whether 
technical,  scientific  or  commercial. 

(b)  As  the  movement  is  purely  a  voluntary  one  and  in 
the  interests  of  producers  and  consumers  alike,  all  are 
asked  to  give  their  services  gratuitously. 

(c)  The  Association  only  undertakes  to  deal  with  any 
subject  when  a  demand  for  its  services  is  received.  Thus 
the  Association  does  not  take  up  subjects  of  its  own 
initiation,  but  in  order  to  meet  recognized  wants. 

(d)  The  Association  is  not  a  testing  authority,  its 
work  being  to  set  up  and  formulate  the  standards  desired, 
leaving  it  to  the  purchaser  to  satisfy  himself  as  to  whether 
or  not  the  material  supplied  to  him  complies  with  the 


standard  requirements.  Any  experimental  or  scientific 
investigation  necessary  in  connection  with  the  Associa- 
tion's work  is  carried  out  by  the  National  Physical  Labora- 
tory. 

(e)  It  is  important  to  provide  for  the  effect  of 
changing  industrial  or  scientific  conditions.  Thus  all 
standards  formulated  are  subject  to  periodical  revision, 
so  that  improvements  can  be  incorporated  at  any  time  as 
experience  dictates. 

The  British  Engineering  Standards  Association  since 
its  formation  in  1901  has  expended  approximately  £51,000 
sterling,  and  its  list  of  published  standards  and  specifica- 
tions covers  upwards  of  sixty  subjects,  a  list  of  some  of 
which  is  attached  as  Appendix  I.  The  Association  now 
has  some  160  Committees,  Sub-Committees  and  Panels, 
dealing  under  its  central  authority  with  standards  relating 
to  practically  the  whole  field  of  engineering;  and  as  Mr. 
LeMaistre  says,  "  for  many  years  past,  the  British 
Engineering  Standards  Association,  as  it  is  now  called, 
has  provided  the  neutral  ground  upon  which  the  producer 
and  the  consumer,  including  the  technical  officers  of  the 
large  spending  departments  of  the  Government  and  the 
great  Classification  Societies,  have  met  and  considered 
this  subject  of  such  vital  interest  to  the  well-being  of  the 
engineering  industry  of  the  country." 

It  is  interesting  to  note  that  a  very  large  increase  in 
the  Association's  activities  took  place  during  the  war,  one 
of  the  most  conspicuous  instances  being  its  work  in  con- 
nection with  the  recent  immense  development  of  the  air- 
craft industry  in  England.  During  the  first  two  years  of 
the  war,  when  every  effort  was  being  made  in  England  to 
obtain  a  supply  of  serviceable  aircraft,  it  was  impossible 
to  pay  much  regard  to  uniformity  of  specification,  for  the 
industry  was  in  such  a  fluid  condition  that  only  the 
beginnings  of  standardization  could  be  dealt  with;  but 
later  when  a  much  larger  programme  was  being  embarked 
upon,  and  when  the  Department  of  Aircraft  Production 
had  been  fully  organized,  the  Ministry  of  Munitions 
placed  in  the  hands  of  the  British  Engineering  Standards 
Association  the  whole  duty  of  preparing  standard  specifi- 
cations for  aircraft  materials.  We  have  here  an  example 
of  the  fact  that  standardization,  if  properly  carried  out, 
does  not  cramp  or  limit  the  efforts  of  the  designer.  No 
attempt,  for  instance,  was  made  in  this  case  to  impose  upon 
aircraft  builders  any  limitation  of  their  freedom  in  design 
or  in  individual  methods  of  construction ;  but  it  is  safe  to 
say  that  had  each  of  these  manufacturers  been  allowed  to 
work  to  his  own  ideas  as  regards  the  particular  qualities 
of  the  materials  to  be  employed  by  him,  production  would 
have  been  much  delayed  by  reason  of  the  difficulty  of 
obtaining  such  materials,  many  varieties  of  which  would 
have  differed  only  in  unimportant  details. 

As  another  example  of  the  special  war  activity  of  the 
Association,  it  may  be  mentioned  that  its  services  were 
called  for  in  connection  with  the  building  of  standard 
ships,  the  total  number  of  standard  sections  of  rolled 
steel  used  in  ship-building  by  the  Mercantile  Section  of  the 
Admiralty  having  been  reduced  to  eight,  selected  from  the 
British  Standard  list,  and  important  work  having  also 
been  done  in  unifying  the  testing  requirements  of  the  three 
great  Marine  Classification  Societies  and  of  the  Board  of 
Trade,  so  as  to  facilitate  classification. 


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It  is  understood  that  the  Association's  Sectional  Com- 
mittee dealing  with  this  subject  is  now  taking  up  many 
points  in  greater  detail,  especially  as  regards  marine 
machinery,  and  it  is  expected  that  considerable  progress 
will  be  made  along  these  lines,  especially  in  connection 
with  auxiliary  machinery,  accessories  and  fittings.  It  is 
thus  hoped  that  in  England  much  of  the  experience  gained 
during  the  war  in  the  construction  of  standard  ships  and 
their  machinery  will  be  applied  with  advantage  in 
reducing  the  cost  of  marine  work  done  on  a  post-war  basis, 
by  making  it  possible  to  produce  in  quantity  many  of  the 
items  in  ship  and  engine  construction  which  in  the  past 
have  been  designed  and  made  individually  by  each  ship- 
builder and  marine  engineer. 

Many  other  examples  might  be  given,  but  those 
mentioned  will  suffice  to  give  an  idea  of  the  wide  scope  and 
effective  results  which  have  characterized  the  work  of  the 
Association. 

Its  publications,  which  are  of  great  technical  value, 
are  accessible  to  the  public,  as  they  can  be  purchased  at  a 
nominal  price.  Arrangements  are  being  made  for  the 
maintenance  of  a  stock  of  these  documents  in  Canada,  so 
that  their  data  will  be  readily  available  here. 

3.  Engineering  Standardization  in  the   United  Stales. 

In  the  United  States  the  development  of  engineering 
standardization  has  taken  place  along  quite  different  lines 
from  those  which  have  obtained  in  England,  and  much 
progress  has  been  made,  although  a  central  standardizing 
body,  the  American  Engineering  Standards  Committee, 
has  only  been  formed  within  the  last  few  months.  While 
the  formulation  of  engineering  standards  in  the  United 
States  has  hitherto  been  the  more  or  less  independent  work 
of  the  various  technical  societies,  many  of  the  resulting 
standards  have  attained  nation-wide  acceptance. 

The  work  in  standardization  done  by  the  American 
Institute  of  Electrical  Engineers  is  perhaps  the  best 
known  and  far-reaching  in  its  effects.  The  American 
Institute  of  Electrical  Engineers  commenced  work  in 
1898  and  now  has  thirty-four  Sub-Committees  dealing 
with  all  phases  of  electrical  work.  In  March,  1915, 
representatives  from  this  Committee  visited  England,  and 
the  result  of  this  Anglo-American  co-operation  has  been 
that  certain  standardization  rules  for  electrical  work  in 
both  countries  are  identical  in  a  number  of  essential  points. 

In  1902  the  American  Society  of  Mechanical  Engin- 
eers appointed  a  Committee  to  deal  with  the  standard 
proportions  desirable  for  machine  screws,  and  in  later 
years  Committees  have  been  appointed  by  that  Society 
to  deal  with  such  questions  as  engine  tests,  standard 
specifications  for  the  construction  of  steam  boilers,  and 
various  points  in  connection  with  the  testing  of  materials. 

The  latter  subject,  has,  however,  been  more  com- 
pletely dealt  with  by  the  American  Society  for  Testing 
Materials,  which  has  a  total  membership  of  about  one 
thousand,  and  has  thirty-eight  standing  Committees 
dealing  with  tests  and  standard  specifications  for  iron, 
steel,  copper,  bronze,  cement,  road  materials,  coal 
and  many  other  items. 

A  fourth  and  younger  body  which  has  been  very  active 
is  the  Society  of  Automotive  Engineers,  whose  Standardi- 
zation Committees  have  very  largely  dealt  with  Auto- 


mobile work.  They  originated  the  well  known  and  widely 
accepted  S.  A.  E.  System  of  fine  screw  threads,  and  their 
work  has  recently  undergone  considerable  development  in 
connection  with  Aircraft  and  Aero  Engine  Standardiza- 
tion. The  S.  A.  E.  issue  not  only  standard  specifications 
and  dimensions,  but  also  documents  embodying  their 
"  recommended  practice." 

Finally,  attention  should  be  drawn  to  the  very  active 
part  which  has  been  taken  by  the  United  States  Govern- 
ment in  connection  with  Engineering  Standardization. 
The  Bureau  of  Standards  at  Washington  is  organized  along 
lines  somewhat  different  from  those  of  the  National 
Physical  Laboratory  in  England,  and  has  been  very 
liberally  supported  by  the  United  States  Government. 
The  Bureau  was  established  in  1901,  at  first  as  a  develop- 
ment of  the  then  Bureau  of  Weights  and  Measures,  but  its 
activities  have  so  widened  and  increased  that  in  1916 
nearly  two  million  dollars  were  expended,  and  it  deals 
with  a  great  variety  of  matters.  Besides  carrying 
on  through  its  many  departments  a  vast  amount  of 
Industrial  and  Scientific  Research,  the  Bureau  of  Stand- 
ards has  within  the  last  few  years  dealt  with  many 
questions  of  industrial  Standardization,  particularly  in 
matters  having  regard  to  public  safety;  for  example,  in 
formulating  safety  codes  for  various  kinds  of  structural 
work.  It  has  prepared  and  issued  standard  cement  speci- 
fications, and  has  prescribed  standard  definitions  and 
methods  of  test  for  a  number  of  other  important  products, 
such  as  gasoline. 

Quite  recently  the  United  States  Government  has 
itself  entered  more  definitely  upon  the  field  of  Engineering 
Standardization,  the  Senate  having  appointed  a  Screw 
Threads  Commission,  with  instructions  to  report  on  a 
revised  system  of  screw  threads  for  the  United  States,  the 
Senate  having  directed  that  the  findings  of  this  Commis- 
sion should  be  adopted  by  all  departments  of  the  United 
States  Government. 

It  will  thus  be  seen  that  while  in  Great  Britain 
Engineering  Standardization  has  been  from  the  first  in 
the  hands  of  one  central  voluntary  Association  operating 
with  the  support  of  the  Technical  Societies,  the  various 
industrial  interests  and  the  British  Government,  the 
corresponding  work  in  the  United  States  has  been  done 
through  the  more  or  less  independent  activities  of  the 
various  Technical  Societies,  the  Bureau  of  Standards  and 
the  Government  itself.  It  is  understood  that  the  Ameri- 
can Engineering  Standards  Committee  which  has  just 
been  formed,  has  as  its  primary  object  the  co-ordination 
of  all  these  efforts  so  as  to  avoid  overlapping,  and  to  make 
the  results  of  the  work  of  various  bodies  available  as  truly 
national  standards. 

4-  Standardization  in  Canada. 

One  purpose  of  this  paper  is  to  inform  the  engineering 
profession  in  Canada  regarding  the  promising  commence- 
ment which  has  been  made  in  connection  with  Engineering 
Standardization  here.  The  movement  was  actually 
initiated  in  November,  1917,  by  a  communication  from 
the  then  British  Engineering  Standards  Committee,  which 
was  transmitted  to  the  Canadian  Government  through  •  | 
the  British  Government,  which  pointed  out  the  desirability 
of  the  formation  of  a  Standards  Committee  in  Canada, 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


177 


and  which  naturally  had  regard  primarily  to  the  advant- 
ages of  establishing  close  relations  between  such  a  body 
and  the  corresponding  body  in  England.  As  a  result  the 
nomination  of  a  Canadian  Engineering  Standards  Com- 
mittee was  placed  by  Sir  Joseph  Pope  in  the  hands  of 
the  Administrative  Chairman  of  the  Honorary  Advisory 
Council  for  Industrial  and  Scientific  Research,  with  the 
co-operation  of  a  number  of  prominent  members  of  the 
engineering  profession.  The  Committee  thus  formed 
included  twenty-five  members  under  the  Chairmanship 
of  Sir  John  Kennedy.  Of  this  number,  eight  members 
may  be  regarded  as  in  a  sense  representing  the  Manu- 
facturers' Association  of  Canada,  two  the  Canadian 
Mining  Institute,  and  four  The  Engineering  Institute  of 
Canada,  while  the  remainder  represent  the  various  Depart- 
ments of  the  Canadian  Government,  including  those  of 
Inland  Revenue,  Interior,  Marine,  Militia,  Public  Works, 
and  the  Advisory  Research  Council.  A  list  of  the  original 
members  of  the  Canadian  Engineering  Standards  Com- 
mittee is  attached  as  Appendix  II,  and  it  will  be  seen  that 
approximately  two  thirds  of  the  number  were  members  of 
The  Engineering  Institute  of  Canada. 

At  the  very  commencement  of  the  work  of  the 
Committee  it  was  felt  that  its  activities  should  be  chiefly 
directed  to  the  consideration  of  those  questions  of  Engin- 
eering Standardization  which  particularly  affect  Canada, 
while  at  the  same  time  maintaining  close  relations  with 
the  British  Engineering  Standards  Association.  It  was 
agreed  that  the  guiding  principles  to  be  adopted  in  the 
Committee's  work  should  be  those  which  have  proved 
so  satisfactory  in  dealing  with  similar  problems  in  Great 
Britain,  and  that,  further,  every  effort  should  be  made  by 
the  Committee,  while  acting  as  the  body  authorized  to 
represent  the  British  Engineering  Standards  Association 
in  Canada,  to  make  more  widely  known  to  Canadian 
engineers  and  manufacturers  the  excellent  work  which 
has  been  accomplished  in  England.  The  exceptional 
situation  of  Canadian  industries,  with  their  standards 
partly  British  and  partly  American,  makes  the  co-opera- 
tion of  the  Canadian  Committee  especially  important  in 
cases  where  agreement  is  sought  between  the  standards 
of  the  British  Empire  and  those  of  the  United  States. 

In  carrying  out  the  work  outlined  above  it  will  be  the 
object  of  the  Canadian  Engineering  Standards  Committee, 
like  that  of  the  similar  organization  in  Great  Britain,  not 
to  attempt  to  impose  standards  upon  manufacturers  and 
others,  but  to  meet  industrial  requirements  by  arranging 
for  the  selection  of  the  best  standard  designs  and  dimen- 
sions and  their  modification  whenever  necessary,  so  as  to 
insure  their  general  adoption.  At  the  urgent  request  of 
the  British  authorities,  and  in  order  that  Canadian  repre- 
sentatives might  proceed  to  England  to  attend  conferences 
on  those  subjects,  the  Canadian  Engineering  Standards 
Committee  last  spring  appointed  two  Sectional  Sub- 
Committees,  the  first  on  Screw  Threads,  and  the  second  on 
Aeroplane  Parts.  These  Sub-committees  will,  of  course, 
include  in  their  membership  as  may  be  found  desirable, 
representatives  of  the  industries  concerned.  The  special 
problems  arising  in  connection  with  Aircraft  Standardi- 
zation are  dealt  with  later  in  this  paper. 

The  bulk  of  the  work  accomplished  by  the  Canadian 
Engineering  Standards  Committee  during  the  past  six 
months  has  thus  been  in  connection  with  Screw  Threads 


and  Aircraft  Parts,  delegates  having  been  sent  to  England 
to  represent  the  Committee  at  the  Conference  held  in 
London  at  the  invitation  of  the  Ministry  of  Munitions  in 
April,  1918,  on  Screw  Thread  Standardization,  and  at  the 
meeting  of  the  International  Aircraft  Standards  Com- 
mission held  in  London  in  October  last.  Considerable 
progress  has  also  been  made  with  the  organization  of  the 
Committee  in  other  directions.  The  formation  of 
additional  Sectional  Committees  so  that  meetings  can 
at  once  be  held  whenever  need  arises,  has  been  arranged 
for  in  connection  with  the  following  subjects:  Cement, 
Bridges  and  Building  Construction,  Aircraft  Parts  and 
Materials,  Pipe  Flanges,  Rope  Pulley  Grooves,  Electrical 
Standards,  Iron  and  Steel  Sheets,  Wire  Ropes,  Sections 
and  Tests  for  Materials  used  in  Ships,  etc.,  Road  Mater- 
ials, Notched  Bars,  etc.,  Cast  Iron  Pipes,  Vitirified  Pipes, 
Rails,  Automobile  Parts,  Locomotives,  Machine  Parts, 
Gauging,  etc.,  and  Railway  Rolling  Stock. 

An  application  is  now  before  the  Government* 
asking  for  the  incorporation  of  the  Committee  under 
the  name  of  the  Canadian  Engineering  Standards  Associa- 
tion, this  incorporation  being  desirable  in  order  to  define 
the  status  of  the  body,  and  to  give  it  a  clearly  recognized 
position.  It  is  proposed  also  to  modify  somewhat  the 
consitution  of  the  Main  Committee,  so  as  to  widen  the 
scope  of  the  Association. 

During  the  year  1918  the  work  of  the  Committee  was 
brought  to  the  attention  of  the  Canadian  Government,  and 
a  grant  of  $3,000  was  made  through  the  Advisory  Council, 
on  the  condition  that  the  sum  named  would  be  payable 
when  and  as  equivalent  contributions  were  received  from 
Technical  Societies  and  industrial  bodies  interested  in 
the  work  of  the  Committee.  It  is  gratifying  to  note  that 
although  during  the  first  few  months  the  Committee's 
activities  have  necessarily  been  confined  largely  to  organi- 
zation work  and  to  the  sending  of  delegates  to  the  Con- 
ventions already  mentioned,  there  is  every  prospect  that 
the  full  amount  of  the  Government  grant  for  1918  will  be 
rendered  available,  by  reason  of  the  prompt  response  of  the 
industrial  interests  to  the  appeal  which  has  been  made  to 
them. 

As  regards  the  future  of  the  Association,  an  applica- 
tion for  a  continuation  of  and  increase  in  the  Government 
grant  under  similar  conditions  has  been  made,  and  on 
receipt  of  the  favourable  reply  which  is  anticipated,  the 
services  of  a  Secretary,  giving  his  whole  time  to  the  work 
of  the  Association  will  be  secured,  and  the  Association  will 
be  prepared  to  deal  with  the  various  questions  of  Stand- 
ardization which  have  already  been  suggested  to  it  as  now 
claiming  attention.  Under  these  circumstances  experience 
will  soon  indicate  whether  the  engineering  industry  in 
Canada  under  "  post-war  "  conditions  will  be  able  to 
show  such  healthy  development  along  modern  lines  as  will 
enable  the  Canadian  Engineering  Standards  Association  to 
demonstrate  more  fully  its  usefulness  and  the  necessity  for 
its  existence. 

J.  International  Standardization. 

This  paper  would  be  incomplete  without  some 
reference  to  International  Engineering  Standardization 

*Since  the  time  of  writing,  the  incorporation  has  been  accomplished. 


178 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


and  the  principal  bodies  which  have  so  far  been  concerned 
with  it. 

(a)  Of  these  perhaps  the  earliest  was  the  International 
Association  for  Testing  Materials,  which  dealt,  however, 
primarily  with  the  unification  of  standard  methods  for 
physical  tests  of  materials,  and  the  comparison  of  results 
obtained  by  the  divergent  methods  in  use  in  different 
countries.  The  Commission  was  initiated  in  Germany 
in  1884,  and  a  number  of  congresses  have  been  held,  the 
sixth  of  which  took  place  in  1912  in  New  York.  The 
congresses  of  this  Association  are  open  to  all,  but  their 
findings  are  not  binding  upon  anybody,  and  merely  serve 
to  express  the  opinion  of  the  majority  present.  The  work 
of  this  organization,  however,  has  no  doubt  had  considera- 
able  influence  in  encouraging  uniformity  of  testing 
methods. 

(b)  The  International  Electro-Technical  Commssion 
was  formed  in  1906,  and  its  establishment  was  originally 
due  to  the  efforts  of  Col.  Crompton,  a  member  of  the 
British  Engineering  Standards  Committee.  This  Com- 
mission is  composed  of  a  number  of  national  committees, 
each  enjoying  in  greater  or  less  degree  the  support  of  its 
own  Government,  and  has  performed  valuable  work  in 
connection  with  the  question  of  an  international  basis  of 
comparison  for  the  rating  of  electrical  machinery.  The 
work  of  this  body,  as  well  as  that  of  the  International 
Association  for  Testing  Materials,  has,  of  course,-  been 
greatly  interrupted  by  the  war. 

(c)  International  Standardization  as  Regards  Aircraft 
Parts    and    Accessories. 

The  Standardization  of  Aircraft  Materials  and  Parts 
formed  one  of  the  earliest  and  most  important  pieces  of 
war  work  undertaken  by  the  British  Engineering  Standards 
Association,  and  was  taken  up  when  a  request  was  re- 
ceived in  June,  1917,  from  the  Society  of  British  Aircraft 
Constructors,  asking  for  the  formation  of  a  Sectional  Com- 
mittee for  Standardization  in  this  matter.  Such  a 
Sectional  Committee  was  at  once  appointed,  and  com- 
menced work  in  August,  1917.  Experience  with  military 
aircraft  under  the  conditions  obtaining  in  France,  where 
the  air  forces  of  several  countries  were  co-operating,  soon 
indicated  the  need  for  a  certain  measure  of  International 
Standardization,  not  as  regards  the  details  of  aircraft 
construction  in  general,  but  in  connection  with  such  points 
as  affect  the  utilization,  by  the  aircraft  of  one  country,  of 
spare  parts,  accessories  and  instruments  belonging  to  the 
aircraft  of  another  nationality.  To  take  two  examples 
only,  the  desirability  of  a  standard  series  of  dimensions 
for  the  size  and  spacing  of  the  holes  in  the  wooden  hubs  of 
propellers  became  evident;  and  it  was  further  obvious  that 
a  great  saving  of  time  and  expense  would  result  if  Allied 
agreement  could  be  reached  on  the  question  of  standard 
specifications  for  aircraft  materials,  so  that  materials 
purchased  in  one  country  to  the  Government  specifica- 
tions ruling  there  would  be  at  once  acceptable  for  a  similar 
purpose  in  Government  work  in  another  country. 

With  objects  of  this  kind  in  view,  an  invitation  was 
forwarded  by  the  British  Engineering  Standards  Associa- 
tion to  a  number  of  representative  authorities  in  the 
United  States,  including  the  U.  S.  Aircraft  Board,  the 
U.  S.  Bureau  of  Standards,  the  U.  S.  Navy  Department, 
the  U.  S.  War  Department,  the  American  Aircraft  Manu- 


facturers' Association,  the  Society  of  Automotive  En- 
gineers, the  American  Society  of  Mechanical  Engineers, 
and  the  American  Society  for  Testing  Materials,  asking 
that  their  delegates  might  proceed  to  England  to  attend 
an  Aircraft  Standardization  Conference  to  be  held  early 
in  1918.  This  Conference  took  place  in  London  in  March, 
and  was  attended  by  fourteen  American  representatives. 
It  considered  briefly  the  differences  in  British  and  Ameri- 
can Aircraft  practice  in  rgard  to  a  great  number  of  topics, 
such  as: — Nomenclature,  Timber,  Ply  wood,  Glue,  Pro- 
pellor  Hubs,  Electrical  Parts,  Instruments,  Ball  and  Roller 
Bearings,  Sparking  Plugs,  Magnetos,  Wheels  and  Tires, 
Structural  Tubing,  Rigging,  Rubber,  Dope,  Fabric,  and 
Steels;  and  the  American  delegates  left  for  the  United 
States  with  the  understanding  that  a  further  conference 
would  be  called  together  in  a  few  months,  and  that  in  the 
meantime  everything  possible  would  be  done  to  prepare  the 
ground  for  an  agreement. 

As  a  result  of  the  Anglo-American  Conference  just 
described,  and  at  the  wish  of  the  Ministry  of  Munitions, 
it  was  decided  that  the  various  Allied  Governments  should 
be  approached  with  a  view  to  the  constitution  of  an 
International  Aircraft  Standards  Commission,  primarily, 
of  course,  as  a  war  measure,  but  looking  also  to  the  inter- 
national questions  which  are  bound  to  arise  in  connection 
with  commercial  aviation.  An  Organization  Committee 
under  the  Chairmanship  of  Sir  Henry  Fowler,  Assistant 
Director  General  of  Aircraft  Production,  drew  up  a  tenta- 
tive constitution,  under  which  it  was  suggested  that  this 
Commission  should  be  composed  of  a  number  of  separate 
National  Committees,  resembling  in  this  respect  the 
International  Electro-Technical  Commission.  In  the 
case  of  those  countries  having  National  Standards  Com- 
mittees it  was  felt  that  their  respective  Sectional  Com- 
mittees on  Aircraft  Parts  would  naturally  be  selected  as 
the  National  Committees  representing  each  country  on 
the  International  Aircraft  Standards  Commission.  The 
organization  of  the  Commission  proceeded  on  this  basis, 
and  its  first  plenary  meetings  were  held  in  London  in 
October,  1918,  which  the  writer  attended  as  one  of  the 
Canadian  delegates.  The  countries  represented  were 
Great  Britain,  Canada,  France,  Italy  and  the  United 
States,  the  scheme  of  organization  was  fully  worked  out, 
and  a  Constitution  formally  agreed  upon  (subject,  of 
course,  to  ratification  by  the  various  Governments),  after 
which  the  Commission  proceeded  to  consider  in  detail  a 
number  of  the  points  in  connection  with  which  the 
necessity  for  International  Standardization  had  been 
suggested.  International  Advisory  Committees  were 
appointed  to  deal  with  these  questions,  and  it  was  arranged 
that  their  reports  should  be  considered  at  the  next  Plenary 
Meeting  of  the  Commission,  to  be  held  in  Paris  some  time 
in  1919. 

It  is,  of  course,  possible  that  the  changed  conditions 
which  have  arisen  since  the  Commission  met  will  result  in 
some  temporary  diminution  of  its  activities,  but  its  for- 
mation and  organization  is  a  very  gratifying  indication 
of  the  possibilities  for  future  International  co-operation 
in  aircraft  work. 

(d)   International  Screw   Thread  Standardization.       ¥ 

During  the  war  the  problem  of  obtaining  in  large 

quantities  a  supply  of  interchangeable  screws  assumed 

considerable  importance,  and  it  soon  became  evident  that 


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179 


if  a  system  of  screw  threads  could  be  obtained  which  would 
meet  the  requirements  of  two  or  more  of  the  Allied  coun- 
tries, the  supply  of  munitions  would  be  greatly  simplified. 
Much  elaborate  work  in  connection  with  Screw  Thread 
Standardization  had  already  been  done  in  England,  the 
British  Engineering  Standards  Committee  having  issued 
as  early  as  1907  their  report  Number  38  on  "  Standard 
Systems  of  Limit  Gauges  for  Screw  Threads."  In  France 
the  Societe  d'Encouragement  pour  1' Industrie  Nationale 
appointed  a  Committee  in  1891  for  the  Standardization  of 
Screw  Threads,  as  a  result  of  which,  and  of  an  Interna- 
tional Congress  held  at  Zurich  in  1898,  the  Metric  "  Sys- 
teme International  "  was  decided  upon.  The  Systeme 
International  has,  however,  not  as  yet  received  very  wide 
acceptance  outside  of  France. 

The  French  have  also  given  considerable  attention 
to  the  International  Standardization  of  Pipe  Threads, 
and  some  progress  was  made  in  the  direction  of  an  Inter- 
national system  of  pipe  threads  in  1914  at  a  Paris  Congress, 
upon  which  France,  the  United  States,  Switzerland,  Ger- 
many, Italy  and  Great  Britain  were  represented.  The 
work  of  this  Congress  was,  however,  not  completed  before 
the  outbreak  of  the  war. 

It  was  felt  in  England  that  no  agreement  regard- 
ing the  International  Standardization  of  Screw  Threads  in 
the  widest  sense  would  be  possible  during  the  war,  as  no 
steps  could  be  taken  to  that  end  without  the  consideration 
of  the  Systeme  International  and  other  metric  thread 
systems,  and  this  would  widen  too  much  the  scope  of  the 
discussion.  It  was  thought,  however,  that  some  working 
arrangement  might  be  possible  between  Great  Britain  and 
the  United  States,  which  did  not  involve  consideration 
of  the  metric  system,  and  early  in  1918,  in  response  to  an 
invitation  from  the  British  Engineering  Standards  Com- 
mittee a  preliminary  meeting  was  held  in  London  which 
was  attended  by  delegates  from  the  United  States  and 
Canada,  and  at  which  the  subject  was  opened.  This 
meeting  was  followed  by  a  joint  meeting  of  the  various 
Sub-Committees  of  the  British  Engineering  Standards 
Association  on  Screw  Threads  and  Limit  Gauges.  From 
the  various  discussions  it  appeared  that  before  any  further 
International  Conference  on  the  subject  could  be  held  a 
good  deal  of  preliminary  work  was  necessary,  as  it  was 
evident  that  the  engineers  and  manufacturers  of  each 
country  ought  to  be  made  fully  acquainted  with  the  work 
which  had  been  done  elsewhere  in  connection  with  Screw 
Thread  Standardization.  Steps  have  accordingly  been 
taken  by  the  British  Engineering  Standards  Association  to 
bring  to  the  notice  of  the  United  States  Government  and 
the  engineering  profession  in  the  United  States  the  great 
amount  of  original  work  which  has  been  done  in  England  in 
connection  with  screw  threads  and  their  limit  gauges. 
This  work  is  very  clearly  set  forth  in  a  paper  by  Sir 
Richard  Glazebrook  presented  at  the  New  York  meeting 
of  the  American  Society  of  Mechanical  Engineers  in 
December,  1918. 

The  writer  was  one  of  the  Canadian  delegates  present 
at  the  Conference  in  London  in  April,  1918,  and  at  that 
meeting  presented  a  memorandum  (since  published  by  the 
British  Engineering  Standards  Association  as  (C.L. 
'  (M)  4537),  in  which  attention  was  drawn  to  the  very  close 
relation  existing  between  machine  shop  practice  in  Canada 
and  that  in  the  United  States.     This  was  emphasized  by 


the  replies  to  a  questionnaire  sent  out  to  a  large  number  of 
Canadian  engineers  and  manufacturers,  the  consensus  of 
opinion  being  that  as  regards  screw  thread  work  in 
Canada  it  would  be  natural  to  follow  the  standards  of 
the  United  States,  although  the  desirability  of  possible 
modification  was  recognized. 

At  the  present  time  conditions  do  not  seem  quite 
ripe  for  the  proposed  Anglo-American  Conference,  and  it 
is  likely  that  before  such  a  Conference  takes  place  it  will  be 
necessary  to  await  the  report  of  the  United  States  Senate 
Commission  on  screw  threads  and  the  results  of  other 
work  which  is  at  present  going  on  in  the  United  States. 

The  foregoing  is  a  very  brief  and  necessarily  incom- 
plete presentation  of  the  outlines  of  an  immensely  import- 
ant subject,  in  regard  to  which  much  work  still  remains  to 
be  done.  Those  interested  will  find  a  large  amount  of 
information  in  the  various  publications  of  the  British 
Engineering  Standards  Association,  the  American  Society 
of  Mechanical  Engineers,  the  Society  of  Automotive 
Engineers  and  other  bodies  already  mentioned. 

APPENDIX  I 

Published    Standards    and    Specifications    of    the    British 
Engineering  Standards  Association 

Rolled  Sections  for  Structural  Purposes. 

Tramway  Rails  and  Fishplates. 

Influence  of  Gauge  Length  and  Section  of  Test  Bar  on 
the  Percentage  of  Elongation. 

Locomotives  for  Indian  Railways. 

Copper  Conductors. 

Tubular  Tramway  Poles. 

Railway  Rails. 

Pipe  Flanges. 

Portland  Cement. 

Structural  Steel  for  Shipbuilding. 

Structural  Steel  for  Marine  Boilers. 

Structural  Steel  for  Bridges  and  General  Building 
Construction. 

Telegraph  Material. 

Electrical  Machinery. 

Tensile  Test  Pieces. 

Temperature  Experiments  on  Field  Coils  of  Electrical 
Machines. 

Screw  Threads. 

Pipe  Threads  for  Iron  or  Steel  Pipes  and  Tubes. 

Trolley  Groove  and  Wire. 

Nuts,  Bolt  Heads  and  Spanners. 

Ingot  Steel  Forgings  for  Marine  Purposes. 

Steel  Castings  for  Marine  Purposes. 

Steel  Conduits  for  Electrical  Wiring. 

Steel  Bars  for  use  in  Automatic  Machines. 

Carbon  Filament  Glow  Lamps. 

Copper  Alloy  Bars  for  use  in  Automatic  Machines. 

Electricity  Meters. 

Limit  Gauges  for  Screw  Threads. 

Cast  Iron  Low  Pressure  Heating  Pipes. 

Cast  Iron  Flue  or  Smoke  Pipes. 

Reciprocating  Steam  Engines  for  Electrical  Purposes. 

Boiler  Tubes. 

Cast  Iron  Pipes  for  Hydraulic  Power. 


180 


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Sparking  Plugs  for  Internal  Combustion  Engines. 

Keys  and  Keyways. 

Steel  Fishplates   for  Bull  Head  and  Flat  Bottom 
Railway  Rails. 

Wrought  Iron  of  Smithing  Quality  for  Shipbuilding 
(Grade  D.) 

Ammeters  and  Voltmeters. 

Wrought  Iron  for  use  in  Railway  Rolling  Stock. 

Lampholders  and  Caps. 

Cold  Drawn  Weldless  Steel  Boiler  Tubes  for  Locomo- 
tive Boilers. 

Screw  Threads,   Nuts  and  Bolt  Heads  for  use  in 
Automobile  Construction. 

Copper  and  Bronze  Wire. 

Heads  for  small  screws. 

Cast  Iron  Soil  Pipes. 

Cast  Iron  Waste  and  Ventilating  Pipes. 

Tungsten  Filament  Glow  Lamps. 

Copper  Tubes  and  their  Screw  Threads. 

Screwing  for  Marine  Boiler  Stays. 

Broken  Stone  and  Chippings. 

Fishbolts  and  Nuts  for  Railway  Rails. 

Salt-Glazed  Ware  Pipes. 

Copper-Alloy  Three-Piece  Unions. 

Ceiling  Roses. 

Method  of  Specifying  the  Resistance  of  Steel  Con- 
ductor Rails. 

Tungsten  Filament  Glow  Lamps  for  Automobiles. 

Pneumatic  Tyre  Rims. 

Wheel  Rims  and  Tyre  Bands  for  Solid  Rubber  Tyres 
for  Automobiles. 

Wall  Plugs  and  Sockets. 

Charging  Plugs  and  Sockets. 

Wrought  Steels  for  Automobiles. 

Tars,  Pitches,  Bitumens  and  Asphalts  used  for  Road 
Purposes. 

Electrical  Pressures  for  New  Systems  and 
Installations. 

Cast  Iron  Pipes  and  Special  Castings  for  Water,  Gas 
and  Sewage. 

Magnetos  for  Automobile  and  Aircraft  Purposes. 

Dope  and  Protective  Covering  for  Aircraft. 

Steel  for  Aircraft  for  Government  Purchases  in  the 
United  States. 

Ball  Journal  Bearings. 

French  Metric  Screw  Threads  for  Aircraft  Purposes. 

APPENDIX  II 

Original  Members  of  the  Canadian  Engineering  Standards 
Committee 

Chairman. — Sir  John  Kennedy,  Consulting  Engineer, 
Montreal  Harbor  Comm.  and  Chairman  Advisory  Comm. 
of  Council,  Institution  of  Civil  Engineers. 

Vice  Chairman. — Capt.  R.  J.  Durley,  M.B.E.,  Officer, 
I/c  Div.  of  Gauges  and  Standards,  I.M.M.,  Ottawa; 
H.  H.  Vaughan,  Vice-President  and  Chief  Engineer, 
Dominion  Bridge  Co.,  Montreal. 

Hon.  Secretary. — Professor  J.  B.  Porter,  D.Sc, 
McGill  University. 


Lt.-Col.   W.   P.  Anderson,   C.M.G.,   Chief  Eng.,   Dept. 

Marine,  Ottawa. 
M.  J.  Butler,  C.M.G.,  G.  M.  Armstrong- Whitworth  Co., 

Montreal. 
K.  M.  Cameron,  Supervisory  Eng.,  Dept.  Public  Works, 

Ottawa. 
E.  Deville,  L.L.D.,  Surveyor  General,  Dept.  of  Interior, 

Ottawa. 
G.  H.  Duggan,  Pres.,  Dominion  Bridge  Co.,  Montreal. 
J.  M.  R.  Fairbairn,  Chief  Eng.,  Canadian  Pacific  Ry.  Co., 

Montreal. 
L.  A.  Herdt,  D.Sc,  Chairman,  Can.  Electro-Technical 

Commission,  Montreal. 
R.  Hobson,  Pres.,  Steel  Co.  of  Canada,  Hamilton. 

Wm.  Inglis,  Pres.,  John  Inglis  Co.,  Toronto. 
Major  W.  J.  Keightly,  Chief  Inspector,  Military  Stores, 

Ottawa. 
A.  B.  Macallum,  D.Sc,  F.R.S.,  Chairman,  Hon.  Advisory 

Council,  Ottawa. 

D.  H.  McDougall,  Pres.,  Nova  Scotia  Steel  Co.,  New 

Glasgow. 
J.   C.  McLennan,   D.Sc,  F.R.S.,   Professor  of  Physics, 

University  of  Toronto,  Toronto. 
P.  L.  Millar,  G.  M.  Canadian  Vickers  Co.,  Montreal. 
Lt.-Col.  C.  XN.  Monsarrat,    Con.    Eng.,  Dept.  Rys.    & 

Canals,  Ottawa. 
R.  A.  Ross,  Con.  Eng.  and  Member  Hon.  Advisory  Coun- 
cil, Montreal. 
R.  F.  Ruttan,  M.D.,  Prof.  Chemistry,  McGill  Univ.  and 

Member  Hon.  Advisory  Council,  Montreal. 
A.   Surveyer,   Con.   Eng.   and   Member  Hon.  Advisory 

Council,  Montreal. 
A.   Stansfield,   D.Sc,   Prof.   Metallurgy,   McGill   Univ., 

Montreal. 
W.  F.  Tye,  Const.  Engineer,  Montreal. 

E.  O.   Way,   Chief  Inspector,   Weights  and  Measures, 

Ottawa,  Ont. 

With  reference  to  the  International  Aircraft  Standards 
Commission,  the  delegates  to  that  body  represented  Great 
Britain,  Canada,  France,  Italy  and  the  United  States. 
We  were  very  gratified  to  feel  that  the  activity  and. 
energy  which  has  been  shown  in  this  country  in  the  con- 
struction of  aircraft  during  the  war  was  recognized  by  an 
invitation  to  send  delegates  to  this  Commission.  We 
hope  and  expect  that  the  sectional  committee  of  the 
Association  dealing  with  aircraft  parts  will  be  recognized 
by  the  Canadian  Government  as  the  National  Committee 
representative  of  Canada  in  connection  with  the  delibera- 
tions of  this  International  Commission. 

I  should  like  to  add  a  few  words  in  connection  with 
some  of  the  impressions  that  I  gained  during  my  visit  to 
England  to  attend  these  committees. 

The  thing  that  impressed  me  most  about  the  work 
which  had  been  done  in  England  was  the  extremely 
thorough  and  scientific  way  in  which  the  Government,  the 
industrial  world,  and  the  British  Engineering  Standards 
Association  committees  and  sub-committees  have  gone  into 
original  investigations  connected  with  standardization  and 
war  work.     Take  for  instance  the  theory  of  screw  thread 


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measurement,  which  is  really  a  very  complicated  and 
thorny  subject.  Even  although  the  work  was  undertaken 
as  a  war  measure  they  went  about  it  in  a  most  thorough 
manner  and  the  amount  of  data  and  information  accumu- 
lated with  regard  to  that  one  subject  is  monumental. 
The  whole  thing  was  gone  into,  one  might  almost  say,  from 
first  principles. 

For  example,  when  the  question  was  raised  in 
England  as  regards  the  desirability  of  having  a  thread 
angle  of  55  degrees  as  in  the  Whitworth  system,  or  60 
degrees,  as  in  the  United  States  standard  form  of  thread, 
the  matter  was  not  handled  by  the  simple  expression  of  a 
number  of  individual  opinions.  They  went  into  the  thing 
very  completely  recognizing  the  necessity  for  example, 
that  there  should  be  a  clearance  between  the  crest  and  root 
of  the  male  and  female  thread  and  that  the  fit  should  be  on 
the  working  surface  of  the  thread.  Then  the  question  of 
what  these  clearances  should  be  was  considered,  what 
tolerances  are  possible  in  quantity  production  of  screwed 
work,  whether  made  in  the  lathe  or  by  screwing  tackle, 
or  as  the  case  may  be.  Then  they  considered  the  effect 
of  varying  the  angle  of  the  thread  on  these  clearances. 
From  that  point  of  view  a  paper  by  James  Taylor  of 
Leicester  points  out  that  with  very  fine  pitches  it  is 
permissible  to  employ  a  narrow  thread  angle,  45  degrees 
or  something  of  that  sort,  whereas  for  coarser  pitches  it  is 
desirable  to  have  a  wider  thread  angle  which  still  permits  a 
reasonable  tolerance  on  the  crest  and  root  of  the  thread. 

Then,  the  same  question  would  be  attacked  by 
another  investigator  from  the  point  of  view  of  strength. 
In  this  connection  research  had  to  be  carried  out  to  form 
an  idea  of  the  actual  distribution  of  stress  in  the  body  of 
the  bolt,  with  threads  of  various  forms.  By  an  extremely 
ingenious  method  whereby  a  slice  of  celluloid  was  used,  cut 
out  into  the  form  of  the  thread,  the  thread  section  was 
stressed  by  the  action  of  what  corresponded  to  a  nut,  and 
the  distribution  of  stress  was  then  investigated  by  passing 
polarized  light  through  the  celluloid,  and  by  comparing 
the  colored  patterns  produced.  This  example  will  give 
you  an  idea  of  the  way  in  which  such  work  has  been 
carried  on  in  England. 

Similar  activity  was  shown  in  connection  with  many 
other  branches,  the  Aircraft  Inspection  Department,  for 
instance.  I  do  not  think  I  am  letting  out  a  secret  in 
saying  that  when  I  was  in  England  they  were  investigating 
the  possibility  of  using  X-rays  for  the  purpose  of  examining 
the  structure  of  timber  and  much  experimental  work  was 
in  progress  along  every  line  of  work.  The  Aircraft 
Inspection  Department  and  the  Aircraft  Production 
Department  of  the  Ministry  have  carried  out  a  very  large 
amount  of  original  work,  much  of  which,  of  course,  has 
never  been  made  public  and  will  not  be  for  some  time. 
A  great  deal  of  research  work  in  connection  with  the  war 
has  also  been  carried  out  at  the  National  Physical  Labora- 
tory. Sir  Richard  Glazebrook  was  kind  enough  to  show 
me  something  of  the  work  which  had  been  done  in  con- 
nection with  aircraft  design  there.  Further,  in  one  of  the 
big  wind  tunnels  used  for  testing  the  resistance  of  aero- 
plane models  they  had  started  investigating  the  resistance 
of  shells.  For  example,  they  had  a  number  of  model  shells 
which  were  suspended  on  a  very  delicate  measuring 
appliance  in  a  current  of  air,  in  order  to  find  out  what 
effect  stream  lines  applied  to  the  shell  base  had  upon  its 


resistance.  The  same  energy  and  earnestness  of  purpose 
characterized  all  these  investigations,  whatever  branch 
of  work  one  chanced  to  examine. 

I  would  like  particularly  to  point  out  the  very  great 
benefits  that  have  accrued  to  industry  from  co-operation 
and  through  the  pooling  of  information  which  took  place 
during  the  war  between  different  manufacturers.  It  is 
not  too  much  to  say,  for  instance,  that  the  progress  which 
has  been  made  in  the  last  three  years  in  connection  with 
aircraft  design  could  not  have  been  accomplished  under 
ordinary  conditions  in  much  greater  time;  one  estimate  I 
heard  gave  at  least  one  hundred  years  as  the  time  during 
which  an  equal  amount  of  progress  would  have  been  made 
under  pre-war  conditions.  A  great  deal  of  that  advance, 
in  my  opinion,  was  due  to  the  fact  that  everybody  was 
working  to  a  common  end.  The  information  and  experi- 
ence obtained  at  each  plant — the  essential  portion  at  all 
events — was  communicated  to  the  Aircraft  Production 
Department  of  the  Ministry  of  Munitions  and  it  was  then 
distributed  where  it  would  do  the  most  good,  and  similar 
methods  were  adopted  in  the  other  departments  of  muni- 
tions work. 

One  of  the  things,  sir,  that  we  should  guard  against 
as  far  as  possible  is  that  of  coming  back  to  the  old  indivi- 
dualistic methods  under  which,  as  far  as  technical  progress 
is  concerned,  every  manufacturer  or  industrial  concern 
works  independently  of  the  others.  Perhaps  I  am 
touching  on  rather  a  thorny  point  there,  but  the  progress 
which  has  been  made,  not  only  in  England  but  in  Canada 
as  well,  by  the  dissemination  of  information  in  the  way 
that  I  have  described  has  to  me  been  a  very  striking 
circumstance. 

I  had  the  pleasure  of  visiting  a  large  number  of  plants 
and  engineering  factories  of  different  kinds  and  I  should 
very  much  like  to  be  able  to  tell  you  something  of  the  things 
I  saw.  The  impression  left  by  a  visit  of  that  kind  is,  of 
course,  very  bewildering.  For  instance,  one  plant  which 
I  visited  in  Coventry,  was  turning  out  from  one  hundred 
to  one  hundred  and  fifty  300  horsepower  aero-engines  a 
week — an  accomplishment  which  is  really  stupendous 
when  you  come  to  analyze  what  it  means  in  the  way  of 
production  I  found  the  same  amazing  production  in 
France — in  every  plant  where  I  had  the  privilege  of  going, 
and  I  certainly  came  away  with  the  feeling  that  the 
industrial  development  in  England  and  France  far  ex- 
ceeded anything  that  one  could  have  thought  to  be 
possible." 

//.  //.  Vaughan  :  I  wish,  to  say  a  few  words  in 
connection  with  Capt.  Durley's  most  interesting  paper. 
I  think  we  should  all  thank  Capt.  Durley  for  what  he  has 
told  us.  While  I  have  heard  Capt.  Durley  on  a  previous 
occasion  tell  something  about  the  things  he  saw  on  his 
trip,  he  has  told  us  some  things  this  morning  that  are 
really  of  very  great  interest.  I  wish,  hov/ever,  to  refer 
more  particularly  to  the  work  of  the  British  Engineering 
Standards  Association. 

One  of  the  most  marvellous  things  about  Britain's 
effort  in  this  war  has  been  not  only  the  wonderful  way  in 
which  all  our  population  have  entered  into  it,  but — what 
most  of  us  hardly  expected — the  deeply  scientific  manner 
in  which  she  has  tackled  her  war  problems.  On  this  side 
we  are  apt  to  think  that  English  engineering  is  more  a 


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question  of  rule  of  thumb  than  is  the  case  in  connection 
with  our  Canadian  and  American  work,  but  it  is  a  fact 
that  England  has  shown  the  most  extraordinary  energy 
in  developing  scientific  research  in  connection  with  her 
war  problems.  Capt.  Durley  has  told  you  some  of  it. 
It  is  amazing  to  realize  what  England  has  done  in  appoint- 
ing competent,  scientific  men  to  investigate  the  problems 
she  has  come  up  against.  That  has  not  only  had  its 
effect  on  the  war,  but  is  going  to  have  its  effect  in  after 
times  of  peace.  England  has  certainly  revised  her 
methods;  she  has  taken  a  new  lease  of  life  in  industrial 
work,  and  this  country  has  a  task  before  it  not  only  to 
hold  its  export  trade,  but  to  hold  its  own  home  industries — ■ 
unless  we  follow  the  English  system. 

The  work  of  the  Engineering  Standards  Association 
is  only  a  very  small  item  amongst  the  things  that  we 
should  do,  but  I  believe  it  is  an  item;  I  believe  there  are 
some  things  to  be  done  here  in  connection  with  which  this 
Association  can  be  of  value.  As  you  know,  I  am  one  of  the 
representatives  of  The  Institute  on  that  Committee,  and  I 
do  not  for  a  moment  want  to  devote  any  effort  to  work  that 
is  not  going  to  be  of  some  value;  I  am  sure  that  my 
associates  feel  that  way  too.  We  are  willing  to  give  time 
to  a  work  if  it  is  to  be  of  any  service,  but  we  haven't  the 
faintest  desire  to  engage  in  a  work  which  is  not  going  to 
accomplish  anything.  We  believe,  however,  that  there 
is  a  field  for  this  Association  which  will  be  of  service  to 
Canadian  industry.  We  have  applied  to  the  Government 
for  a  grant.  The  Committee,  as  Capt.  Durley  told  you, 
has  been  changed  to  an  organized  association,  and  that 
association  has  seen  two  of  the  Ministers,  and  the  grant 
is  now  under  consideration.  I  would  much  like  to  see 
this  meeting  endorse  that  application  for  the  grant,  and 
I  have  prepared  a  resolution  which  I  move  in  the  following 
terms: — 

"Resolved,  that  this  meeting  endorse  the  appli- 
cation of  the  Canadian  Engineering  Standards 
Association  to  the  Dominion  Government  for  a  grant 
to  partially  defray  its  expenses  during  the  ensuing 
year,  and  believe  that  this  Association  will  be  of 
great  service  in  the  industrial  development  of  the 
Dominion." 

The  motion  was  seconded  by  Mr.  Mountain  and 
carried  unanimously. 

Mr.  Francis  proposed  an  expression  of  appreciation  to 
Capt.  Durley  for  his  very  excellent  address,  which,  as  the 
Chairman  stated  was  seconded  by  everyone  as  the  pro- 
posal was  greeted  with  applause. 

M.  R.  Riddell,  Chief  Engineer  of  Canadian  Aero- 
planes Limited  then  read  his  paper  on :  "  The  Development 
and  Future  of  Aviation  in  Canada." 

During  the  course  of  Mr.  Riddell's  paper  the  meeting 
adjourned  for  luncheon  and  on  resuming  for  the  afternoon 
session  the  paper  was  continued.  The  paper  was  illus- 
trated by  a  series  of  slides  showing  the  different  types  of 
aeroplanes  and  interesting  processes  of  manufacture. 

Discussion 

In  the  discussion  following  the  reading  of  this  paper 
the  author  was  congratulated  on  the  comprehensive  way 
in  which  he  had  covered  the  subject.     It  was  pointed  out 


that  The  Institute  might  give  attention  to  two  points  in 
this  connection,  one  was  the  necessity  for  the  develop- 
ment of  the  technical  or  engineering  side  in  addition  to  the 
practical,  where  much  had  already  been  accomplished  by 
Canadians  and  the  other  point  was  the  absolute  necessity 
for  the  further  study  of  meteorology  in  connection  with 
flying,  as  flying  depended  so  much  upon  weather  con- 
ditions. The  Institute  should  give  consideration 'to  both 
of  these  points  if  we  are  to  share  in  the  development  of 
aviation. 

Luncheon,  Wednesday  Noon 

From  the  morning  session  adjournment  was  made  to 
luncheon  at  which  President  Leonard  presided.  Hon. 
Arthur  Meighen,  Minister  of  the  Interior,  was  the  first 
speaker  on  the  programme,  who  gave  a  brief  but  very 
effective  address,  delivered  with  the  natural  grace  of  a 
born  orator.  He  felt  it  an  honor  to  have  the  privilege  of 
addressing  The  Institute,  particularly  because  the  depart- 
ment over  which  he  presides  has  among  its  officers  a  very 
considerable  number  of  the  members  of  the  engineering 
profession,  some  eight-six  in  all,  all  of  whom  with  one 
exception  are  members  of  The  Engineering  Institute  of 
Canada.  In  connection  with  the  men  in  his  department 
his  greatest  and  most  lasting  impression  has  been  the  very 
high  standard  of  efficiency  and  the  almost  universally  high 
standard  of  devotion  of  whom  he  placed  at  the  top  the 
members  of  the  engineering  profession.  In  part,  Mr. 
Meighen  said:  "  Engineering  as  I  understand  it  in  all  its 
phases,  has  to  do  with  the  collection  of  the  energies  of 
nature  and  their  direction  toward  the  uses  of  man;  and 
if  the  use  of  man  is  in  the  military  field,  then  the  energies 
of  nature  come  to  bear  a  tremendous  part  in  determining 
the  issue  of  the  conflict.  We  speak  a  truth  known  to  all 
when  we  say  that  a  great  factor  in  the  triumphant  issue  of 
the  conflict  through  which  we  have  passed  is  the  part 
played  by  the  engineering  profession  in  making  that 
success  possible.  One  only  has  to  visit  the  front  in 
France;  indeed,  one  only  has  to  read  what  is  at  hand  for 
all  to  read,  concerning  the  various  war  activities,  to  com- 
prehend how  tremendous  a  part  this  profession  has  played 
in  all  its  activities  on  both  sides,  and,  fortunately,  with 
greater  success  on  ours."  On  behalf  of  the  Government, 
Mr.  Meighen  extended  a  cordial  welcome  to  the  engineers 
of  Canada. 

Dr.  Ira  N.  Hollis 

The  Chairman  then  introduced  Dr.  Ira  N.  Hollis, 
Dean  of  the  Worcester  Polytechnic  Institute,  who  had 
kindly  come  from  his  home  in  Worcester  as  a  representative 
of  the  American  Society  of  Mechanical  Engineers,  of 
which  he  is  a  past  president  as  well  as  one  of  the  eminent 
engineers  of  the  United  States. 

Dr.  Hollis,  who  was  warmly  welcomed,  on  rising  to 
speak,  said: 

Mr.  Chairman  and  gentlemen :  I  want  to  assure  you 
that  for  a  number  of  reasons  it  is  a  real  delight  to  me  to 
come  to  Canada,  one  of  them  being  that  I  promised  two 
or  three  times,  while  I  was  President  of  the  American 
Society  of  Mechanical  Engineers  to  come  to  Ottawa,  and 
every  time  I  had  to  break  my  promise  for  some  reason 
connected  with  our  entering  the  war.  This  is,  therefore, 
a  redemption  of  my  promise  to  friends  in  Ottawa  and 
Toronto. 


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183 


Another  reason  why  I  am  glad  to  be  here  is  that  it 
affords  me  an  opportunity  of  congratulating  you  on  the 
statement  of  the  aims  of  your  Institute  which  appears  on 
the  cover  of  your  Journal.  We,  as  engineers  often  fail 
to  understand  the  significance  of  our  own  profession. 
It  is  not  necessary  to  shout  from  the  housetops,  but  who 
has  ever  produced  a  better  motto  than  the  following  for 
an  Institute  such  as  this: — 

"  To  facilitate  the  acquirement  and  interchange 
of  professional  knowledge  among  its  members,  to 
promote  their  professional  interests,  to  encourage 
original  research,  to  develop  and  maintain  high 
standards  in  the  engineering  profession,  and  to  en- 
hance the  usefulness  of  the  profession  to  the  public." 

Numerous  committees  of  the  American  Society  of 
Mechanical  Engineers,  the  Society  of  Civil  Engineers, 
and  the  Engineering  Council,  have  endeavoured  to  state 
the  aims  and  organization  of  our  societies,  but  with  all  our 
attempts  in  the  past  we  have  not  produced  anything  as 
good  as  this.  I  think  in  the  American  Society  of  Mechan- 
ical Engineers  that  the  percentage  of  technical  papers  has 
decreased  in  proportion  as  the  papers  intended  to  be  useful 
to  the  public  have  increased.  I  do  not  know  whether  that 
is  the  best  thing  for  a  technical  society  or  not,  but  I  do 
know  that  it  bids  fair  to  make  our  profession  in  the  United 
States  a  profession  of  better  citizenship.  With  regard  to 
the  technical  papers,  we  must  never  forget  that  the  pur- 
pose of  any  technical  organization  like  ours  or  like  this  is 
mainly  educational.  That  is  what  the  association  is  for — 
to  teach  its  members  how  to  do  their  work  better  and  how 
to  serve  and  to  build  up  their  relations  with  the  public  in  a 
better  way. 

Another  reason  for  my  coming  here  is  deeper  and 
broader  than  anything  I  could  state  in  regard  to  our  pro- 
fession; it  relates  to  your  part  in  the  war.  Although 
much  smaller  in  population  than  the  United  States,  you, 
gentlemen,  are  our  older  brothers  in  arms.  Upon  your 
shoulders  fell  the  first  shock  of  the  war  as  you  rallied  so 
splendidly  to  the  defence  of  human  liberty.  I  can  state 
nothing  better  in  this  connection  than  two  or  three  sen- 
tences contained  in  a  letter  from  a  relative  on  the  other 
side,  who  went  in  at  Chateau  Thierry  and  ended  up  at 
Stenay.  Every  one  of  his  letters  contains  some  stronger 
statement  of  this  sentiment.  He  said:  "As  the  time  goes 
on  and  I  learn  more  about  this  war,  I  take  my  hat  off  to  the 
British  and  Canadians  who  fought  here  in  the  beginning. 
We  came  in  with  our  army  as  a  large  reserve,  we  fought  in 
some  important  actions  and  we  were  getting  more  troops 
to  the  front,  but  we  came  in  at  a  time  when  the  Germans 
were  putting  forth  their  last  great  effort  after  time  for 
ample  preparation,  whereas  the  British  and  Canadians 
had  to  prepare  while  they  were  fighting.  I  take  my  hat 
off  to  them."  I  cannot  help  feeling,  gentlemen,  that 
is  the  finest  reason  of  all  for  my  coming  up  here,  to 
salute  you. 

I  look  upon  our  race  as  the  inheritors  of  the  liberties 
of  this  world.  After  all,  we  have  the  English  ideals  of 
government  on  this  continent  and  we  have  to  make  all 
those  who  come  to  our  shores  from  other  countries 
English  in  ideals.  South  of  the  line  we  call  ourselves 
Americans,  and  you  Canadians,  but  we  are  all  Americans 
in  the  freedom  of  the  atmosphere  in  which  we  live.     I  come 


from  that  federation  of  states  which  split  off  from  the 
mother  country  more  than  a  century  ago  through  a 
document,  after  all,  gentlemen,  written  by  Englishmen- 
one  of  the  noblest  statements  in  our  language,  next  to  the 
Magna  Charta.  We  are  all  Americans,  and  we  have  here 
.on  this  continent  the  best  league  of  peace  that  I  can 
imagine.  No  fortifications  on  our  boundaries  and  war  is 
unthinkable  north  of  the  Rio  Grande.  Our  league  is 
written  in  the  hearts  of  two  peoples  who  do  not  resort  to 
bloodshed  to  settle  their  differences.  As  we  meet  here, 
the  Peace  Conference  is  sitting  in  Paris  and  is  working 
toward  definite  action — for  what  ?  It  will  be  the  most 
important  decision  ever  made  in  the  world,  and  it  will  be 
framed  into  some  kind  of  statute,  where  the  cowardly 
bully  who  has  bathed  the  soil  of  France  in  the  blood  of  our 
sons  and  covered  the  ocean  with  ships  and  the  bodies  of  the 
innocent  is  up  for  sentence  and  to  be  rendered  impotent 
until  the  centuries  shall  have  turned  him  into  a  Christian. 

So  far  as  our  profession  is  concerned,  I  am  glad  to 
bring  to  you,  gentlemen,  the  greetings  of  the  American 
Society  of  Mechanical  Engineers.  We  have  the  same 
warmth  of  feeling  towards  you  that  we  have  towards 
our  members  in  the  States,  and  we  congratulate  you  on 
the  formation  of  an  Institute  containing  all  the  societies 
of  engineers  in  the  youth  of  those  societies.  We  have  a 
harder  task  ahead  of  us  in  the  United  States  to  make  one 
great  society  of  engineers,  because  each  separate  society 
has  already  crystalized  into  its  own  methods  and  its  own 
policies,  thus  rendering  difficult  a  union  of  all. 

The  world's  history  has  been  marked  by  three  periods 
of  progress.  I  like  what  Mr.  Meighen  said  about  the 
engineers  being  a  warrior  profession.  Some  creature  in 
the  remote  past  seized  a  club  in  his  clutches  or  claws  to 
defend  himself  against  some  other  creature.  He  there 
crossed  the  border-line  between  the  animal  and  the 
man.  From  that  has  grown  the  reasoning  power 
which  makes  the  difference  between  us  and  the 
other  creatures  that  God  has  placed  on  this  earth.  From 
that  period  up  to  the  time  of  a  poor  Scotchman,  we  went 
through  the  inventions  necessary  to  maintain  and  sustain 
life  on  this  earth,  and  that  forms  the  first  great  period  of 
recorded  history,  previous  to  about  1760.  In  the  interval 
came  the  second  stage  in  the  development  of  man;  it  was 
that  spiritual  relation  that  began  with  the  birth  of  Jesus 
Christ,  making  life  worth  living.  And  we  have  entered 
in  this  century,  the  third  period,  namely,  that  period 
where  man  makes  use  of  power  external  to  himself. 

At  the  beginning  of  one  of  H.  G.  Wells'  books  you 
will  find  this  sentence:  "Civilization  is  advanced  in 
proportion  to  a  man's  control  over  power  outside  of 
himself."  Through  what  James  Watt  gave  to  mankind  a 
little  over  a  century  ago,  we  have  entered  this  third  period 
of  the  twentieth  and  succeeding  centuries,  the  possibilities 
of  which  are  not  even  thought  of,  inasmuch  as  we  can  use 
the  power  and  energy  that  God  placed  on  this  earth  for  the 
development  of  man  into  something  higher  and  far  better . 
Some  day  this  century  will  seem  but  as  the  dark  age  to  our 
descendants,  and  that  mainly  through  the  control  of 
power  entirely  outside  of  man.  I  speak  of  this,  gentlemen, 
because  that  gives  you  plainly  and  at  once  the  function 
and  the  place  of  the  engineer.  Yet  what  does  all  his  work 
amount  to  without  the  spirituality  that  makes  life  worth 
living  ? 


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I  was  speaking  in  New  York,  not  very  long  ago,  on  the 
subject:  "  Is  Science  Safe  for  Mankind?"  I  dealt  with 
the  subject  in  all  seriousness,  for  if  science  can  be  turned 
into  a  destructive  agency  to  cover  the  earth  with  blood 
and  to  destroy  all  that  has  been  previously  produced  it  is 
not  safe.  How  can  it  be  made  safe?  It  can  be  made 
safe  through  our  profession,  gentlemen,  by  approaching 
the  discoveries  of  science  and  the  application  of  science 
in  that  reverent  attitude  that  will  forever  prevent  its  being 
used  as  a  destructive  agency.  That,  to  me,  is  what  our 
profession  can  do.  What  does  it  amount  to  if  we  produce 
another  railroad,  another  dock,  a  finer  type  of  bridge,  or  a 
better  machine,  if  it  but  leads  to  a  conspiracy  for  the 
control  of  the  earth?  What  does  efficiency  amount  to 
if  that,  after  all,  is  the  end  ?  God  deliver  us  from  that 
kind  of  efficiency  that  places  in  the  hands  of  the  privileged 
few  the  control  of  the  masses  who  are  to  be  trained  to 
service  very  much  as  the  ox  or  the  horse  is  trained. 

Another  feature  of  the  engineering  profession  is  its 
opportunity  to  teach  that  proper  attitude  of  mind  towards 
the  patrimony  that  nature  has  handed  down  to  us  on  this 
continent  so  that  we  may  prevent  its  being  used  or  wasted 
in  the  destruction  of  mankind  by  self  indulgence  or  war. 

May  I  add  a  word  or  two  about  what  the  engineer 
has  learned  from  this  war  ?  I  can  speak,  perhaps,  for  the 
United  States  as  I  saw  it,  before  we  entered  the  war. 
One  thing  I  can  say:  we  were  the  most  wasteful  people 
on  the  face  of  God's  earth.  We  had  found  in  our  country 
immense  resources,  which  we  prided  ourselves  on  exploiting 
for  the  luxury  and  the  greed  of  a  great  many  people.  This 
war  has  brought  to  our  profession  a  different  vision,  and  we 
have  certain  things  to  think  of.  The  first  is  found  in  the 
work,  "  conservation  "  which  has  grown  up  in  the  United 
States  and  which  I  have  no  doubt  you  have  in  Canada. 
What  is  the  significance  of  it?  It  means  the  saving  of 
everything  that  will  help  to  perpetuate  the  influence  of 
the  Anglo-Saxon  race ;  it  means  the  saving  of  anything 
that  will  promote  our  ideals  as  a  race;  that  our 
language  and  our  efforts  may  civilize  this  whole  world,  the 
Germans  as  well  as  the  others  I  cannot  help  feeling  that 
there  are  two  or  three  aspects  of  that  to  which  we  have 
given  but  little  attention.  My  interest  in  the  matter 
was  aroused  in  Massachusetts,  because  during  the  past 
year  or  eighteen  months  I  have  assisted  in  the  conserva- 
tion of  fuel  for  that  state.  Through  propaganda,  through 
speaking  on  the  subject,  through  indicating  to  the  New 
England  conscience  that  they  ought  to  save,  and,  besides, 
that  they  had  to  or  they  would  not  get  the  coal  during  the 
winter,  we  have  managed  to  make  a  real  reform.  In 
Worcester,  through  an  effective  committee  of  manu- 
facturers, where  there  are  200,000  people,  during  the  past 
year  we  saved,  not  by  cutting  off  any  industries,  but  by 
actual  scientific  study  of  the  problem  of  saving  in  our 
power  stations  and  in  our  factories,  125,000  tons  of  coal — 
a  million  dollars  saved  for  that  city  alone  during  the  past 
year.  In  a  state  which  takes  12,000,000  tons  of  bitum- 
inous coal  in  the  course  of  a  year,  we  saved  at  least  ten 
percent,  and  we  were  rash  enough  to  promise  Mr.  Garfield 
and  the  Fuel  Administration  that  we  would  take  two  and 
a  half  million  tons  less  during  this  year  than  we  took  the 
previous  year.  Gentlemen,  we  had  just  touched  the 
fringe  of  this  subject  when  the  armistice  was  signed  and 
the  bottom  dropped  out  of  the  whole  movement.    Are  we 


going  to  permit  this  effort  throughout  the  United  States 
to  break  down  ?    Not  at  all. 

In  my  state — but  it  is  not  my  state;  I  was  born  in 
Kentucky — when  I  went  as  a  professor  to  Harvard  College 
years  ago,  my  picture  was  published  in  the  Louisvile 
Courier  Journal;  and  lest  I  should  become  vain  on  that 
account,  my  photograph  was  bracketed  on  the  same  page 
with  a  man  who  had  been  hanged  in  Louisville  the  day 
before.  One  of  my  friends  saw  that  picture,  an  old 
farmer  whom  I  had  known  in  my  youth,  and  who  was  living 
in  Jefferson  County,  Kentucky.  He  said  to  me:  "  I  see 
you  have  resigned  from  the  Navy  and  are  going  to  Harvard 
College  as  a  professor."     I  said:  "Yes."     He  said:  "For 

God's  sake  don't  do  it;  you  are  going  amongst  those  d 

Yankees."  The  New  England  people  do  not  like  that 
story  very  much,  but  it  shows  that  sometimes  misunder- 
standing can  exist  among  our  states,  the  same  as  I  have, 
sometimes  heard  of  between  Canada  and  the  United 
States.  But  whatever  misunderstandings  have  occurred 
between  those  two  countries,  they  do  not  approach  some 
of  the  former  bitterness  between  the  North  and  the  South; 
do  not  approach  some  of  the  misunderstandings  between 
the  different  states.  You  see,  that  man  who  was  talking 
to  me  about  New  England  knew  nothing  of  it;  he  did  not 
know  of  the  generous  impulses  that  are  to  be  found  there, 
and  of  the  generous  attitude  of  the  people  towards  every- 
thing that  has  a  value  to  the  public.  Gentlemen,  you  will 
find  in  New  England  the  same  broad  generosity  to  be  found 
in  Canada,  if  you  look  for  it. 

Coming  back  to  the  matter  of  the  question  of  coal  in 
Massachusetts;  by  organizing  and  by  co-operation,  the 
things  that  the  war  has  taught  us,  we  can  save  at  least 
twenty-five  per  cent  of  the  coal  that  has  hitherto  been 
used,  cutting  off  three  million  tons,  saving  at  least 
$20,000,000,  and  helping  that  state  to  hold  its  place  in 
the  manufacturing  activities  of  my  country. 

The  aspect  of  saving  in  connection  with  coal  is  only 
one  corner  of  the  picture.  We  have  learned  during  the 
past  year  to  effect  saving  in  food,  in  order  that  we  might 
supply  our  Allies  on  the  other  side,  as  well  as  our  own 
soldiers.  We  have  reduced  the  amount  of  transportation 
for  unnecessary  commodities  and  thus  we  have  made  our 
railroads  more  effective.  Saving  can  be  effected  in  every 
respect — even  in  respect  of  our  water  power.  Indeed, 
there  is  nothing  in  which  there  is  not  room  for  further 
study  and  co-operation  and  co-ordination  of  effort  to  the 
end  that  America  and  Canada  too  may  remain  as  long  as 
possible  the  chief  influence  for  good  on  this  earth. 

I  have  heard  something  of  standardization  since  I 
have  been  here;  I  think  that  next  to  conservation,  that  is 
the  most  important  subject  we  have  to  deal  with.  There 
is  an  enormous  amount  of  waste  in  the  production  of  a 
great  many  articles  which  are  duplicates.  I  cannot  tell 
you  how  many  thousands  of  different  parts  and  kinds  of 
steel  were  formerly  ordered  for  automobiles ;  you  probably 
know  that  better  than  I  do.  But  there  is  not  one  aspect  of 
manufacturing  connected  with  engineering  that  is  not 
susceptible  of  improvement  by  co-operation  amongst 
manufacturers,  to  the  end  that  articles  for  like  purposes 
shall  be  produced  in  the  same  way  and  shall  be  standard. 
I  think  our  economic  supremacy  among  the  nations  is 
dependent  upon  that. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


185 


Then,  there  is  the  labour  question.  During  the  past 
six  months  we  have  in  the  United  States  been  very  much 
involved  in  the  question  of  the  relation  between  labour 
and  the  employer  and  in  the  re-employment  of  soldiers.  I 
do  not  know  any  men  who  are  better  qualified  to  take  a  hand 
in  that  than  the  engineers.  But  in  this  connection  I  want 
to  destroy  what  may  be  called  another  illusion;  a  man  is 
not  competent  to  organize  and  direct  industries  or  to 
handle  labour  questions  simply  because  he  is  an  engineer, 
but  he  may  become  competent  by  interesting  himself  in 
them  if  it  is  his  natural  field.  I  have  heard  a  great  many 
people  say:  you  ought  to  put  engineers  into  the  Adminis- 
tration. I  say,  not  unless  they  fit  themselves  to  go  into 
the  Administration.  I  have  heard  again  that  the  engineer 
ought  to  take  an  active  part  in  politics  and  in  the  public 
life  of  his  country — not  at  all,  unless  he  fits  himself  for  it; 
and  it  is  his  business  to  fit  himself.  In  other  words,  our 
profession  is  a  great  profession  only  in  proportion  as 
we  make  it  so,  and  not  by  reason  of  the  fact  that  we  are 
called   engineers. 

We  keep  talking  about  this  having  been  an  engineers' 
war,  about  machinery  having  won  the  war.  But  it  is  the 
blood  of  our  sons  which  has  won  the  war;  it  is  the  men  who 
have  done  it.  When  I  heard  the  statistics  read  by  your 
president  yesterday,  I  rejoiced  that  men  in  my  profession, 
members  of  this  Institute,  could  so  help  the  world  in  this 
crisis.  I  am  going  to  ask  that  our  societies  in  New  York 
prepare  similar  statistics,  and  we  will  see  if  we  can  approach 
your  record.  Of  course,  we  were  not  in  it  so  long;  I 
sometimes  think  we  were  tardy  in  getting  in.  We  got 
there,  and  we  might  have  done  a  great  deal  more  and 
suffered  a  great  deal  more  if  you  fellows  had  not  pretty 
nearly  cleaned  the  thing  up  before  we  got  in  to  help. 
Nevertheless,  we  ought  to  keep  in  mind  the  fact  that 
machinery  alone  did  not  win  the  war;  what  brings  such 
a  victory  as  ours  is  the  willingness  of  men  to  give  their 
lives  for  a  great  cause. 

The  same  thing,  gentlemen,  may  apply  in  time  of 
peace;  a  man  may  help  his  country  and  the  community  by 
willingness  to  dedicate  himself  to  a  profession,  to  give 
himself  to  the  advancement  of  the  human  race;  and  that 
willingness  is  expressed  in  the  one  word,  "  service." 
If  I  were  to  try  to  visualize  the  condition  necessary  to  the 


progress  of  the  world  to-day,  I  would  express  it  in  two 
words,  in  the  nature  of  a  formula  for  our  profession: 
"  to  serve."  At  the  beginning  of  the  war  we  heard  very 
much  the  phrase  "  to  make  the  world  safe  for  democracy." 
After  all,  that  is  but  a  method  of  saying  that  we  are  seeking 
a  form  of  government  for  the  human  race  that  will  permit 
every  individual  to  develop  the  maximum  of  his  possibilities 
in  the  service  of  mankind.  That  is  what  democracy  means. 
Our  profession  will  have  great  power  in  the  future  of  peace, 
in  the  league  of  nations,  because  no  league  of  nations  will 
last  if  the  proper  spirit  is  not  there.  But  we  will  keep  the 
peace  by  a  reverent  attitude  of  mind  towards  the  energy 
and  materials  and  that  patrimony  which  the  good  God  has 
given  us.  Without  that  attitude  of  mind,  we  cannot 
achieve  what  should  be  our  great  purpose. 

About  two  months  ago  it  was  proposed  in  New  York 
that  the  American  Society  of  Mechanical  Engineers  go 
to  London  for  a  meeting  in  a  year  or  two.  What  I  want 
to  see  within  the  next  two  years  in  London  or  Paris  is  a 
great  meeting  of  all  the  engineers  of  this  continent — civil, 
mechanical,  electrical, mining — met  together  to  rejoice  over 
that  peace  that  I  hope  is  going  to  come  out  of  the  present 
proceedings  in  Paris. 

I  hope  to  see  you,  gentlemen,  at  some  of  our  meetings 
in  the  future. 

Afternoon  Sessions,  Wednesday,  February  12th 

After  the  completion  of  Mr.  Riddell's  paper  and  the 
discussion  thereon,  Major  L.  Anthes,  member  of  the 
Advisory  Council  of  Soldiers'  Civil  Re-establishment, 
was  introduced  and  before  reading  his  paper,  emphasized 
the  necessity  for  individual  and  general  co-operation  on 
on  the  part  of  everybody  who  is  interested  in  our  national 
life.  The  reconstruction  period  is  one  in  which  the 
engineers  of  this  country  can  assert  themselves.  We  all 
admit  that  they  are  men  highly  trained  technically 
broad  in  their  ideas  and  in  their  general  knowledge. 
If  engineers  were  much  more  closely  associated  with 
industry  in  this  country  it  would  be  very  much  better  for 
the  engineer  and  the  technical  man. 

Continuing,  Major  Anthes  read  his  paper,  the  subject 
being 


Soldiers  Civil  Re-establishment 


Nothing  is  so  disturbing  to  civilization  as  a  world 
war  carried  on  for  a  number  of  years  and  increasing  in 
intensity,  and  involving  nation  after  nation  as  the  years 
go  on.  War  is  most  insistent  and  insatiable  in  its  demands, 
it  takes  of  our  best,  and  gambles  with  a  world's  resources 
with  an  intensity  that  shakes  empires  to  their  very 
foundations.  All  so-called  normal  conditions  of  life  are 
not  only  disturbed,  but  in  many  instances  revolutionized, 
and  while  we  have  the  precedents  of  other  wars  to  go  on, 
such  are  the  varying  conditions  with  the  march  of  progress 
that  the  problems  of  reconstruction  become  more  in- 
volved, and  the  readjustment  more  complex.  Happily 
the  advance  of  intelligence  and  the  adaptability  of  science 
have  created  means  whereby  solutions  may  be  arrived  at 
which  were  impossible  of  attainment  in  years  gone  by. 

Whereas  the  shock  of  war,  with  the  devilish  contri- 
vances that  modern  sicence  has  contributed  to  its  des- 
tructiveness,  has  carried  millions  of  men  through  almost 
inconceivable  trials,  fortunately  an  intelligent  sympathy 


has  been  aroused,  and  a  sense  of  duty  and  responsibility 
awakened  in  those  who  have  not  undergone  the  stress 
of  battle  so  that  it  is  easier  to  obtain  the  co-operation  of  a 
thankful  people  in  helping  to  reclaim  and  re-establish 
those  who  have  faced  a  sacrifice  essential  to  the  deliverance 
of  a  democratic  world  from  the  soulless  might  of  tyranny. 
The  accomplishment  of  placing  our  war  heroes  again 
in  civil  life,  with  the  greatest  of  speed  and  the  least  distur- 
bance to  economic  conditions,  is  in  itself  the  essence  of 
reconstruction.  Even  as  each  individual  soldier  on  the 
battlefield  of  Europe  contributed  in  a  measure  to  the 
overthrow  of  despotism  and  the  winning  of  a  world's 
freedom,  so  is  it  essential  that  each  individual  in  a  com- 
munity shall  contribute  in  some  measure  to  the  task  of 
readjustment  which  is  now  demanded  of  this  country. 

I  desire  briefly  to  outline  the  machinery  that  has  been 
designed  and  put  into  operation  for  the  accomplishment  of 
the  purpose  for  which  our  department  has  been  created. 
The  Department  of  Soldiers'  Civil  Re-establishment,  as 


186 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


is  now  generally  known,  taken  up  the  control  of  the 
disabled  soldier  after  his  discharge,  and  tries  to  refit  him 
to  a  normal  condition  of  life  as  speedily  as  possible.  For 
the  purpose  of  re-establishing  the  soldier  who  has  been 
more  fortunate  than  his  disabled  brother,  and  whose  only 
drawback  is  his  severance  from  normal  pursuits  on  account 
of  his  service  overseas,  the  Information  and  Service 
Branch  of  the  S.  C.  R.  (late  Demobilization  Branch)  has 
been  created.  After  long  conferences  with  the  Dominion 
Department  of  Labor,  Provincial  Departments  of  Labor, 
and  Returned  Soldiers'  Commissions,  it  was  decided  that 
the  opening  of  a  chain  of  Labor  Bureaux  from  coast  to 
coast,  under  Provincial  control  and  administration,  and 
with  Federal  supervision,  was  a  logical  means  of  bringing 
the  man  desirous  of  work  into  contact  with  employment. 
It  was  unanimously  agieed  that  in  all  matters  of  employ- 
ment the  returned  soldier  was  entitled  to  preference,  and 
that  this  preference  should  be  shown  him.  While  at  first 
it  was  suggested  that  a  separate  chain  of  labor  bureaux 
should  be  established  to  handle  the  returned  soldier,  it  was 
ultimately  decided,  and  I  think  logically,  that  the  only 
way  in  which  the  soldier  could  be  given  preference  was 
to  direct  all  applicants  to  the  one  chain  of  labor  bureaux, 
where  all  opportunities  for  employment  would  be  kept  on 
record.  In  order  to  make  these  labor  bureaux  as  efficient 
as  possible  it  is  necessary  to  win  the  co-operation  of  the 
employer  of  labor,  and  to  do  this  he  must  be  given  efficient 
service.  Nothing  is  more  aggravating  to  an  employer 
than  to  be  harassed  by  a  variety  of  independent  solicitors 
for  employment  agencies  and  the  confusion  which  results 
therefrom.  Therefore,  under  the  Employment  Co-ordina- 
tion Act,  the  Provinces  have  agreed  with  the  Federal 
Department  of  Labor  to  pass  legislation  closing  the 
independent  labor  bureaux,  and  to  co-operate  with  the 
Dominion  Government  in  creating  a  chain  of  govern- 
mentally  controlled  and  supervised  bureaux. 

Labor  scouts,  who  are,  plainly  speaking,  employment 
salesmen,  solicit  the  employer  for  his  labor  requirements, 
endeavoring  to  sell  him  a  satisfactory  and  efficient  labor 
service.  The  employer,  on  the  other  hand,  will  com- 
municate his  requirements  to  the  nearest  Government 
Labor  Bureau,  and  will  report  on  forms  supplied  period- 
ically by  the  Federal  Department  of  Labor,  the  number  of 
employees  on  his  payroll,  and  the  prospective  increase  or 
decrease  for  the  period  following.  In  this  way  an  intel- 
ligent survey  of  employment  conditions  throughout 
Canada  will  be  maintained.  Federal  and  Provincial 
clearing  houses,  Federal  and  Provincial  superintendents  of 
labor,  and  standing  committees  on  labor — Federal,  Pro- 
vincial, and  Municipal — will  contribute  to  the  stabilizing 
of  this  all-inclusive  system.  In  each  of  these  labor 
bureaux  throughout  Canada  will  be  a  representative  of  the 
Department  of  Soldiers'  Civil  Re-Establishment,  whose 
duty  it  will  be  to  meet  and  interrogate  each  returned 
soldier  applicant,  directing  him  to  the  proper  authorities 
as  his  case  may  require,  or  if  he  is  ready  for  employment, 
obtaining  for  him  that  preference  over  the  civilian  appli- 
cant that  is  his  just  due.  In  each  military  district  is  a 
unit  of  the  Department  of  Soldiers'  Civil  Re-establish- 
ment which  takes  up  the  direction  of  the  disabled  and 
discharged  soldier  as  he  is  released  from  the  control  of 
the  military  in  his  district.  A  Unit  Service  Officer 
administers  the  machinery  which  has  to  do  with  the 


soldier  who  is  seeking  employment.  Special  repre- 
sentatives under  the  direction  of  Information  and  Service 
Headquarters  at  Ottawa,  keep  a  constant  survey  of 
employment  conditions  and  assist  in  organization  in  their 
respective  districts.  The  close  liaison  between  the  Depart- 
ment of  Soldiers'  Civil  Re-establishment,  the  Federal 
Department  of  Labor,  and  the  Provincial  Departments  of 
Labor,  should  make  for  the  greatest  efficiency  in  the 
placing  of  the  soldier  in  employment  and  helping  him  to 
attain  his  pre-war  efficiency. 

The  foregoing  is  an  outline  of  the  machinery  that  is 
essential  in  this  work,  but  so  far  as  the  returned  soldier  is 
concerned,  it  is  only  contributory  to  his  re-establishment 
in  civil  life.  I  do  not  desire  to  dwell  at  length  on  the 
severe  hardships,  sacrifices,  and  disabilities  which,  during 
the  last  five  years  have  tended  to  remove  the  man  who 
has  served  overseas,  from  normal  conditions  of  pre-war 
times.  If  the  public  at  large  does  not  realize  by  this 
time  that  the  returned  soldier  cannot  be  expected  to  take 
up  where  he  left  off  when  the  call  to  arms  came,  and 
quietly  settle  down  to  pre-war  conditions,  the  fact  will 
never  be  realized. 

Sympathy  and  co-operation  are  words  which  have 
been  extensively  used  in  reference  to  the  re-establishment 
of  the  soldier  and  it  is  our  desire  to  justify  the  use  of  these 
two  words  by  seeing  them  put  into  practical  application. 
It  has  been  necessary  to  bring  to  the  attention  of  em- 
ployers, and  especially  industrial  employers,  the  fact  that  a 
man  who  has  suffered  the  shock  of  battle  cannot  be  expected 
to  settle  down  to  his  occupational  pursuit  with  the  same 
facility  that  he  did  in  prewar  times.  Noisy  machinery, 
the  confinement  of  workshops,  and  the  general  change  of 
atmosphere,  are  bound  to  have  a  more  or  less  depressing 
and  disturbing  effect.  We  are  asking  industrial  employers 
to  take  a  direct  interest  in  the  returned  soldier  going  into 
their  plants,  give  him  more  or  less  freedom  to  come  and  go 
at  his  own  pleasure  during  the  first  few  weeks  or  months  of 
his  employment,  and  at  the  same  time  pay  him  the  stand- 
ard wage  for  a  full  day's  work.  This,  I  grant,  is  asking  the 
employer  to  make  a  personal  sacrifice,  but  when  it  is  brought 
home  to  him  that  the  sacrifice  he  makes  in  this  way  cannot 
begin  to  measure  up  to  the  sacrifices  that  have  been  made 
for  him,  it  is  not  difficult  to  make  him  appreciate  his  res- 
ponsibility and  to  win  his  co-operation. 

While  the  absorption  of  the  mechanic,  and  the  man 
accustomed  to  less  skilled  labor,  presents  no  very  serious 
problem, — what  of  the  thousands  of  officers,  students,  and 
men  of  professional  calling  who  have  lost  ground  through 
the  hiatus  of  war  ?  Many  of  the  officers  were  boys  who 
went  from  banks,  offices,  and  colleges,  joining  the  ranks 
before  going  overseas,  and  by  persistent  application,  intel- 
ligence, and  outstanding  bravery,  won  not  only  minor  but 
senior  rank  on  the  field.  And,  furthermore,  senior  rank 
brings  senior  pay, — and  is  it  to  be  expected  that  these  men 
of  oustanding  ability  should  go  back  to  the  point  where 
they  left  off  when  they  answered  the  call  to  arms  ?  It  is 
true  that  many  of  those  in  the  class  which  I  have  just 
referred  to,  have  been  promised  their  old  positions  upon 
their  return — but  is  it  reasonable  to  expect  that  they 
can  accomodate  themselves  to  their  individual  pre-war 
status  ? 

Of  particular  interest  to  a  body  such  as  yourselves  is 
the  young  engineer  and  the  engineering  student.     In  the 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


187 


ranks  of  the  first  contingents  of  Field  Companies  that  went 
overseas,  was  a  large  number  of  graduate  and  under- 
graduate engineers.  Owing  to  the  restricted  size  of  a 
field  company,  many  men  of  this  class  joined  the  Artillery, 
Infantry,  and  other  branches  of  the  service.  A  review  of 
the  number  of  technical  students  enrolled  for  technical 
courses  during  the  past  four  years,  as  compared  with  pre- 
war enrollments,  to  say  nothing  of  broken  courses,  reveals 
an  appalling  state  of  affairs  from  an  economic  standpoint. 
Owing  to  the  necessity  of  quick  decision  and  immediate 
action  which  the  exigencies  of  war  demand  of  the  military 
engineer,  there  is  not  time  for  mathematical  precision  so 
necessary  in  the  civil  calling  of  an  engineer,  and  broad 
formulae  and  more  or  less  primitive  expedients  in  many 
cases  are  applied.  While  this  had  a  tendency  to  broaden 
a  young  man's  comprehension  and  make  him  more  self- 
reliant,  how  is  he  going  to  meet  the  more  technical  demands 
of  his  profession  when  he  returns  to  civil  life  ? 

In  Europe  and  in  the  United  States,  the  large  engin- 
eering bodies  have  realized  their  duty  towards  the  man 
who  has  contributed  so  largely  to  the  success  of  the  Allies 
in  a  war  which  has  been  essentially  an  engineering  war. 
"  In  Great  Britain,  the  Ministry  of  Labour  established 
an  Appointments  Department  early  in  1918,  to  assist  and 
advise  those  requiring  professional  and  business  appoint- 
ments on  their  return  to  civil  life.  There  are  two  divisions 
of  this  department ;  one  deals  with  training,  the  other  with 
employment.  Before  demobilization  an  officer  may  fill 
in  a  card  stating  his  wishes  as  to  employment,  his  qualifica- 
tions, etc.,  and  this  will  be  forwarded  to  the  Appointments 
Department.  The  United  Kingdom  has  been  divided 
into  eleven  districts  and  in  each  there  is  a  District  Direc- 
torate. The  number  of  men  placed  in  positions  has 
increased  steadily.  In  some  cities  of  the  United  States 
there  are  special  professional  sections  of  the  U.  S.  Employ- 
ment Service  devoted  to  the  placement,  of  engineers, 
technicians  and  teachers.  In  Chicago  there  is  a  special 
office  of  the  employment  service  devoted  to  the  placing  of 
qualified  engineers  and  teachers.  Its  work  has  been  very 
successful  as  shown  by  the  following  figures: — Organized 
July  1,  1918,  it  made  400  placements  in  July,  1100  in 
August,  and  1600  in  September." 

Being  myself  a  military  engineer,  and  having  come 
into  contact  with  a  great  many  of  the  graduate  and  under- 
graduate engineers  who  have  gone  from  this  country 
overseas,  this  is  a  matter  to  which  I  have  given  considerable 
thought. 

It  has  been  suggested  that  all  overseas  engineers  be 
asked  to  form  an  engineering  organization  for  the  pro- 
motion of  their  own  interests.  While  there  is  much  that 
can  be  said  to  the  advantage  of  such  an  organization,  I 
believe  that  if  the  engineering  bodies  of  Canada  already 
in  existence  are  willing  to  bear  a  proportion  of  the  responsi- 
bility of  seeing  their  overseas  membership  again  estab- 
lished in  civil  life,  such  a  step  will  be  unnecessary. 

I  have  not  attempted  to  outline  every  feature  of  the 
work  of  the  Information  and  Service  Branch  of  the 
Department  of  Soldiers'  Civil  Re-Establishment,  as  it 
would  take  too  long,  and  the  outstanding  principle  would 
be  more  or  less  submerged  in  detail.  In  closing  I  just  wish 
to  draw  the  attention  of  your  organization  to  the  fact 
that  in  the  matter  of  vocational  training  in  our  depart- 
ment, the  returned  engineer  is  playing  the  most  out- 


standing part.  The  Director  of  the  Vocational  Branch, 
Mr.  Segsworth,  is  himself  an  engineer,  and  many  others 
will  be  found  throughout  his  organization.  Just  as  the 
war  has  demanded  all  that  is  best  in  engineering  skill  and 
operation,  so  do  the  problems  of  reconstruction  demand 
the  same  application  of  engineering  principles. 

In  response  to  a  question  from  E.  M.  Proctor, 
A.M.E.I.C.,  as  to  whom  returned  soldiers  who  are  engin- 
eers should  apply  for  information,  Major  Anthes  stated 
that  the  engineering  organizations  were  being  asked  to 
appoint  Committees  to  act  in  co-operation  with  the 
Information  and  Service  Branch  of  the  Department  of 
Soldiers'  Civil  Re-establishment.  Lieut  F.  S.  Rutherford, 
A.M. E. I.C.,  was  being  released  from  the  Militia  Depart- 
ment for  the  purpose  of  getting  in  touch  with  the  returned 
engineers.  The  head  office  of  the  department  in  Ottawa 
is  at  130  Queen  St.,  and  in  Toronto  at  287  Queen  St. 
West,  where  information  will  be  given  out. 

Referring  to  the  part  which  engineers  are  taking  in 
addition  to  the  Department  of  Infoimation  and  Service 
of  which  Major  Anthes  is  the  head,  Professor  Haultain 
stated  that  "there  are  two  other  branches  which  have  en- 
gineers at  the  head.  There  is  the  branch  which  is  res- 
ponsible for  the  manufacture  and  supply  of  artificial  limbs, 
which  has  at  its  head  Major  Coulthard,  a  mining  engineer. 
The  Vocational  Branch  has  at  its  head  Major  Segsworth 
a  mining  engineer.  Major  Segsworth's  divisional  chief  in 
Nova  Scotia  is  a  mining  engineer;  in  Quebec  he  has  an 
electrical  engineer;  in  Ontario,  I  am  in  charge;  in  Manitoba, 
another  engineer  is  in  charge  and  in  Alberta  there  is  also 
an  engineer;  I  do  not  think  there  are  engineers  in  charge 
in  Saskatchewan  and  British  Columbia.  On  my  own 
staff  there  are  forty  odd  engineers  and  architects  and 
that  is  in  Ontario  alone.  We  have  room  at  the  present 
time  for  twenty  more  engineers,  if  we  can  get  them.  If 
any  of  you  know  of  any  returned  engineers  who  would  like 
to  take  up  this  work,  we  would  be  glad  to  hear  of  them." 

Col.  Leonard:  "  I  may  say,  as  a  concrete  example  of 
the  work  that  this  Department  is  doing,  that  we  got  from 
Prof.  Haultain's  department,  in  the  industry  with  which 
I  am  connected,  a  man  who,  before  the  war,  was  a  labourer. 
To-day  he  is  one  of  our  assayers,  and  is  performing  most 
excellent  service. 

The  discussion  was  then  closed. 

National  Highways  and  Good  Roads 

Capt.  J.  Duchastel,  M.E.I.C.,  Honoury  President, 
Good  Roads  Association,  before  reading  his  paper,  which 
appeared  in  the  February  issue  of  The  Journal,  stated  that 
his  idea  in  presenting  the  paper  was  to  elicit  discussion 
upon  this  very  important  subject,  which  means  more  to 
Canada  at  the  present  time  than  it  ever  did  before.  It  is 
understood  that  the  Federal  Government  is  on  the  verge  of 
introducing  a  measure  to  aid  the  construction  of  good 
roads  in  Canada.  This  is  a  new  venture  and  probably 
there  may  be  some  difficulties  in  the  way.  There  are 
certainly  some  problems  that  will  have  to  be  dealt  with 
immediately. 

Mr.  Francis:  "Mr.  Chairman  and  Gentlemen:  The 
Institute  is  to  be  congratulated  on  having  one  as  competent 
as  Capt.  Duchastel  to  present  to  it  this  highly  important 
subject.    He  points  out  the  four  underlying  principles  in 


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connection  with  road  improvements.  We  all  know  that 
no  road  improvements  can  be  carried  out  unless  it  is  part 
of  a  comprehensive  scheme ;  unless  it  is  under  competent 
authority,  unless  a  standard  specification  is  adopted,  and 
we  will  all  agree  that  no  grant  should  be  made  unless  an 
undertaking  is  given  to  keep  the  roads  in  proper  condition 
and  to  provide  for  their  maintenance.  I  have  much 
pleasure  in  moving  a  hearty  vote  of  thanks  to  Capt. 
Duchastel  for  his  paper." 

C.  A.  McGrath,  M.E.I.C.:  "  Mr.  Chairman,  a  few 
years  ago,  in  a  moment  of  weakness,  I  found  myself 
accepting  a  seat  on  the  Highways  Commission  in  the 
Province  of  Ontario.  I  repeat,  sir,  it  was  in  a  moment  of 
weakness — possibly  a  willingness  to  be  agreeable  had 
something  to  do  with  it.  I  think,  however,  that  it  was 
probably  due  to  the  fact  that  the  then  Premier,  the  late 
Sir  James  Whitney,  practically  conscripted  me.  Sir 
James  Whitney,  in  my  judgment,  belonged  to  a  type  of 
public  man  very  essential  in  these  days,  with  the  country 
faced  with  great  problems — problems  requiring  the  best 
attention  of  every  citizen  in  the  country.  Well,  I  became 
a  member  of  the  Highways  Commission,  and  now  I  find 
myself  paying  the  penalty  by  being  called  on  to  discuss 
very  briefly  the  road  question  as  brought  forward  by  Mr. 
Duchastel. 

Let  me  confess  at  once  that  I  never  brought  to  the 
highway  problem  any  technical  training  of  any  value  in 
the  building  of  roads.  We  all  know  that  the  type  of  high- 
way depends  upon  the  traffic  it  has  to  carry  and  the  availa- 
bility of  road  material.  We  all  know  that  not  a  penny 
should  be  put  into  a  good  road  until  there  is  a  thoroughly 
worked-out  scheme  for  the  maintenance  of  that  road,  and 
which  would  go  into  effect  from  the  moment  the  road  is 
completed.  We  all  know  that  good  roads  cost  from  $5,000 
a  mile  up  to  $20,000  and  $25,000  and  even  higher.  There- 
fore, it  is  a  problem  of  tremendous  financing,  especially 
in  a  young  country  where  roads  are  essential  to  its  develop- 
ment. 

While  it  is  some  time— 1914,  I  believe— since  I  was 
associated  with  the  Ontario  Highways,  and  I  have  not 
kept  myself  in  touch  with  road  building  policy,  still  I  am 
not  disposed  to  agree  with  Mr.  Duchastel  if  I  understood 
him  to  suggest,  that  the  proposed  Dominion  grant  should 
be  divided  amongst  the  provinces  on  the  basis  of  popula- 
tion alone.  That  policy  might  be  sound  in  a  thickly 
settled  and  finished  country,  but  in  a  country  with  large 
areas  in  process  of  settlement,  I  consider  the  area  factor 
has  to  be  taken  into  account.  My  recollection  is,  that  that 
principle  is  embodied  in  the  provision  for  subsidizing 
roads  in  the  United  States.  As  I  am  not  a  practical  road- 
builder  I  shall  not  take  up  any  of  your  time  attempting  to 
discuss  that  which  I  know  little  about.  There  is,  however, 
a  feature  of  the  problem,  that  I  would  like  to  speak  on  for 
a  few  moments. 

Those  of  you  who  may  have  looked  over  the  report 
of  the  Ontario  Highways  Commission  as  presented  in 
1914,  will  find  a  suggestion  in  connection  with  road 
development.  It  is  the  making  use  of  a  few  of  our  most 
successful  business  minds  in  an  advisory  way.  I  am  not 
suggesting  that  engineers  are  not  business  men,  but  we 
have  men,  engineers  and  others,  who  have  pushed  their 
heads  through  the  crust  of  the  business  world,  who  have 
got  the  habit  of  doing  big  things  in  a  big  way.     There  is 


ample  work  for  the  biggest  of  them,  in  working  out  ways 
and  means  for  stimulating  road  development. 

From  time  to  time  I  have  advanced  that  idea,  with, 
I  must  confess,  no  success.  Before  the  war  I  was  told 
that  such  men  could  not  be  taken  from  their  own  business 
interests.  We  now  know  they  can,  as  many  rendered  very 
splendid  services  during  the  great  crisis  through  which 
the  world  passed  during  the  last  four  years. 

As  I  see  it  there  are  two  main  systems  of  highways. 
There  is  that  system  necessary  to  meet  the  business  needs 
of  the  producer,  the  agriculturist,  the  man  engaged  in  the 
basic  industry  of  Canada.  The  construction  of  roads 
in  that  system  is  of  primary  importance.  The  other 
system  is  what  might  be  termed  revenue  producers- 
motor  tourist  roads. 

Respecting  the  former — those  to  meet  the  business 
needs  of  the  producers, — I  understand  the  Dominion 
Government  contemplates  stimulating  their  development 
by  large  subsidies  to  the  various  provinces  for  expenditure 
through  their  respective  Highway  Departments.  The 
motor  tourist  road  will  have  to  remain  in  the  background 
unless  ways  and  means  are  worked  out  in  order  to  carry 
their  development  forward  also.  To  that  subject  I  desire 
to  briefly  draw  your  attention  trusting  that  I  can  show 
that  they  also  are  very  necessary  if  for  no  other  reason 
than  as  producers  of  revenue  to  Canada. 

We  have  to  the  south  of  us  a  great  people,  a  nation  of 
one  hundred  million,  with  an  immigration  during  the  10 
years  ending  the  30th  June,  1914,  which  averaged  1,000,000 
annually.  Its  natural  increase,  births  over  deaths,  was 
probably  the  same.  In  other  words,  in  every  four  or 
five  years  it  was  adding  to  its  population  a  number  equal  to 
the  total  population  of  Canada,  while  without  any  immi- 
gration its  natural  increase  in  eight  years  is  equal  to  our 
entire  population.  I  think  we  are  pretty  well  agreed  that 
the  United  States  of  America,  if  not  the  wealthiest  nation 
in  the  world,  is  certainly  very  close  to  it.  In  other  words, 
we  have  at  our  very  doors  a  country — a  vast  reservoir  of 
people — with  a  vast  reservoir  of  wealth.  So  far  as  I  am 
concerned  I  am  not  worrying  about  any  Canadian  immi- 
gration problem.  I  have  a  pretty  fair  idea  where  to  find 
people  to  place  on  our  vacant  lands.  I  repeat,  a  reservoir 
of  people  with  vast  wealth  and  lying  within  parallels  of 
latitude  where  it  is  uncomfortably  hot  in  mid-summer. 
That  means  but  one  thing,  a  great  amount  of  wealth 
expended  in  travel — to  their  own  mountains,  to  Europe 
and  Asia — and  what  about  Canada,  with  its  northern 
latitudes?  They  will  come  to  Canada,  with  its  cooler 
summers,  if  Canada  is  made  attractive  for  the  tourist. 
Have  we  then  the  vision  to  look  forward  to  the  possi- 
bilities of  such  business,  with  the  revenues  which  will 
come  with  it  ?  The  tourist  traffic  has  been  the  life  of  some 
of  the  older  countries  of  Europe.  I  will  put  it  figuratively; 
let  us  prepare  the  target,  provided  we  believe  we  can  pro- 
duce the  goods. 

May  I  draw  your  attention  to  the  Laurentian  hills 
that  traverse  the  Province  of  Quebec  and  westward 
through  Ontario.  I  never  look  at  them  without  feeling 
that  we  have  great  resources  in  their  beauty,  such  as 
winding  valleys,  wooded  slopes,  towering  hills,  emerald 
lakes  and  fishing  streams,  and  that  if  we  only  had  them 
explored  with  the  view  of  having  them  used  for  tourist 


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189 


trade,  we  would  find  there  an  opportunity  to  do  much 
towards  the  development  of  Canada  through  attractive 
summer  hotels,  motor  roads,  etc.  Let  us  assume  that  we 
had  a  motor  road  running  up  the  Gatineau  Valley  for 
seventy-five  miles,  thence  westward  across  the  mountains  to 
Pembroke,  then  down  through  Algonquin  Park  and  on  to 
Toronto.  What  a  wealth  of  colouring  is  to  be  found  along 
such  a  route  in  the  autumn!  Of  course,  it  would  cost  a 
vast  sum  of  money,  but  I  have  confidence  that  it  would 
bring  a  splendid  return  to  the  country.  If  I  am  right, 
Canada  has  a  tremendous  asset  awaiting  development. 
A  few  years  ago  I  suggested  to  the  Government  of  the 
Province  of  Quebec  the  desirability  of  setting  apart  a 
few  explorers  to  hunt  out  the  beauty  spots  for  chalets, 
etc. — the  expenditure  would  be  small — they  might  be 
organized  into  a  tourist  development  branch  of  some 
existing  department  of  the  government. 

I  go  down  the  St.  Lawrence  River  frequently.  Where 
is  there  another  St.  Lawrence  River  ?  Fifteen  or  twenty 
miles  across,  with  some  of  the  most  beautiful  scenery 
within  its  valley.  What  are  we  doing  towards  developing 
the  St.  Lawrence  river  for  tourist  purposes  ?  I  know  of 
nothing  being  done  in  that  direction.  The  one  objection 
to  the  St.  Lawrence  is  that  the  water  is  rather  cold  for 
bathing.  But  that  is  a  problem  that  engineers  can  grapple 
with,  and  that  difficulty  can  be  overcome.  If  such  a 
government  service  as  I  have  referred  to  existed,  it  could 
advise  those  who  have  summer  hotel  resorts  along  the 
river,  where  they  can  find  locations  in  their  immediate 
neighborhood  where  it  is  feasible  to  hold  water  at  high  tide 
in  artificial  reservoirs  which  can  be  heated  by  the  sun's 
rays  or  mechanical  means.  Why  should  the  field  geolo- 
gists and  timber  explorers  of  our  respective  governments 
not  be  mobilized  under  some  central  organization  for  a  few 
years,  all  being  called  upon  to  hunt  out  what  Canada  has  to 
offer  in  the  way  of  attracting  tourist  motor  travel  ? 

Now  I  come  to  the  last  stage  of  my  remarks.  I  know 
that  no  nation  on  earth  has  the  opportunity  that  Canada 
has,  in  view  of  the  enormous  population  and  wealth 
immediately  to  the  south  of  us.  I  believe  Canada  has 
outstanding  attractions  for  the  tourist.  If  I  am  right 
in  this  latter  view,  how  are  we  to  connect  the  two  ?  It  will 
not  only  be  a  question  of  tourist  roads,  but  tourist  resorts, 
with  all  that  that  implies,  if  it  is  to  be  successful.  I  quite 
appreciate  that  the  Government  cannot  take,  under  the 
country's  existing  financial  obligation,  large  sums  of 
monies  for  such  roads.  How  are  they  to  be  financed  ? 
It  is  a  great  problem.  It  requires  the  fertility  of  mind  of 
the  business  man  who  has  got  the  habit  of  doing,  as  I  have 
already  said,  big  things  in  a  big  way,  who  in  pushing  his 
head  through  the  business  crust  of  the  country,  has  been 
forced  to  overcome  great  obstacles.  I  suggest  no  solution, 
though  I  see  no  reason  why  motors  using  "  tourist  roads  " 
shall  not  carry  an  additional  license. 

My  suggestion  is  for  the  government  to  select,  say, 
three  of  our  most  capable  men,  to  work  in  an  honorary 
way  and  in  an  advisory  capacity.  Give  them  a  very  small 
staff.  I  am  sure  each  Provincial  Government  would 
undertake  any  work  for  them  looking  to  the  determination 
of  what  its  asset  is  in  the  way  of  tourist  attractions.  The 
problem  of  financing  such  roads  would  be  one  demanding 
that  resourcefulness  of  mind  and  courage  that  has  enabled 
many  great  things  being  done  in  Canada  in  the  past. 


In  fact  it  seems  to  me  they  might  be  of  very  great  assistance 
to  the  Dominion  Government  in  many  issues  that  will 
arise  in  connection  with  the  expenditures  of  the  proposed 
subsidies  to  the  highways  of  the  country.  In  connection 
with  this  latter,  I  would  say  that  the  chief  highway  officers 
of  each  province  should  be  called  into  convention  and  a 
standard  of  Provincial  Departmental  Highway  be  agreed 
upon.  This  is  the  day  of  standardization.  No  Dominion 
monies  should  go  to  any  province  until  the  same  has  a 
highway  department  with  the  necessary  technical  quali- 
fications fully  up  to  the  agreed-upon  standard.  Occas- 
ionally some  good  thing  happens  through  an  accident. 
The  sound  way  however  is  through  systematic  investiga- 
tion and  real  thinking.  A  well-known  consulting  engineer 
quite  recently  said:  "  the  nation  that  does  the  deepest 
thinking  in  the  next  ten  years,  is  the  nation  that  is  going 
to  lead  the  world." 

A.W.Campbell,  M.  E'./.C.,  Dominion  Highways  Commis- 
sioner : '  'Mr.  President ,  Ladies  and  Gentlemen ;  owing  to  the 
peculiar  nature  of  my  position  I  am  here  this  afternoon 
more  to  listen  to  your  discussion,  and  to  get  some  infor- 
mation, than  to  attempt  to  give  any  information.  I  have 
listened  with  a  great  deal  of  interest  to  the  valuable  paper 
that  has  been  read.  It  contains  a  great  deal  of  practical 
information,  and  it  has  marked  out  some  lines  in  which  we 
might  engaged  for  a  little  while  in  a  very  valuable  discus- 
sion. The  questions  which  have  been  brought  out  by  that 
paper  are  questions  which  are  of  very  great  interest  at  the 
present  time,  in  laying  down  what  may  be  called  the 
elementary  methods  of  doing  something  towards  the 
improvement  of  our  roads. 

One  very  important  question  has  been  raised  by 
Mr.  Magrath  and  that  is  as  to  the  development  of  our 
natural  resources  and  the  opening  up  of  the  beautiful 
scenery  which  extends  throughout  the  length  and  breadth 
of  this  country  from  ocean  to  ocean.  The  importance  of 
making  that  development  at  the  present  time  can  be 
readily  appreciated  from  the  fact  that  the  motor  vehicle 
is  becoming  a  very  serviceable  one  now  on  account  of  its 
pleasure-giving  proclivities  and  also  on  account  of  its 
being  a  business  vehicle.  In  connection  with  the  question 
of  good  roads  it  is  interesting  to  know  that  the  people  of 
this  country  have  something  over  $200,000,000  invested  in 
motors  to-day,  and  that  the  revenues  derived  from  the 
operation  of  motor  cars  amount  to  a  very  considerable 
sum.  The  revenue  derived  by  the  province  of  Ontario 
is  in  the  neighbourhood  of  $1,250,000,  which  should  really 
go  towards  the  improvement  of  roads. 

The  broad  question  cf  how  the  resources  of  this 
country  should  be  developed  along  profitable  and  desirable 
lines,  is  a  very  important  one.  As  Mr.  Magrath  has 
already  pointed  out,  it  is  a  question  involving  very  large 
sums  of  money,  going  up  into  the  millions.  This  is  largely 
an  engineering  question,  and  no  doubt,  in  the  expenditure 
of  that  money,  engineers  who  are  working  in  Canada  to- 
day will  be  employed,  as  well  as  many  more,  especially 
those  who  have  been  serving  at  the  front  during  the  last 
four  years,  who  have  been  engaged  in  railway  and  highway 
construction,  and  who  have  had  that  peculiar  training  and 
experience  that  will  fit  them  to  assist  us  in  the  develop- 
ment of  these  roads. 

There  are  some  features  in  connection  with  the 
United  States  measure  which  has  been  brought  to  our 


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attention  in  this  paper,  to  which  I  would  like  to  refer.  One 
of  these  is  as  to  how  any  money  that  may  be  appropriated 
by  the  Federal  Government  will  be  divided  among  the 
provinces.  It  has  been  pointed  out  that  by  the  legislation 
in  the  United  States,  area,  population,  and  road  mileage 
in  the  different  states  are  taken  as  the  basis,  one-third  upon 
each  score.  It  is  suggested  by  the  paper  that  the  dis- 
tribution should  be  made  on  the  basis  of  population.  That 
is  a  suggestion  as  to  which  a  discussion  has  already  arisen. 
I  should  very  much  like  to  hear  this  point  more  fully  dis- 
cussed. The  question  of  maintenance  has  been  very  pro- 
minently brought  to  our  attention,  and  I  do  think  it  is  a 
matter  of  very  great  consequence.  I  particularly  agree 
with  that  feature  of  the  paper,  and  also  with  the  sug- 
gestion that  the  provincial  department  should  be  respon- 
sible for  road  maintenance.  It  was  not  made  quite  clear 
to  me  as  to  how  this  was  going  to  be  brought  about. 
In  order  to  have  jurisdiction,  I  suppose  the  jurisdiction  of 
the  municipality  should  pass  to  the  province,  and  the 
province  should  then  control  the  expenditure  for  main- 
tenance, and  also  be  responsible  afterwards  for  any 
accident  that  might  happen  on  the  road  and  for  the 
maintenance  of  the  road  in  proper  condition.  These  are 
only  some  of  the  smaller  points  that  have  been  brought  to 
my  attention  by  this  paper,  and  I  do  hope  to  get  a  lot  of 
information  from  the  discussion  which  will  take  place 
pursuant  to  the  paper." 

George  Hogarth,  M.E.I.C.,  Chief  Engineer,  Depart- 
ment of  Highways,  Ontario:  "Mr.  President,  Ladies  and 
Gentlemen,  we  have  all  listened  with  great  interest  too 
Mr.  Duchastel's  paper  on  national  highways  and  good 
roads.  There  has  been  brought  out  in  that  paper  the 
question  of  federal  aid.  We  do  not  know  the  amount  of 
Federal  aid  that  will  be  granted,  we  do  not  know  the 
direction  in  which  the  money  will  be  spent,  but  we  do 
feel  that,  whatever  aid  may  be  granted,  it  will  be  adequate 
for  the  needs  of  the  provinces,  and  that  it  will  lead  to  an 
era  of  road-building  in  Canada,  the  like  of  which  we  have 
never  seen  in  the  past. 

For  the  information  of  the  members  of  The  Institute 
it  might  be  well  to  go  into  the  question  of  the  organization 
that  we  have  in  Ontario  to-day  for  the  purpose  of  under- 
taking road  work.  It  is  quite  possible  that  this  organiza- 
tion that  we  have  now  might  be  used  as  a  means  for  dis- 
tributing the  federal  aid.  Federal  aid  might  well  be 
extended  to  an  organization  already  carrying  out  an 
extensive  programme  of  road  improvement  that  covers  the 
construction  of  every  type  of  road  from  the  earth  road  to 
the  higher  type  of  pavement.  We  have  really  three 
systems  in  Ontario,  all  under  different  municipal  manage- 
ment. First,  there  is  our  township  system,  which  is 
controlled  by  the  township  council.  The  roads  which 
would  be  constructed  by  these  councils  would  be  the 
earth  roads  and  probably  the  gravel,  or  broken  stone 
roads  that  would  lead  the  traffic  out  to  the  main  travelled 
highways.  The  next  type  of  management  that  we  have 
in  Ontario  is  what  we  call  our  county  good  roads  system, 
under  which  the  counties  have  power  to  assume  control 
of  certain  main  roads,  for  the  purpose  of  improvement  and 
construction.  That  would  apply  to  all  those  roads  that 
are  designated  by  County  by-law,  and  approved  by  the 
Government  of  Ontario,  the  province  granting  aid  and 
encouragement  to  the  extent  of  forty  per  cent  on  the 


cost  of  construction,  and  twenty  per  cent  on  the  cost  of 
maintenance.  These  roads  are  really  the  main  market 
roads  of  Ontario.  They  lead  to  the  important  market 
centres,  and  furnish  the  farming  communities  with  the 
means  of  transporting  the  farm  produce  to  the  local  market 
centres  and  shipping  points.  We  have  to-day  in  Ontario 
some  forty  counties,  nearly  all  of  which  are  organized  and 
able  to  enlarge  their  scheme  of  road  improvement,  and  to 
take  advantage  of  any  encouragement  or  aid  offered  by 
the  federal  government. 

In  addition  to  the  county  system  we  have  also  got 
within  the  last  year,  what  we  have  designated  as  provincial 
county  roads.     That  is  a  higher  type  of  county  road. 

These  main  roads  lead  through  the  counties,  possibly 
joining  up  the  larger  towns,  and  in  order  to  encourage  the 
building  of  such  roads  up  to  the  proper  standard,  the  pro- 
vince has  granted  aid  to  the  extent  of  sixty  per  cent  of  the 
cost  of  construction  and  sixty  per  cent  of  the  cost  of 
maintenance.  The  next  highest  type  ofroad  that  we 
have  in  Ontario  is  what  is  called  the  provincial  highway 
and  within  the  last  year  or  so  we  have  been  authorized  to 
designate  a  provincial  highway  from  the  eastern  provincial 
boundary  to  the  western.  That  highway  will  be  con- 
structed by  the  Highways  Department  of  Ontario  and 
the  work  will  be  carried  out  under  their  direction.  The 
financial  burden  will  be  borne  by  the  Government,  and 
thirty  per  cent  of  the  cost  of  construction  will  be  charged 
back  to  what  is  termed  in  our  Act  the  local  municipality. 
That  term  may  apply  either  to  a  township  or  a  county 
according  to  the  wishes  of  the  people  affected. 

Reference  has  also  been  made  to  the  maintenance  of 
our  highways.  It  is  very  important,  when  we  have  con- 
structed these  roads,  that  they  should  be  maintained. 
In  the  past  it  has  been  the  custom  in  nearly  all  the  munici- 
palities to  construct  a  road  and  let  it  wear  out.  That  has 
resulted  in  many  fine  stretches  of  pavement  and  roadway 
going  to  pieces;  whereas,  there  must  be  a  certain  annual 
expenditure  in  order  to  keep  the  roads  in  the  best  condition. 

The  question  of  maintenance  is  a  big  one  with  us 
to-day,  but  we  feel  that  with  encouragement  in  any 
direction  the  roads  of  Ontario  can  be  kept  up,  and  can  be 
kept  in  a  safe  and  proper  condition,  and  in  such  a  condition 
as  to  enable  traffic  to  travel  over  them  comfortably.  In 
conclusion,  I  would  say  that  I  think  we  all  agree  that 
federal  aid  for  the  highways  of  the  Dominion  is  a  very 
important  matter,  and  that  with  the  encouragement 
that  federal  aid  will  give  the  municipalities  we  should 
build  many  miles  of  the  best  types  of  highways  to  be  found 
in  any  country." 

A.  B.  Macallum,  M.E.I.C.,  Commissioner  of  Works 
for  Ottawa:  Mr.  Chairman  and  Gentlemen,  the  other 
evening,  at  a  meeting  of  the  Good  Roads  Association, 
I  took  the  opportunity  of  congratulating  the  Government 
upon  the  wisdom  that  it  had  displayed  in  appointing  an 
engineer  to  take  charge  of  the  Federal  Good  Roads 
scheme,  and  I  am  living  in  hopes  that  the  wisdom  of 
appointing  engineers  to  take  charge  of  engineering  schemes 
will  be  generally  recognized. 

Touching  on  the  paper,  I  should  like  to  speak  of  one 
point  that  Mr.  Duchastel  referred  to,  and  that  is  the 
weight  of  loads  that  should  be  carried  on  a  highway. 
At  the  present  time  we  do  not  know  what  it  is.  It  is 
manifestly  absurd  to  assume  that  a  locomotive  would  go 


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191 


over  a  road  with  rubber  tires.  Yet,  what  limit  are  we 
going  to  put  on  those  loads  ?  In  London  it  is  found  that 
passenger  trucks  require  12-14  inch  concrete  bases,  and 
that  they  had  worn  out  a  6-8  inch  base.  In  Ottawa  we 
found  it  necessary,  on  Rideau  street,  to  put  in  an  8-inch 
concrete  base  under  a  pavement.  One  thing  that  might 
help  us  somewhat  is  the  fact  that  it  has  been  found  that  the 
unit  that  can  be  economically  used  is  the  5-ton  truck. 
It  has  been  found  that  on  anything  over  a  seven  and  a  half- 
ton  truck  the  elastic  limit  of  the  tires  is  exceeded,  which  is 
rather  odd,  and  that  the  rubber  tires  would  not  stay  on  the 
trucks.  It  is  impossible  to  widen  out  the  wheels  beyond 
eighteen  inches  because,  with  the  camber  of  the  road,  or  the 
dip  beside  street  car  tracks,  there  would  only  be  a  bearing 
on  one  edge  of  the  wheel.  If  it  is  possible  to  get  to  the 
stage  where  they  can  put  something  else  on  to  take  the 
place  of  the  rubber  tire,  it  is  going  to  increase  the  weight 
of  the  truck.  Then  we  are  going  to  get  a  load  greater  than 
a  five-ton  truck,  and  the  pavements  that  are  built  to-day 
will  not  stand  up.  That  has  been  found  to  be  true  in  the 
United  States,  and  there  has  been  a  consequent  loss  of 
millions  of  dollars.  It  means  the  use  of  steel  trailers. 
It  has  been  found  in  New  York  that  trucks  are  using  steel 
trailers  behind  the  ordinary  motor  truck  upon  pavements 
made  of  granite  rock.  The  limit  of  speed  is  six  miles  an 
hour,  but  it  is  human  nature  to  run  to  the  speed  limit  of 
the  vehicle,  which  means  running  at  twenty  miles  an  hour, 
and  these  pavements  were  all  smashed.  In  any  legisla- 
tion that  is  brought  forward  there  should  be  a  limit  put 
on  wheel  loads." 

This  concluded  the  discussion. 

R.  M.  Wilson,  M.E.I.C,  Chief  Engineer,  Montreal 
Light,  Heat  &  Power  Company,  on  rising  to  deliver  his 
paper  stated  that  he  wished  to  correct  an  error  in  the 
program  which  states  that  the  paper  he  prepared  was  on 
Frazil;  the  title  should  read 

Design  of  Hydro-Plants  for  Combatting  Ice  Troubles 

The  paper  by  Mr.  Wilson  and  the  discussion  thereon, 
by  K.  B.  Thornton,  A.M.E.I.C.,  Manager  Public  Service 
Corporation,  Montreal,  John  Murphy,M.E.I.C,  Electrical 
Engineer,  Department  of  Railways  and  Canals,  Ottawa, 
and  G.  Gordon  Gale,  M.E.I.C.  General  Manager, 
Hull  Electric  Company,  Ottawa,  form  a  very  important 
contribution  to  the  literature  on  this  subject  and  will 
appear  in  full  in  the  next  issue  of  The  Journal. 

President's  Reception 

In  the  evening  an  enjoyable  social  function  was  held, 
attended  by  about  four  hundred  of  the  members  and  their 
wives  and  friends,  the  occasion  being  the  reception  of  the 
President. 

In  receiving  the  guests,  President  Leonard  was  assisted 
by  Mrs.  Leonard,  Past  President  H.  H.  Vaughan  and  Mrs. 
Vaughan,  Major  Corriveau  and  Mrs.  Corriveau. 

This  was  a  social  event  of  a  brilliant  nature  which 
showed  that  the  members  of  the  profession  are  not  devoid 
of  the  social  graces  with  which  they  are  generally  not 
credited.  It  was  an  evening  such  as  will  recall  pleasant 
memories  for  a  long  time  to  those  who  were  present,  and 
for  the  success  of  which  the  members  of  the  Ottawa 
Branch  and  their  wives  deserve  great  credit. 


Thursday  Morning,  February  13th 

The  meeting  was  called  to  order  at  nine  a.m.,  by 
President  Leonard,  who  announced  that  John  Murphy, 
M.E.I.C,  Electrical  Engineer,  of  the  Department  of 
Railways  and  Canals,  and  the  Railway  Commission, 
would  give  his  paper  on 

Railway  Electrification. 

This  is  a  subject  which  touches  on  the  development 
of  electrical  engineering  and  also  is  a  vital  factor  in  the 
railway  situation  and  in  the  economic  progress  of  the 
country.  The  paper  by  Mr.  Murphy  on  this  subject  was 
followed  by  papers  on  F.  H.  Shepard,  Director  of  Heavy 
Traction,  Westinghouse  Electric  and  Manufacturing 
Company,  and  W.  G.  Gordon,  Transportation  Engineer, 
Canadian  General  Electric  Company  Limited.  Mr. 
Shepard's  paper  was  illustrated  by  lantern  slides  and 
moving  pictures. 

These  papers  together  with  the  discussion  thereon 
will  appear  in  full  in  the  next  issue  of  The  Journal. 

Dr.  C.  A.  Adams,  President,  A.I.E.E. 
During  the  discussion,  Dr.  Comfort  A.  Adams, 
President  of  the  American  Institute  of  Electrical  Engin- 
eers, entered  the  room,  his  entrance  giving  rise  to  a  spon- 
taneous, enthusiastic  welcome  from  those  present.  Dr. 
Adams'  presence  was  all  the  more  appreciated  when  it  was 
known  that  to  be  present  at  all  it  was  possible  for  him  to 
stay  only  a  few  hours,  and  to  come  all  the  way  from  his 
native  city  to  be  present  at  our  gathering  when  his  time 
was  so  limited,  shows  all  the  more  the  sincerity  of  his 
friendly  co-operative  spirit.  When  called  upon  to  address 
the  meeting  Dr.  Adams  said:  "Mr.  President  and 
gentlemen  of  The  Engineering  Institute  of  Canada,  I  bring 
you  greetings,  and  most  cordial  ones,  from  your  sister 
society  across  the  border,  the  American  Institute  of 
Electrical  Engineers.  I  bring  you  also  congratulations 
on  the  formation  of  this  organization  which  has  no  specific 
title.  We  are  all  engineers  and  I  think  there  is  hardly  any 
illustration  that  brings  that  more  forcibly  to  our  attention 
than  the  very  subject  which  is  before  you  this  morning. 
It  is  not  a  question  of  electrical  engineering  or  railway 
engineering,  or  civil  engineering,  or  mechanical  engineering, 
but  it  is  a  subject  that  involves  them  all.  I  am  absolutely 
convinced  that  you  have  taken  the  right  step  in  changing 
over  from  the  old  Society  of  Civil  Engineers  to  your  present 
form,  which  takes  in  all  of  the  engineers  of  Canada. 

Speaking  of  the  border  between  this  and  the  United 
States,  we  like  to  think  of  it  as  a  very  imaginary  line.  We 
are  not  only  of  the  same  blood  but  in  a  large  degree  we  are 
of  the  same  language.  We  have  the  same  monetary 
system  and  the  same  system  of  weights  and  measures. 
These  are,  in  many  cases,  barriers  between  nations,  but 
here  we  are  particularly  fortunate  in  having  a  marked 
absence  of  these  barriers.  There  are  no  forts  on  this  bor- 
der, there  are  no  battleships  on  our  Lakes  to  protect  us 
from  invasion.     We  have  no  fear  of  it. 

Taking  up  the  subject  in  hand  here,  I  was  very  forcibly 
carried  back  to  the  very  earliest  days  of  my  practical 
experience  in  electrical  engineering  by  some  of  Mr. 
Shepard's  illustrations.  Away  back  in  1891  Mr.  Sydney 
Short,  then  with  the  Brown  Electric  Company  in  Cleve- 


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land,  designed  the  first  gearless  railway  motor.  I  had 
a  considerable  hand  in  that  design  and,  although  I  have 
not  been  particularly  connected  with  railway  interests 
since  that  time,  I  have  followed  it  with  a  great  deal  of 
interest.  I  had  also  a  hand  in  the  early  days  in  developing 
the  B.  &  O.  locomotive  motor  and  the  methods  of  coupling. 
There  are  two  fundamental  points  which  have  im- 
pressed me  in  connection  with  electrical  railroading.  One 
is  reliability.  We  used  to  hear  in  the  old  days,  and  still 
do  hear  from  those  who  are  not  as  intimately  connected 
with  the  subject  as  some  of  us  are,  that  electrical  apparatus 
is  unreliable,  that  you  cannot  depend  upon  it.  I  think 
we  have  had  evidence  this  morning  to  show  that  it  is 
absolutely  reliable.  I  recall  an  incident  that  occurred 
a  few  years  ago  when  I  was  called  upon  to  design  a  parti- 
cular machine  for  a  client.  He  asked:  "  Have  you  ever 
done  it  before;  have  you  ever  designed  that  kind  of  a 
machine?"  I  said:  "No,  not  exactly  like  this."  He 
said:  "  How  do  you  know  it  will  work;  how  do  you  know 
that  it  will  do  what  you  claim  it  will  do  ?"  '  The  General 
Electric  Company  and  the  Westinghouse  Company  refused 
to  guarantee  any  such  thing  as  that.  "  I  said :  "I  am  not 
guaranteeing  it,  but  I  know  it  will  do  it."  I  think  that  is 
characteristic  of  the  electrical  business.  It  has  been  true 
in  regard  to  the  electrical  drive  of  battleships  and  merchant 
ships  and  wherever  it  has  been  tried  out,  notwithstanding 
the  fact  that  the  very  first  instance  of  the  application  of  a 
drive  of  that  sort  was  a  success.  We  may  leave  the  practical 
details,  but  fundamentally  there  is  no  question  about  it 
that  there  is  vastly  greater  certainty  in  the  design  of  elect- 
rical apparatus  to-day  than  there  is  in  any  other  type  of 
apparatus  that  we  have. 

The  second  point  that  impresses  me  in  this  connection 
is  the  question  of  conservation.  We,  on  this  continent, 
in  Canada  and  in  the  United  States — the  United  States 
particularly — have  been  squandering  our  natural  resources 
for  generations,  and  particularly  during  the  past  genera- 
tion. We  call  it  development,  but,  as  a  matter  of  fact  it 
is  the  most  foolhardy  squandering  of  our  sources  of  power. 
In  the  evolution  of  a  nation  we  find  a  gradual  change  from 
the  hand  to  mouth  method  to  the  method  of  co-operation 
and  far-sightedness,  and  this  is  one  of  the  steps  between 
the  hand  to  mouth,  careless  wasting  of  our  resources,  and 
the  economical  use  of  those  resources,  even  though  it  may 
involve  a  considerable  increase  in  capital  expenditure. 
The  difference  between  the  hand  to  mouth  method  and  the 
farsighted  method  is  just  that  of  the  change  from  larger 
operating  costs  and  smaller  capital  expenditure  to  smaller 
operating  cost  and  larger  capital  expenditure,  because 
that  is  absolutely  typical  of  its  development.  It  is  not, 
in  the  long  run,  going  to  be  a  matter  of  judgment  and 
opinion;  it  is  going  to  be  a  matter  of  necessity  and  we  have 
got  to  come  to  it.  There  is  no  question  on  that  point 
whatsoever.  I  look  forward  to  the  time,  as  I  think  most 
of  us  do,  when  the  railways  of  this  country,  and  of  all 
other  countries,  will  be  operated  largely  by  electrical 
power. 

There  is  one  matter  that  is  of  a  purely  general 
nature  that  has  absorbed  a  large  part  of  my  efforts  and 
attention  during  the  past  year  or  two,  and  that  relates 
in  general  to  the  broad  field  of  co-operation.  It  has  so 
many  branches  that  I  hardly  know  where  to  begin. 
But,  as  engineers,  we  are  in  some  degree  responsible  for 


the  improvement  in  the  bonds  which  tie  the  different 
parts  of  the  country  together,  both  in  communication  and 
transportation,  and  the  bonds  which  similarly  tie  different 
countries  and  nations  together.  Therefore,  it  seems  to 
me  that  as  the  process  of  bonding  ourselves  together  is 
due  to  our  efforts  in  some  degree,  we  should  take  the 
lead  in  that  co-operation  without  which  such  bonds 
cannot  exist.  In  the  case  of  our  engineering  societies  it 
is  absolutely  vital  that  we  should  feel  a  closer  and  more 
intimate  brotherhood,  and  one  of  the  great  advantages  of 
meetings  of  this  sort  is  that  we  can  all  get  together, 
shake  each  other  by  the  hand,  and  meet  face  to  face. 
As  has  been  said  so  often,  the  chief  barriers  between 
different  groups  and  societies,  as  between  different  nations, 
are  the  barriers  which  come  from  lack  of  knowledge  of 
each  other  and  lack  of  association.  When  we  come  to 
know  each  other,  we  find  we  are  all  the  same  sort  of  human 
beings  after  all,  so  that,  the  chief  message  that  I  wish  to 
bring  to  you  from  the  other  side  is  that  we  feel  a  kinship 
which  is  most  intimate,  and  that  we  wish  to  establish 
and  maintain  the  most  hearty  and  the  most  vigorous 
co-operation  in  every  field  of  endeavour  that  we  are 
connected  with. 

Dr.  Adams  concluded  by  extending  a  hearty  invita- 
tion to  the  members  of  The  Institute  to  attend  the  mid- 
winter convention  of  the  American  Institute  of  Electrical 
Engineers. 

Thursday  Luncheon 

Members  of  The  Institute  who  have  attended  the 
annual  gathering  for  years  state  that  this  luncheon  was 
the  most  largely  attended  of  any  similar  function  ever 
held.  An  hour  before  sitting  down  it  was  no  longer 
possible  to  furnish  tickets  so  that  many  were  disappointed. 
The  main  dining  hall  of  the  Chateau  Laurier  was  taxed 
to  its  utmost  to  accommodate  the  gathering  of  ladies  and 
gentlemen  to  the  number  of  nearly  four  hundred  and 
fifty  who  attended  this  luncheon  at  which  President 
Leonard  presided,  the  guest  of  the  day  being  Hon.  F.  B. 
Carvell,  Minister  of  Public  Works  of  Canada.  Dr.  R.  N. 
Hollis  and  Mrs.  Hollis  and  Dr.  C.  A.  Adams  were  also 
guests  and  were  seated  at  the  head  table  together  with 
members  of  Council  of  The^  Institute,_  members  of  the 
Ottawa  Committee,  the  visiting  ladies  and  wives  of 
officers  of  the  Ottawa  branch. 

Hon.  F.  B.  Carvell,  Minister  of  Public  Works,  gave 
a  somewhat  lengthy  address  which  was  filled  with 
optimism  regarding  the  future  of  Canada.  In  his  opening 
remarks  he  pointed  out  that  the  most  important  problem 
the  country  has  before  it  at  the  present  time  is  in  getting 
Canada  back  to  a  peace  basis  and  it  is  realized  that  the 
Government  has  great  difficulties  to  face  in  this  respect, 
and  the  country  at  large  has  a  responsibility  in  this 
connection  as  well.  There  is  at  present  a  certain  amount 
of  unrest  which  is  natural,  due  to  the  abnormal  conditions 
through  which  we  have  passed.  It  is  the  duty  of  every 
man  and  woman  in  Canada  who  has  the  power  of  employ- 
ing labor  to  see  that  everything  possible  is  done  with  a 
view  to  helping  to  relieve  the  situation. 

Possibly  no  class  of  people  in  the  whole  country 
have  a  greater  opportunity  of  working  out' the  problems 
which  the  Government  and  the  people  have  to  face, 
than  members  of  the  engineering  profession,  and  it  was 


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193 


therefore  fitting  that  the  annual  meeting  of  The  Institute 
should  be  held  in  Ottawa,  for  the  exchange  of  ideas. 

Stating  that  unemployment  existed  in  some  parts 
of  Canada  at  the  present  time  and  in  case  it  might  grow 
worse  in  the  next  few  months  he  proposed  outlining 
briefly  what  the  Government  was  planning  to  do  to 
promote  staple  conditions.  He  felt  that  the  Government's 
duty  to-day  was  to  expend  public  monies  in  a  way  as 
best  to  meet  conditions  which  exist.  No  money  would 
be  spent  because  a  member  desired  public  works  for  his 
own  constituency.  The  money  of  the  people  of  Canada 
will  be  spent  where  it  will  do  the  most  good  toward 
finding  employment  for  laboring  men  and  returned  soldiers 
It  is  proposed  to  spend  a  considerable  amount  of  money 
in  the  construction  of  highways  in  different  parts  of 
Canada  in  co-operation  with  the  various  Provinces, 
subject  to  the  approval  of  plans  and  specifications  under 
which  the  roads  shall  be  constructed,  the  location  of  the 
roads  by  the  Federal  Government  and  supervision  of  the 
manner  in  which  they  are  constructed.  He  has  always 
been  a  firm  believer  in  the  principle  of  expending  public 
money  in  the  construction  of  highways. 

Such  projects  can  only  be  made  a  success  however 
if  all  the  Governments  concerned  realize  that  they  must 
employ  engineers  and  must  act  upon  their  advice.  He 
believed  that  more  money  had  been  squandered  in 
Canada  during  the  past  forty-five  or  fifty  years  in  the 
attempt  to  build  roads,  where  engineering  supervision 
was  not  carried  out  than  in  all  other  public  works  put 
together.  He  hoped  all  parties  concerned  will  realize 
that  in  the  expenditure  of  these  millions  of  public  money 
the  engineer  must  be  the  first  as  well  as  the  last  man  on 
the  job.  It  is  impossible  to  succeed  in  any  other  way. 
During  the  past  few  years  the  railways  of  Canada  have  not 
been  able  to  keep  their  equipment  up  to  standard  but  it 
was  known  that  the  greatest  railway  system  had  put  aside  a 
very  large  amount  of  money  for  betterment  and  it  was  confi- 
dently expected  that  these  betterments  would  be  carried 
out  during  the  coming  year.  In  looking  over  the  esti- 
mates of  the  Minister  of  Railways  and  Canals  he  found 
that  a  great  deal  of  money  would  be  required  in  bringing 
the  Canadian  Northern  Railway  to  a  proper  standard. 
It  was  likely  that  there  would  be  as  much  money  expended 
on  improving  the  Canadian  Government  Railway  System 
during  the  coming  year  as  on  any  other  branch  of  public 
work. 

It  is  very  likely  that  there  will  be  supplementary 
estimates  at  the  coming  session  of  Parliament  which  will 
further  provide  means  of  relieving  unemployment. 

The  Minister  believed  that  it  is  not  only  the  Govern- 
ment, which  had  responsibility  in  carrying  the  country 
through  the  serious  times  of  bringing  it  back  to  a  peace 
basis,  but  also  the  great  corporations  whether  industrial 
or  public  utilities,  and  in  particular  everyone  in  the 
country  who  is  in  a  position  to  employ  labor.  The 
corporations  throughout  Canada  have  a  duty  of  carrying 
on  during  the  next  year  whether  the  profits  are  large  or 
whether  there  are  any  profits.  A  year  from  now  will  see 
settled  conditions  and  the  soldiers  absorbed  once  more 
into  civil  life. 

No  country  among  the  warring  nations  is  to-day  in 
a  better  condition  economically  than  Canada  and  if 


every  man  or  woman  in  the  country  does  his  or  her  duty, 
there  should  be  no  great  unrest. 

The  immense  debt  with  which  the  country  has  been 
burdened  by  the  war  means  that  from  now  on  the  interest 
to  be  paid  every  year  of  from  one  hundred  to  one  hundred 
and  fifteen  million  dollars  per  annum  would  take  nearly 
as  much  as  the  actual  liquid  revenues  amounted  to  before 
the  war,  and  in  addition  it  would  require  another  fifty 
million  dollars  for  pensions.  He  could  not  see  how  we 
could  possibly  get  along  on  less  revenue  than  from  three 
hundred  to  three  hundred  and  fifty  million  dollars  a 
year  and  suggested  that  proper  consideration  should  be 
given  to  this  problem.  During  the  coming  year  however, 
will  be  spent  even  if  necessary  to  borrow  it  as  it  would 
be  a  duty  to  do  so  in  order  to  bring  the  country  back  to 
a  condition  of  peace. 

Continuing  Mr.  Carvell  said : 

I  hope  that  no  one  will  consider  that  I  am  pessimistic 
about  Canada's  future.  I  have  said  that  probably  none 
of  the  warring  nations  are  in  as  good  a  position  as  we  are, 
and  I  repeat  it.  Probably  no  country  in  the  world 
possesses  such  valuable  natural  resources  as  Canada  does. 
All  we  require  is  a  little  time  to  develop  these  resources, 
a  little  time  in  order  that  our  people  may  get  back  to 
the  ordinary  vocations  of  life,  a  little  time  in  order  that 
our  transportation  facilities  may  be  somewhat  improved. 
When  that  time  comes  I  have  no  doubt  whatever  that 
even  with  our  increased  public  debt,  the  resources  of  our 
country  and  the  ability  of  our  people  will  be  sufficient  to 
meet  all  the  larger  expenditures  which  we  shall  be  called 
upon  to  make. 

I  do  not  need  to  say  that  it  has  given  me  a  great  deal 
of  pleasure  to  meet  a  body  of  this  kind.  You  are  display- 
ing a  great  deal  of  public-spiritedness  in  coming  here  at 
great  expense  and  trouble  to  yourselves;  you  are  coming 
here,  I  believe,  for  the  good  of  the  country.  I  have  no 
doubt  that  your  deliberations  will  result  in  great  benefit 
to  Canada,  because  there  never  was  a  time  in  our  history 
when  the  engineering  profession  played  such  a  part  as  that 
which  they  have  an  opportunity  of  playing  during  the  next 
three  or  four  years.  Nor  has  there  ever  been  a  time  in 
the  history  of  the  world  when  the  engineering  profession 
played  such  a  part  as  it  has  played  during  the  war.  The 
war  has  been  practically  a  war  of  engineering;  our  success 
on  the  western  front  was  largely  due  to  the  tremendous 
engineering  abilities  of  the  men  that  Canada  sent  over 
there.  I  have  not  had  the  pleasure  of  visiting  the  front, 
but  my  colleagues  who  have  been  there  tell  me  that  in 
their  opinion  many  of  the  great  military  operations 
carried  on  would  not  have  been  possible  had  it  not  been 
for  the  railway  construction  and  general  engineering 
work  carried  on  by  the  Canadian  engineers.  That  is 
perhaps  one  of  the  greatest  tributes  to  the  Canadian 
engineering  fraternity  which  the  war  has  produced; 
it  is  another  evidence  that  when  Canadians  are  given  an 
opportunity  to  do  so  they  rise  to  the  occasion.  That 
brings  me  back  to  the  last  thought  that  I  wish  to  place 
before  you;  it  is  that  when  Canada  is  given  a  chance  to 
get  back  to  the  ordinary  times  of  peace,  I  have  no  hesita- 
tion whatever  in  saying  that  Canada  will  rise  to  the  occa- 
sion. We  will  carry  on  the  affairs  of  the  country,  we 
will  pay  the  interest  on  our  debt,  we  will  pay  our  pensions, 


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and  we  will  continue  to  be  one  of  the  most  prosperous 
countries  on  the  earth.     (Applause). 

The  luncheon  proceedings  concluded  by  the  singing 
of  God  Save  the  King. 

Visit  to  Parliament  Buildings. 

At  the  conclusion  of  the  luncheon  program,  President 
Leonard  announced  that  immediately  following  a  group 
photograth  would  be  taken  in  front  of  the  Chateau, 
followed  by  a  visit  to  the  Parliament  Buildings.  At 
four-thirty  p.m.  the  program  would  be  resumed  consisting 
of  the  papers  which  had  been  postponed  from  previous 
sessions. 

Besides  the  group  photograph  which  is  reproduced  in 
this  issue  of  The  Journal,  B.  E.  Norrish,  A.M.E.I.C, 
had  motion  pictures  taken,  both  in  front  of  the  Chateau 
and  as  the  visitors  entered  the  Parliament  Buildings. 

The  trip  to  the  Parliament  Buildings  was  arranged 
through  the  courtesy  of  J.  B.  Hunter,  Deputy  Minister 
of  Public  Works,  and  John  A.  Pearson,  Chief  Architect 
of  the  Buildings,  both  of  whom  accompanied  the  party. 

In  the  rotunda  of  the  Commons  entrance,  Mr. 
Hunter  made  the  following  remarks: — 

"Mr.  President  and  ladies  and  gentlemen,  I  cordially 
welcome  you  on  the  occasion  of  your  visit  to  the  new 
Parliament  Buildings  of  Canada.  You  have  come  in 
by  the  new  Commons  entrance,  and  I  think  you  have  all 
been  pleased  with  what  you  have  already  seen.  As  you 
go  through  the  other  parts  of  the  building  I  know  that 
you  will  be  delighted  with  the  development  of  the  plan; 
there  is  a  largeness  of  conception  which  will  impress 
itself  upon  you  and  you  will  appreciate  the  immense 
amount  of  labour  and  thought  which  has  been  put 
into  the  design,  all  of  which  is  due  to  the  great  creative 
genius  of  that  master-builder,  John  A.  Pearson. 

May  I  say  a  few  words  about  what  has  led  up  to 
the  present  stage  in  the  construction  of  this  building. 
By  the  disastrous  fire  of  February  3rd,  1916,  the  old 
building  was  left  practically  in  ruins.  The  debris  was 
immediately  cleared  away.  Seven  lives  were  lost  in  that 
fire,  and  of  one  of  the  vactims,  Mr.  Law,  M.P.,  no  trace 
could  be  found.  Owing  to  the  building  having  rather 
outgrown  its  usefulness  —  it  had  become  badly  ventilated, 
dirty,  unsanitary  —  there  was  very  little  regret  over  the 
occasion  of  erecting  a  new  structure  in  keeping  with  the 
needs  and  future  of  Canada. 

Immediately  after  the  fire  the  Minister  of  Public 
Works  summoned  Mr.  Pearson  and  Mr.  Marchand  and 
asked  them  to  go  over  the  matter  and  make  a  report. 
Afterwards  these  two  gentlemen,  Mr.  Pearson  as  Chief 
Architect  and  Mr.  Marchand  as  Associate,  were  com- 
missioned to  prepare  plans  and,  departing  from  the 
procedure  which  had  been  followed  in  the  erection  of 
buildings  on  previous  occasions  under  government 
supervision  —  a  practice  which  had  sometimes  led  to 
investigations  and  squabbles  under  the  old  party 
system  —  it  was  decided  that  members  from  both 
sides  of  the  House  and  members  of  the  Senate  should 
form  a  joint  Committee  to  have  superintendence  of  and 
direction  over  the  work.  I  think  that  this  plan  has  worked 
out    exceptionally    well.    The    gentlemen    who    were 


appointed  to  the  Committee  took  a  keen  interest  in  the 
work.  As  soon  as  Messrs.  Pearson  and  Marchand  had 
their  plans  completed,  they  were  thoroughly  discussed 
and  some  slight  alterations  suggested  which  were  heartily 
co-operated  in  by  the  architects.  Finally  the  contract 
was  awarded  to  Messrs.  Lyall  &  Sons  on  the  basis  of 
these  plans,  which  was  another  departure  for  the  Depart- 
ment of  Public  Works,  because  it  was  a  forced  contract. 
But  under  the  circumstances  it  was  considered  that  the 
following  of  this  procedure  would  enable  an  earlier 
start,  which  it  did,  and  would  also  ensure  the  very  best 
workmanship,  which  it  was  necessary  to  have  in  the 
Parliament  Buildings  of  Canada. 

The  work  proceeded  in  1916  until  the  foundations 
were  in  by  September  1st.  In  that  connection,  it  was 
possible  to  arrange  a  very  happy  ceremony  in  the  laying 
of  the  corner-stone.  The  old  corner-stone  was  inside 
the  building  in  the  basement,  on  the  Senate  side.  No 
doubt  a  great  many  Ottawans  and  visitors  to  Ottawa 
in  the  past  have  —  well,  I  was  going  to  say  stumbled 
over  that  stone,  because  it  used  to  be  near  the  old  parlia- 
mentary restaurant.  But  I  will  not  say  any  more  about 
that;  we  are  not  in  the  old  days  now.  The  original 
corner-stone  was  laid  by  the  Prince  of  Wales,  who  after- 
wards became  King  Edward  the  Seventh,  and  it  was 
arranged  to  have  the  stone  re-laid  in  the  new  structure 
by  his  brother,  who  fortuitously  happened  to  be  in 
Canada  at  the  time.  The  Duke  of  Connaught,  therefore, 
graciously  consented  to  re-lay  this  stone,  and  below  the 
previous  inscription  is  the  human  touch:  "  Re-laid  by 
his  brother,  Arthur,  Duke  of  Connaught,  September  1st, 
1916," — exactly  57  years  from  the  time  the  late  King 
Edward  laid  the  stone  as  Prince  of  Wales.  The 
monument  of  the  Duke  of  Connaught's  gracious  mother, 
Queen  Victoria,  was  nearby;  it  had  been  unveiled  by  the 
present  King  when  he  was  out  here  as  Duke  of  York. 
All  these  circumstances  contributed  to  the  Duke  of 
Connaught's  being  visibly  affected. 

After  the  laying  of  the  corner-stone  the  erection 
of  the  walls  proceeded  and  by  winter  the  second  storey 
had  been  reached.  The  work  on  the  Hill  was  closed 
down  for  the  winter,  but  on  Sussex  street  work  was 
carried  on  in  the  stone  sheds  on  the  outside  stone,  and  on 
a  small  portion  of  the  interior  stone,  most  of  which  was 
not  delivered  until  1917.  Then,  in  the  spring  of  1917, 
the  work  was  got  at  early  and  the  building  made  rapid 
progress.  By  the  fall  the  roof  was  on  and  by  heating 
with  salamanders,  the  brick  partitions  in  the  floor  and  so 
on  were  gone  on  with  and  carried  pretty  well  to  comple- 
tion. But  the  feature  of  1917  was  the  semi-centennial 
of  the  Confederation  of  the  Canadian  provinces,  and  the 
building  was  dedicated  by  the  present  Governor-General. 
Addresses  were  given  by  the  Prime  Minister  and  other 
noted  men  upon  this  occasion.  I  want  to  read  to  you 
the  inscription  on  the  Confederation  column  at  the 
main  entrence,  which  you  will  see  as  we  go  through 
the  building: 

"  On  the  fiftieth  anniversary  of  the  Confedera- 
tion of  British  colonies  in  North  America  as  the 
Dominion  of  Canada  the  Canadian  Parliament  and 
people  dedicate  this  building  in  process  of  recon- 
struction after  damage  by  fire  as  a  memorial  of  the 


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195 


deeds  of  their  forefathers  and  of  the  valour  of  those 
Canadians  who  in  the  great  War  fought  for  the 
liberties  of  Canada,  of  the  Empire  and  of  humanity." 
You  will  see  that  this  is  a  worthy  dedication  and 
a  worthy  monument  to  the  cause  for  which  our  soldiers 
fought. 

In  1918  we  went  ahead  with  the  heating  plant. 
It  was  decided  to  remove  all  heating  appliances  from  the 
main  building  and  erect  a  central  heating  plant  which 
would  take  care  also  of  the  new  departmental  buildings 
which  it  is  intended  to  erect  on  what  is  known  as  the 
Wellington  street  area,  west  of  Parliament  grounds. 
That  progressed  during  1918,  the  tunnel  was  built  connect- 
ing with  this  building,  and  the  interior  work  was  proceeded 
with  which  you  will  see  to-day. 

I  will  give  you  a  few  figures  of  the  dimensions  of  the 
building.  The  building  is  different  in  lay-out  from  the 
old  structure.  You  will  remember  that  when  you  came 
up  the  stairs  of  the  main  entrance  of  the  old  building 
you  were  faced  by  a  blank  wall,  and  you  could  go  to 
the  right  or  to  the  left.  By  the  removal  of  the  heating 
plant  it  has  now  been  possible  so  to  develop  the  plan  that 
when  you  come  up  the  main  steps  and  stand  near  this 
Confederation  column  you  can  look  north,  east  and  west. 
The  corridors  are  well-lighted.  In  order  to  get  better 
ventilation  and  light,  and  on  account  of  various  other 
considerations,  the  Commons  and  Senate  Chambers 
have  been  placed  at  the  extreme  ends  of  the  building, 
the  Senate  on  the  East  side  and  the  Commons  on  the 
West.  The  restaurant  remains  in  the  same  position, 
above  the  Commons  Chamber  on  the  top  storey  of  the 
west  side,  and  commands  that  splendid  view  over  the 
Ottawa  river  which  I  do  not  think  can  be  surpassed. 
I  am  told  that  it  cannot  be  surpassed  in  the  world  on  a 
summer  evening  when  the  sun  is  setting;  that  is  quite 
believable. 

The  building  is  471  feet  long  from  east  to  west  and 
194  feet  wide,  being  245  wide  including  the  pavilions  — 
that  is,  both  ends.  It  is  90  feet  high.  The  tower,  of 
which  you  see  the  connecting  walls  standing,  has  not 
been  constructed,  but  it  is  expected  to  start  that  this 
year,  and  by  next  winter  we  hope  to  have  four  or  five 
storeys  of  the  tower  erected.  It  would  be  250  or  260 
feet  high  and  will  overtop  the  Mackenzie  tower.  The 
old  tower  did  not  do  that. 

The  old  Commons  and  Senate  Chambers  were  the 
same  size,  82  feet  by  46  feet.  The  Commons  Chamber 
has  now  been  enlarged;  it  is  97  feet  by  62  feet,  so  that 
care  has  been  taken  to  provide  for  the  increased  member- 
ship which  is  expected.  The  Senate  Chamber  is  a  little 
smaller,  80  feet  by  41  feet  6  inches.  You  know,  the 
Senators  do  not  increase  as  fast  as  the  Members  of  the 
House  of  Commons.  There  are  365  offices  in  the  buil- 
ding; there  is  an  increased  area  over  the  old  building  of 
about  90  per  cent.  The  old  building  had  no  cellar;  now 
a  cellar  has  been  excavated  and  so  much  additional 
space  acquired.  A  storey  has  also  been  added.  Eighty- 
two  of  the  offices  are  in  what  we  call  the  office  blocks; 
they  are  on  the  sites  of  the  old  Chambers,  the  Senate 
and  the  Commons. 

You  will  notice  as  you  pass  through  the  building 
how  well  the  proportions  have  been  kept  by  the  architect. 


In  these  office  blocks  are  the  Railway  Committee  room 
and  the  reading  room  and  the  Senate  Chamber  on  the 
other  side.  Mr.  Pearson  and  myself  are,  of  course, 
familiar  with  the  building,  and  if  you  follow  us  we  will 
visit  the  Commons  Chamber  first  and  then  go  right 
through  to  the  top  storey,  where  the  restaurant  is  placed. 


Afternoon  Session,  Thursday,  February  13th 

At  four-thirty  p.m.  the  meetings  were  resumed  in 
the  Assembly  Hall  at  the  Chateau  Laurier,  President 
R.  W.  Loenard  in  the  Chair. 

The  first  paper  on  the  program  was  by  J.  L.  Busfield, 
A.M. E.I. C,  fully  illustrated  by  latern  slides,  on  the 
Montreal  Tunnel. 

Mr.  Busfield's  paper  fully  illustrated  will  be  published 
in  the  April  issue  of  The  Journal. 

In  discussing  this  paper  H.  K.  Wicksteed,  M.E.I.C. 
stated  that  Mr.  Busfield  had  given  a  splendid  description 
of  the  construction  and  equipment  of  the  tunnel  and  the 
hearty  thanks  of  The  Institute  were  due  him  for  the 
trouble  which  he  had  taken  in  getting  all  this  information 
together  and  giving  it  in  such  an  interesting  manner. 

In  the  temporary  absence  of  the  President,  John 
Murphy,  Member  of  Council  occupied  the  Chair,  and 
announced  that  there  were  still  two  papers  on  the  program 
one  by  Dr.  Dawson  and  one  by  the  President.  Dr.  W. 
Bell  Dawson,  M.E.I.C,  Superintendent  of  Tidal  Survey, 
Dept.  of  Naval  Service  then  read  his  paper; 

Mean  Sea  Level  Datum  for  Canada. 

This  paper  was  published  in  full  in  the  February 
issue  of  The  Journal. 

Discussing  the  paper  Geo.  A.  Mountain  stated  that 
we  were  partly  in  sympathy  with  Dr.  Dawson's  suggestion 
that  a  mean  sea  level  datum  be  established  throughout 
Canada.  It  would  facilitate  work  for  everybody.  He 
appreciated  Dr.  Dawson's  paper  and  was  pleased  to 
have  heard  it. 

C.  C.  Kirby  of  St.  John,  N.B.,  asked  if  the  monuments 
through  the  state  of  Maine  placed  on  bridges  by  the  U.S. 
Postal  Geodetic  Survey  were  for  the  same  datum  that 
Canada  has  now  adopted,  and  in  reply  Dr.  Dawson 
stated  that  the  leveling  of  the  frontier  of  New  Brunswick 
has  connected  with  the  United  States  Geodetic  Survey 
bench  marks,  and  it  has  since  been  connected  with 
Halifax.  "The  mean  sea  level  datum  is  carried  from 
New  York,  I  assume,  along  the  shore  by  land  levelling,  and 
our  levels  now  connect  from  the  frontier  of  Maine  to 
Halifax.  The  final  revision  of  that  work,  when  made 
by  the  geodetic  survey,  will  correlate  all  the  levels  with 
the  same  datum." 

Mr.  Wicksteed:  No  one  realizes  more  completely 
than  I  do  the  importance  of  Dr.  Dawson's  work  and  how 
much  we  are  indebted  to  the  Government  departments 
for  these  precise  levels.  In  the  case  of  the  Canadian 
Northern  terrain,  for  instance,  we  must  have  run  seven 
thousand  or  eight  thousand  miles  —  probably  ten 
thousand  miles  of  railroad  levels.    Of  course,  railroad 


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surveying  as  a  rule  is  not  precise  work,  but  when  we  have 
points  to  which  we  can  close  at  the  end  of  our  individual 
surveys  such  as  Dr.  Dawson  and  the  Geodetic  Survey 
have  provided  us  with,  it  is  a  very  comfortable  feeling 
to  find  that  we  are  coming  out  within  a  foot  or  two  any- 
way, at  the  end  of  fifty  or  sixty  miles.  I  hope  that 
Dr.  Dawson  and  the  other  surveyors  will  be  given  the 
opportunity  to  complete  that  work,  because  the  task  of 
establishing  levels  throughout  the  different  parts  of 
Canada  is  a  very  important  one  indeed  in  the  Government 
service. 

Dr.  Dawson:  Perhaps  I  may  be  allowed  to  say  a 
word  on  behalf  of  Mr.  Ogilvie,  who  is  not  here.  In  the 
geodetic  survey,  which  is  under  his  charge,  it  is  possible 
to  run  only  main  through  lines  across  the  country.  I 
can  confidently  say  that  he  appreciates  such  levels  as 
you  speak  of,  on  railways,  which  serve  to  extend  the  levels 
in  the  trunk  lines  in  lateral  directions  and  to  carry  them 
from  the  main  line  to  other  points,  perhaps  cities  and 
towns,  which  will  utilize  the  same  elevations.  So  that 
you  must  not  disparage  railway  levels;  in  my  own 
experience  I  have  found  them  extremely  accurate.  The 
great  difficulty  is  that  very  often  they  are  not  fixed  by 
bench-marks,  and  for  this  reason  a  very  large  amount 
of  work  has  been  lost.  As  there  is  now  a  continuous 
line  from  Halifax  across  Canada  to  Vancouver,  railway 
levelling  that  would  extend  these  levels  laterally  in  any 
direction  is  of  great  benefit  in  carrying  them  over  the 


length  and  breadth  of  the  country.  In  the  meridian 
lines  and  township  lines,  which  the  Surveyor  General's 
department  is  running,  they  are  continually  intersecting 
the  main  lines  of  the  geodetic  levels,  and  thus  extending 
the  network  of  levelling  by  establishing  lake  levels, 
water-power  levels,  and  so  on ;  in  extension  of  the  through 
line  across  the  continent.  So  that  I  think  this  lateral 
work  is  of  very  great  service. 

In  speaking  to  Dr.  Deville,  the  Surveyor  General, 
he  said  that  he  was  quite  in  accord  with  the  attitude 
of  the  Railway  Commission,  represented  by  Mr.  Mountain, 
in  the  principle  of  adopting  mean  sea  level  as  a  general 
datum.  Thus  we  have  the  Railway  Commission,  the 
Surveyor  General,  and  the  actual  surveyors  engaged  in 
the  work  supporting  this  view;  and  if  we  get  the  interest 
of  the  railway  engineers  and  the  city  engineers  it  will 
facilitate  the  work  very  much  indeed. 

G.  Blanchard  Dodge:  The  paper  is  a  valuable  addi- 
tion to  the  literature  on  Mean  Sea  Level.  The  available 
information  on  this  subject  is  very  meagre.  A  masterly 
treatise  was  written  many  years  ago  by  Monsieur  Lalle- 
mard,  Chief  of  the  levelling  in  France,  but  it  is  now 
difficult  to  obtain. 

The  connection  between  the  determination  of  mean 
sea  level  by  tide  gauges  around  the  coast  and  the  trans- 
ference of  such  determination  to  the  interior  by  precise 
levelling  is  well  brought  out.  Dr.  Dawson,  however, 
does  not  seem  to  have  referred  to  his  tide  gauges  at  Port 


I    mil 1 1 i  UPM 


...i..,»* 


Group  Photo  Ottawa  Professional 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF   CANADA 


197 


Nelson  on  Hudson  Bay.  A  connection  between  Hudson 
Bay  and  the  Pacific  is  now  only  waiting  the  completion 
of  the  last  200  miles  of  the  Hudson  Bay  Railway,  as  precise 
levels,  of  a  high  order  of  accuracy,  have  already  been  run 
to  the  end  of  the  steel  by  the  Surveyor  General's  Branch. 
This  Branch  has  run  precise  levels  from  Calgary  to  that 
point  by  way  of  Saskatoon  and  Prince  Albert,  a  distance 
of  800  miles,  and  from  Calgary  to  Vancouver  the  levelling 
has  been  run  by  the  Geodetic  Survey. 

Dr.  Dawson  emphasizes  the  necessity  of  all  organi- 
zations using  the  same  datum,  but  city  engineers  in  the 
west,  where  the  elevation  is  very  great,  do  not  like,  so 
many  figures.  This  difficulty,  of  course,  could  be  got 
over  by  simply  cutting  off  the  thousands  and  certain  of 
the  hundreds,  so  that  a  point  in  a  city  whose  elevation  is 
2418  feet  would  be  recorded  by  the  city  engineer  as, 
say,  118  feet. 

Regarding  a  general  precise  datum  in  the  west  it 
may  be  noted  that  6,600  miles  of  precise  levels  have  been 
already  run  in  the  prairie  provinces,  slightly  more  than 
half  of  this  having  been  done  by  the  Surveyor  General's 
Branch,  and  slightly  less  than  half  by  the  Geodetic  Survey. 
These  two  organizations  use  the  same  datum,  and  it  is 
rapidly  being  adopted  by  the  great  railways. 

It  cannot  be  too  strongly  emphasized  that  work  like 
Dr.  Dawson's  must  always  be  the  real  foundation  of 
any  system  of  precise  levelling,  because  no  matter  how 


accurate  levels  are,  they  cannot  carry  a  datum  from  one 
part  of  the  open  coast  to  another  part  as  accurately  as 
the  sea  itself  can  record  it.  Each  tide  gauge  well  placed 
on  the  open  sea  must,  therefore,  always  be  a  new  starting 
point  in  a  level  net. 

Following  the  discussion  of  Dr.  Dawson's  paper 
Lieut.-Col.  Leonard  presented  his  paper  on 

Mining  and  Metallurgy  of  Cobalt  Silver-Ores 

which  was  published  in  the  February  Journal. 

After  reading  his  paper  Col.  Leonard  was  asked 
regarding  the  large  areas  of  mineral  land  as  to  why  it 
was  not  developed  by  the  Government,  to  which  he 
replied  that  the  present  policy  which  was  almost  universal 
was  to  encourage  individual  effort  and  even  then  it 
required  much  hard  work  and  patient  effort  to  succeed 
as  a  mining  prospector. 

Moving   Pictures 

The  reading  of  President  Leonard's  paper  and  the 
brief  discussion  concluded  the  technical  portion  of  the 
program  of  the  professional  meeting. 

In  the  evening  at  eight  thirty,  B.  E.  Norrish, 
A.M. E. I.C.  presented  to  an  audience  of  ladies  and  gentle- 
men which  filled  the  room,  a  number  of  highly  interesting 
motion    picture    films   illustrating   the    development   of 


Meeting,  February  13th,  1919. 


198 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


various  industries  throughout  Canada,  and  which 
illustrated  the  splendid  work  which  the  Department  of 
Trade  and  Commerce  has  been  doing  in  having  these 
educational  films  prepared  in  order  that  the  whole  world 
can  know  of  Canada's  magnificient  scenery,  her  rich 
natural  resources,  and  the  industrial  progress  she  is 
making. 

This  concluded  the  final  session  of  what  is  without 
doubt  the  most  successful  gathering  of  engineers  ever 
held  in  Canada. 

Registration 

The  official  register  shows  that  the  following  were  in 
attendance  and  in  addition  seventy-two  ladies  signed  the 
register,  their  presence  adding  much  to  the  success  and 
enjoyment  of  the  gathering. 

Dr.  M.  Murphy,  Ottawa;  H.  H.  Vaughan,  Montreal; 
R.  W.  Leonard,  St.  Catherines;  W.  F.  Tye,  Montreal; 
Geo.  A.  Mountain,  Ottawa;  J.  M.  R.  Fairbairn,  Montreal ; 
James  White,   Ottawa;  John  Murphy,   Ottawa;  C.  A. 
Magrath,   Ottawa;  Fraser  S.   Keith,   Montreal;  T.   L. 
Simmons,  Ottawa;  C.  R.  Coutlee,  Ottawa;  J.  A.  Robert, 
Ottawa;  H.  A.  Belanger,  Ottawa;  B.  Stuart  McKenzie, 
Winnipeg,  Man.;  J.  A.  Walker,  Lieut.,  Ottawa;   A.    B. 
Macallum,  Ottawa;  F.  W.  G.  Smith,  Ottawa;  Guy  C. 
Dunn,  Winnipeg;  H.  D.  Parizeau,  Ottawa;  E.  A.  Stone, 
Ottawa;  Martin  Wolff,    Ottawa;  P.   Sherrin,   Ottawa; 
R.  de  B.  Corriveau,   Ottawa;  H.   E.   Smaill,   Ottawa; 
H.  T.  Hazen,  Toronto;  A.  T.  Phillips,  Ottawa;  A.  M. 
Wonfold,    New    Westminster;   Alex.    Ferguson,  Ottawa; 
F.  W.  Whtte,  Ottawa;  G.  B.  Dodge,  Ottawa;  A.  R. 
Decary,  Quebec;  A.  B.  Normandin,  Quebec;  W.  R.  Gross, 
New  Westminster;  Alfred  D.  Flinn,  New  York;  G.  J. 
Desbarats,  Ottawa;  J.  B.  Challies,  Ottawa;  Major  W.  G. 
Swan,  Vancouver;  V.  F.  W.  Forneret,  Ottawa;  C.  T. 
Trotter,  Ottawa;  Col.  A.  P.  Deroche,  Ottawa;  T.  R. 
Courtright,  North  Bay;  Ralph  S.  Burley,  Ottawa;  K.  B. 
Thornton,  Montreal;  E.  Brydone  Jack,  Winnipeg;  W. 
Bell  Dawson,  Ottawa;  H.  M.  Davy,  Ottawa;  H.  B.  R. 
Craig,   Fort   William;  J.   M.   Wilson,   Toronto;   F.   G. 
Goodspeed,  St.  John,  N.B.;  C.  P.  Edwards,  Ottawa; 
J.  H.  Thompson,  Ottawa;  A.  d'Odet  d'Orsonnens,  Ottawa; 
D.  W.  McLachlan,  Ottawa;  M.  F.  Cochrane,  Ottawa; 
W.  W.  Berny,  Ottawa;  A.  W.  Blanchet,  Ottawa;  T.  H. 
J.  Clunn,  Ottawa;  A.  M.  Beale,  Ottawa;  H.  W.  Jones, 
Ottawa;  J.  B.  Cochrane,  Ottawa;  E.  J.  Walsh,  Ottawa; 
C.  N.  Monsarrat,  Ottawa;  C.  O.  Wood,  Ottawa;  R.  F. 
Uniacke,  Ottawa;  N.  E.  D.  Sheppard,  Ottawa;  Norman 
Marr,  Ottawa;  G.  G.  McEwen,  Ottawa;  N.  F.  Ballantyne, 
Ottawa;  Chas.  F.  X.  Chaloner,  Ottawa;  E.  A.  Jamieson, 
Vancouver;   J.    A.    Vermette,    Ottawa;   Alan    K.    Hay, 
Ottawa;  A.  St.  Laurent,  Ottawa;  Emile   M.    Longtin, 
Ottawa;  A.  B.  Lambe,  Ottawa;  J.  L.  Rannie,  Ottawa; 
S.   J.   Chapleau,   Ottawa;   J.    M.    Somerville,   Ottawa; 
F.  B.  Reid,  Ottawa;  Wm.  H.  Carson,  Ottawa;  Duncan 
MacPherson,  Ottawa;  C.  H.  Attwood,  Ottawa;  Gordon 
Grant,  Ottawa;  Leo  G.  Denis,  Ottawa;  H.  L.  Seymour, 
Ottawa;  John  H.  Byrne,  Ottawa;  F.  E.  Powers,  Ottawa; 
C.  B.  Daubney,  Ottawa;  W.  H.  Norrish,  Ottawa;  V. 
Denis,  Ottawa;  R.  J.   Durley,   Ottawa;  Robert  Blais, 
Ottawa;  Eugene  D.  Lafieur,  Ottawa;  Geo.  H.  Ferguson, 
Ottawa;  Geoffrey  Stead,  Chatham,  N.B.;  H.W.  Grunsky, 


Ottawa;  V.  Valiquet,  Ottawa;  R.  F.  H.  Bruce,  Ottawa; 
Major  C.  F.  Harrington,  Ottawa;  L.  J.  R.  Steckel,  Ottawa; 
J.  D.  Craig,  Ottawa;  D.  A.  Williamson,  Ottawa;  Alfred 
P.  Trudel,  Ottawa;  H.  G.  Barber,  Ottawa;  O.  S.  Finnie, 
Ottawa;  F.  H.  Kitto,  Ottawa;  Thos.  H.  Dunn,  Ottawa; 
B.  E.  Norrish,  Ottawa;  R.  A.  Tapley,  Ottawa;  D.  Wyand, 
Ottawa;   R.   Adams   Davy,   Ottawa;   H.    R.    Younger, 
Ottawa;  A.  Buckman,  Ottawa;  J.  T.  Bertrand,  Isle  Verte, 
B.  H.  Fraser,  Ottawa;  P.  W.  Volckman,  Ottawa;  F.  A. 
Wise,  Montreal;  E.  Viens,  Ottawa;  J.  A.  Wilson,  Ottawa; 
F.    Anderson,    Ottawa;    W.    J.    Stewart,    Ottawa;    W. 
McArthur,  Ottawa;  S.  Davidson  Parker,  Ottawa;  Noel 
Ogilvie,  Ottawa;  K.  M.  Cameron,  Ottawa;  H.  W.  B. 
Swabey,  Ottawa;  C.  McL.  Pitts,  Ottawa;  Gordon  McL. 
Pitts,  Ottawa;  G.  A.  George,  Montreal;  S.  D.  Fawcett, 
Ottawa;  R.  F.  Howard,  Ottawa;  W.  A.  Mattice,  Ottawa; 
R.  L.  Haycock,  Ottawa;  J.  T.  Johnson,  Ottawa;  A.  J. 
Meyers,  Ottawa;  M.  B.  Atkinson,  Ottawa;  A.  V.  Gale, 
Ottawa;  A.  B.  Fripp,  New  Brunswick;  R.  A.  C.  Henry, 
Ottawa;  E.  B.  Jost,  Ottawa;  H.  B.  Cram,  Ottawa;  G. 
Gordon,  Gale,  Ottawa;  A.  Gray,  St.  John,  N.B.;  C.  C. 
Kirby,  St.  John,  N.B.;  H.  W.  Melanson,  Bathurst,  N.B.; 
W.  S.  Lawson,  Ottawa;  Alex.  Bertram,  Montreal;  H.  W. 
Wicksteed,  Toronto;  J.  W.  Harkom,  Melbourne,    Que.; 
E.  T.  Wilkie,  Toronto;  W.  A.  Waton,  Montreal;  Walter 
J.  Francis,  Montreal;  G.  H.  Bryson,  Brockville;   N.  E. 
Brooks,   Sherbrooke;  Major  H.   L.   Sherwood,   Ottawa; 
Arthur    Surveyer,    Montreal;  H.    P.    Borden,    Ottawa; 
A.  W.  Robinson,  Montreal;  E.  M.  Proctor,  Toronto; 
L.  M.  Hunter,  Ottawa;  Robt.  Henham,  Ottawa;  A.  L. 
Killatz,  Peterboro;  Geo.  Hogarth,  Toronto;  J.  M.  Leamy, 
Winnipeg;  W.  S.  Harvey,  Toronto;  W.  Chase  Thomson, 
Montreal;    G.    C.    Cowper,    Ottawa;    G.    H.    Duggan, 
Montreal;  A.  H.  Harkness,  Toronto;  Arthur  F.  Stewart, 
Windsor,  Ont.;  A.  C.  Jennings,  Toronto;  A.  C.Askwith, 
Ottawa;  J.  E.  Brown,  Ottawa;  N.  J.  Salter,  Ottawa; 
I.  J.  Tait,  Montreal; G.  S.  Rutherford,  Amherstburg.Ont.; 
O.   Lefebvre,   Montreal;   Jas.    R.   Bissett,   Ottawa;   C. 
Rinfret,  Ottawa;  J.  A.  S.  King,  Ottawa;  J.  T.  Marshall, 
Ottawa;  R.  C.  Berry,  Ottawa;  C.  J.  Moon,  Vancouver; 
A.  E.  MacRae,  Ottawa;  P.  H.  LeBlanc,  Ottawa;  I.  G. 
Mace,  Ottawa;  J.  W.  B.  Ross,  Sault  Ste.  Marie;  J.  H. 
Young,  Ottawa;  John  Blizard,  Ottawa ;H.  E.  T.  Haultain; 
Toronto;  W.  J.  Lynch,  Ottawa;  Robt.  B.  Rogers,  Peter- 
borough; E.   P.  Johnson,  Ottawa;  R.  M.  McLelland, 
Kingston;   Jas.   C.   Kennedy,   Ottawa;   W.   L.   Brown, 
Ottawa;  C.  H.  Pinhey,  Ottawa;  E.  G.  Carty,  Ottawa; 
A.  A.  Dion,  Ottawa;  D.  B.   Dowling,  Ottawa;  F.  S. 
Grove,  Ottawa;  W.  F.   Hadley,   Hull;  C.   D.  Norton, 
Deschenes,    Que.;    Robt.    W.    Powell,    Ottawa;    H.    J. 
Matheson,    Montreal;    Jas.    L.    Millar,    Pembroke;   A. 
Netlan   Beer,    Ottawa;   A.    Langlois,    Ottawa;    W.    H. 
Magwood,  Cornwall;  F.  Anrep,  Ottawa;  A.  B.  Perrin, 
Montreal;  E.  O'Sullivan,  Montreal;  G.  H.  Forth,  Belle- 
ville;  J.   Morrow   Oxley,    Toronto;   F.   P.   Shearwood, 
Montreal;    J.    E.    Openshaw,    Lieut.,    C.E.,    Montreal; 
R.  C.  F.  Alexander,  Ottawa;  I.  N.  Hollis,  Worcester, 
Mass.;  A.  J.  Lawrence,  Ottawa;  Jos.  Lamoureux,  Ottawa; 
F.  A.  Drought,  Ottawa;  F.  D.  Withrow,  Ottawa;  J.  B. 
McRae,  Ottawa;  J.  A.  Ewart,  Ottawa;  W.  P.  Copp, 
Ottawa;    W.    F.    M.    Bryce,    Ottawa;   John    W.    Seers, 
Montreal ;  Major  D.  Barry,  Ottawa;  F.  F.  Miller,  Napanee; 
R.  M.  Wilson,  Montreal;  G.  C.  Read,  Montreal;  Ormond 
Higman,  Ottawa;  H.  S.  Van  Scoyoc,  Montreal;  J.  L. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     O  F^CfA  N  A  D  A 


199 


Dr.    IRA   N.  HOLLIS, 

Dean, 

Worcester    Polytechnic    Institute, 

Past  President, 

American  Society 

of 

Mechanical  Engineer 


Busfield,  Montreal;  J.  W.  Henderson,  Ottawa;  R.  W. 
Hannaford,  Montreal;  J.  A.  Duchastel,  Outremont; 
D.  C.  Tennant,  Montreal;  Russell  B.  Smart,  Ottawa; 
Alex.  Fraser,  Quebec;  J.  D.  Chene,  Hull;  Fred  Newell, 
Montreal;  George  E.  Newell,  Montreal;  Major  W.  J.' 
Keightley,  Ottawa;  Major  S.  Howard,  Ottawa;  L.  E. 
Kendall,  Iroquois  Falls;  Edgar  Stansfield,  Ottawa;  Wm. 
Tobey,  Ottawa;  C.  N.  Putman,  Ottawa;  Wm.  Pearce, 
Calgary;  A.  W.  Campbell,  Ottawa;  R.  C.  Berry,  Ottawa; 
Lt.-Col.  Montizambert,  Vancouver,  B.C.;  W.  L.  Goodwin, 
Kingston,  Ont.;  G.  L.  Guillet,  Kingston,  Ont.;  S.  J. 
Cook,  Ottawa;  C.  E.W.  Dodwell,  Halifax;  G.  A.  Mothersill, 
Ottawa;  J.  P.  McRae,  Ottawa;  T.  U.  Fairlie,  Toronto; 
A.  B.  Oatley,  New  York;  A.  C.  London,  New  York; 
A.  Ghysens,  Montreal;  Victor  A.  Belanger,  L'Orignal; 
C.  S.  Gzowski,  Jr.,  Toronto;  F.  M.  Davis,  Ottawa;  F.  G. 
Gugholm,  Toronto;  Geo.  G.  Underhill,  Montreal;  H.  F. 
J.  Lambert,  Ottawa;  H.  E.  Huestis,  Quebec;  Thomas 
Gnndlay,  Ottawa;  R.  C.  MacLachlan,  Montreal;  L.  C. 
Nesham,  Ottawa;  N.  F.  Binks,  Montreal-;  H.W.  Armstrong 
Toronto;  R.  F.  Davy,  Timiskaming,  P.Q.;  Alex.  J. 
Grant,  St.  Catherines;  Romeo  Morrissette,  Three  Rivers; 


Arthur  Fournier,  Montreal;  J.  L.  Morris,  Pembroke; 
E.  V.  Johnson,  Ottawa;  M.  S.  Blaiklock,  Montreal; 
W.  M.  MacAndrew,  Vancouver;  F.  H.  Shepard,  New 
York;  Gilbert  G.  Murdock,  St.  John,  N.B.;  J.  W.  Porter, 
Pas,  Man.;  W.  B.  Russell,  Toronto;  A.  M.  Kirkpatrick, 
Ottawa;  Sydney  B.  Johnson,  Ottawa;  C.  A.  Biggar, 
Ottawa;  Alfred  Thompson,  Dawson,  Yukon;  W.  J. 
Hickey,  Ottawa;  A.  Scott,  Ottawa;  H.  E.  Maple,  Ottawa; 
J.  L.  Dansereau,  Montreal;  R.  A.  Ross,  Montreal;  Hon. 
Arthur  Meighen,  Ottawa;  Lt.-Col.  Nelson  Spencer, 
Medicine  Hat;  Thos.  Fawcett,  Ottawa;  R.  H.  Picher, 
Ottawa;  Henri  Gauthier,  Ottawa;  S.  B.  Wass,  Moncton, 
N.B.;  A.  G.  Hein,  Montreal;  G.  A.  Bernasconi,  North 
Sydney,  N.S.;  A.  E.  Johnson,  Montreal;  M.  H.  Sullivan, 
Kellogg,  Ida. ;  E.  N.  Nallon  Fyles,  Ottawa;  L.  B.  Copeland, 
Winnipeg,  W.  G.  Gordon,  Toronto;  H.  A.  Brazier, 
London,  Ont.;  Ernest  Lavigne,  Quebec;  Peter  Gillespie, 
Toronto;  F.  J.  Lazier;  H.  U.  Hart,  Hamilton;  N.  S. 
Braden,  Hamilton;  Chas.  F.  Medbury,  Montreal;  Dr.  C. 
A.  Adams,  Boston;  L.  H.  Cole,  Ottawa;  Claude  V. 
Johnson,  Montreal;  A.  H.  Milne,  Montreal;  Albert 
Brooks,  Montreal. 


200 


JOURNAL     OF     THE    ENGINEERING     INSTITUTE    OF     CANADA 


The  Development  and   Future  of  Aviation  in   Canada* 

By  M.  R.  Riddell,  Chief  Engineer  Canadian  Aeroplanes  Ltd. 


One  of  the  most  notable  features  of  the  late  European 
war  has  been  the  rapid  development  of  the  aeroplane  from 
a  more  or  less  experimental  toy  to  one  of  the  most  formid- 
able of  the  many  engines  of  war  employed  in  that  great 
conflict.  Of  course  it  may  be  that  the  great  development 
along  the  special  line  has  been  at  the  expense  of  development 
in  other  directions,  but  even  if  this  is  so  it  is  not  too  much 
to  say  that  a  tremendous  impetus  has  been  given  by  the 
war  to  aerial  navigation  generally. 

As  far  as  Canada  is  concerned,  while  a  Canadian — 
J.  A.  D.  McCurdy — was  one  of  the  earliest  aviators, 
on  this  side  of  the  Atlantic  at  any  rate,  beyond  a  little 
experimental  work  by  Messrs.  McCurdy  and  Baldwin 
in  the  early  days,  under  the  direction  of  Professor  Bell, 
nothing  was  done  in  the  line  of  aerial  development  until 
the  spring  of  1915. 

At  that  time  Mr.  McCurdy,  who  had  in  the  meantime 


While  the  outbreak  of  the  war  put  a  stop  to  the  pro- 
posed Transatlantic  flight,  it  was  suggested  that  a  large 
twin  engined  bombing  plane  along  the  lines  of  the 
"  America  "  might  be  constructed.  As  the  Hammonds- 
port  and  Buffalo  plants  were  crowded  with  other  work,  the 
working  out  of  this  new  machine  was  entrusted  to  the 
Canadian  plant. 

The  original  intention  was  to  have  the  "  Canada," 
as  this  machine  was  afterwards  known,  practically  a 
duplicate  of  the  "America,"  but  with  fuselage  and  landing 
gear  instead  of  a  hull,  and  two  of  the  V.X.  type  170  H.P. 
Curtiss  motors  instead  of  the  smaller  ones  fitted  in  the 
"America."  With  these  more  powerful  motors  it  was 
expected  that  a  speed  of  85  miles  per  hour  would  be 
attained  as  against  the  60  miles  per  hour  speed  of  the 
"America."  Owing  to  these  changed  conditions,  however, 
it  was  found  necessary  to  change  almost  every  part  so  that 


, 

'Avro  504-K"  Type  Training  Plane  (R.A.F.  Serial  Number  C-1501)  Built  by  Canadian 
Aeroplanes  Limited,  Toronto,  October,  1918. 


become  associated  with  the  Curtis  Aeroplane  Co.  of 
Hammondsport  and  Buffalo,  organized  a  Canadian 
company  known  as  Curtiss  Aeroplanes  and  Motors 
Limited,  with  headquarters  in  Toronto.  The  special 
object  of  this  new  company  was  the  manufacture  of  aero- 
plane parts  for  British  orders,  but  soon  much  more  in- 
teresting work  was  undertaken. 

Just  before  the  outbreak  of  the  war  a  large  twin- 
engined  flying  boat  had  been  under  construction  at  the 
Hammondsport  works  of  the  Curtiss  Co.  She  was  known 
as  the  "America,"  and  it  had  been  intended  to  attempt  a 
Transatlantic  flight  in  her. 

This  "America  "  (afterwards  known  serially  as  the 
H-4  type)  was  the  forerunner  of  the  series  of  large  flying 
boats  built  by  the  Curtiss  Co.  for  war  service  of  the  Allies. 
She  was  of  approximately  76  foot  wing  spread,  and  was 
powered  with  two  Curtiss  90  H.P.  motors. 

*Read  at  Ottawa  Professional  Meeting,  E.I.C.,  Wednesday  Feb. 


the  "  Canada  "  as  built  was  practically  a  new  design 
throughout. 

Actual  construction  work  was  begun  towards  the 
end  of  June,  1915,  and  the  first  trial  flight  was  made  about 
the  end  of  July.  As  there  had  been  some  delay  in  the 
delivery  of  the  V.X.  Motors  intended  for  her,  for  this 
first  trial  she  was  fitted  with  two  90  H.P.  motors  similar 
to  those  in  the  '  'America. ' '  This  first  flight  was  successful, 
the  "  Canada  "  showing  a  speed  of  upwards  of  70  miles  per 
hour  with  these  smaller  motors,  balancing  and  handling 
well. 

Some  slight  alterations  were  made  as  a  result  of  this 
initial  flight  before  she  was  again  tried,  this  time  with 
her  proper  motors.  On  this  occasion  she  had  a  bad 
mishap  on  landing,  and  was  partially  wrecked.  After 
repairs  she  was  again  tried  and  this  time  made  a  most 
successful  flight,  attaining  a  speed  of  better  than  87  miles 
12th. 


JOURNAL      OF        THE      ENGINEERING      INSTITUTE      OF      CANADA 


201 


per  hour,  with  a  climb  of  over  3500  ft.  in  less  than  7 
minutes. 

As  a  result  of  this  successful  trial  an  order  was  placed 
by  the  British  Government  for  eleven  more  machines  of 
this  type,  with  certain  modifications  that  had  been  found 
desirable. 

In  the  meantime  the  "  Canada  "  had  been  shipped  to 
England,  where  she  underwent  a  series  of  further  tests. 
On  one  of  these  tests  after  the  motors  had  been  "  tuned 
up,"  and  the  stranded  wire  in  the  interplane  bracing 
replaced  by  "  stream  line  "  wire  of  much  lower  resistance 
an  average  speed  of  102  miles  per  hour  was  recorded. 

The  "  C"  machines  as  these  next  eleven  were  known 
were  in  general  similar  to  the  "  Canada  "  but  embodied 
many  refinements  and  improvements  in  arrangement  and 
detail. 

These  "  C "  machines  were  duly  completed  and 
shipped  and  work  was  started  on  a  still  further  improved 


of  approximately  350  H.P.,  and  a  speed  of  approximately 
100  miles  per  hour  (with  streamline  wire).  The  total 
flying  weight  with  a  military  'load  of  about  1000  pounds, 
200  gallons  of  gasoline  and  a  crew  of  three,  was  approxi- 
mately 7000  pounds.  The  200  gallons  of  gasoline  would 
give  a  flying  radius  of  between  500  and  600  miles  at  full 
power. 

While  work  on  the  "  C's  "  was  at  its  height  a  force  of 
about  600  men  was  employed. 

After  work  on  the  "  C-2's  "  was  stopped,  as  noted 
above,  the  manufacturing  activities  of  the  Curtiss  Aero- 
planes &  Motors  Limited,  were  considerably  curtailed,  the 
manufacture  of  spare  parts  for  British  Buffalo  orders,  and 
the  construction  of  some  training  planes  of  the  JN-3  type 
as  well  as  a  few  hydro  aeroplanes  for  a  foreign  government, 
being  all  that  was  undertaken  until  the  decision  of  the 
British   authorities   to   establish   training   squadrons  in 


"JN-4"  Type  Training  Plane  (R.A.F.  Serial  Number  C-101)  Built  by  Canadian  Aeroplanes  Limited, 
Toronto,  January  1917.     (First  Machine  Turned  Out  by  C.  A.  L.) 


type  to  be  known  as  the  "  C-2,"  when  instructions  were 
received  (in  June  1916)  to  cancel  the  order  for  "  C-2  " 
machines  and  stop  all  further  work  on  the  type. 

What  probably  caused  this  decision  on  the  part  of 
the  English  authorities  was  the  trouble  that  had  been 
experienced  with  the  V.X.  type  of  Curtiss  motor ;  also  at 
that  time  reprisal  raids  were  not  in  vogue,  and  the  cry 
was  for  small  machines  of  very  high  speed  for  scouting  and 
fighting. 

It  seems  a  pity,  however,  that  none  of  this  "  Canada  " 
type  were  ever  used  in  active  service.  At  the  time  of  their 
production  (late  1915  and  early  1916)  they  were  probably 
quite  the  best  machines  of  the  type  in  existence,  although 
of  course  not  equal  to  later  larger  and  more  powerful 
machines  of  the  same  general  type  such  as  the  Handley 
Pages. 

The  "  Canada  "  and  the  "  C's  "  were  twin-engined 
biplanes,  with  a  maximum  wing  spread  of  76  feet,  engines 


Canada  changed  the  general  aeroplane  situation  con- 
siderably. 

From  the  date  of  its  incorporation  Curtiss  Aeroplanes 
and  Motors  Limited  had  maintained  a  flying  school  for 
the  training  of  cadets  for  the  air  services,  which  although 
officially  recognized  by  the  British  Government,  was 
conducted  as  a  private  concern  along  purely  civilian  lines. 

Pupils  first  of  all  received  instruction  on  flying  boats 
and  after  they  had  attained  sufficient  skill  on  these  the 
course  was  completed  on  land  machines  of  the  training 
type.  Many  aviators  were  turned  out  who  afterwards 
won  distinction  in  the  air  services  and  the  attention  of 
the  British  Government  was  called  to  the  fact  that  not 
only  was  there  much  excellent  human  material  available  in 
Canada,  but  the  Canadian  climate  was  such  as  to  afford 
a  greater  number  of  possible  flying  hours,  during  the 
spring,  summer  and  fall  at  any  rate. 


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On  account  of  these  considerations  it  was  decided  to 
establish  extensive   training  fields  in  Canada. 

For  this  training,  in  order  to  obtain  machines  quickly 
it  was  decided  to  use  the  JN  type,  similar  to  those  em- 
ployed by  the  Curtiss  School,  and  an  order  for  a  large 
number  of  JN-4's  (the  latest  model  of  the  JN  type  at  that 
time)  was  issued. 

In  connection  with  the  order  a  new  firm  under  the 
auspices  of  the  Imperial  Munitions  Board  was  organized 
to  undertake  the  work  of  manufacturing  these  planes  and 
others  which  might  subsequently  be  required,  as  it  was 
felt,  rightly  or  wrongly,  that  there  was  no  private  enter- 
prise existing  capable  of  handling  the  proposition  satis- 
factorily. 

This  new  firm  was  known  as  Canadian  Aeroplanes 
Limited  and  was  under  the  direction  of  F.  W.  (now 
Sir  Frank)  Baillie. 

Canadian  Aeroplanes  Limited  acquired  the  manu- 
facturing business  of  Curtiss  Aeroplanes  and  Motors 
Limited,  except  the  business  of  manufacturing  parts  for 
the  Buffalo  firm,  and  immediately  proceeded  with  the 
work  of  turning  out  the  JN-4  machines. 


Limited  would  not  be  nearly  large  enough  to  pro- 
duce a  sufficient  number  of  machines  in  a  reasonable  time, 
and  steps  were  taken  to  erect  a  new  plant  specially  for 
the  purpose.  A  site  was  chosen,  and  work  was  started 
about  the  beginning  of  February.  The  construction  was 
pushed  so  rapidly  that  by  May  the  transfer  to  the  new 
plant  was  practically  complete. 

With  some  extensions  subsequently  added  the  new 
buildings  provided  a  floor  space  of  approximately  235,000 
sq.  ft.  or  about  514  acres. 

The  manufacturing  equipment  was  most  complete  and 
provided  for  the  production  of  practically  every  part  of  an 
aeroplane  with  the  exception  of  the  motors  and  instru- 
ments such  as  tachometers,  gauges,  altimeters,  etc. 

A  well  equipped  testing  department  provided  for  the 
testing  of  all  raw  materials  as  well  as  finished  parts;  and 
a  research  department  allowed  experiments  to  be  made  on 
the  proper  heat  treatment  for  various  metal  parts,  the 
qualities  of  various  samples  of  dopes  and  paints,  etc. 

While  production  was  pushed  to  the  limit,  all  mater- 
ials and  workmanship  had  to  run  the  gauntlet  of  the 
testing  department,  the  company's  inspection  department 


"JN-4"  Type  Training  Plane  C-318  (Fitted  with  Snowshoes),  February  1918. 


The  Curtiss  Aeroplanes  and  Motors  Limited  continued 
their  work  of  manufacturing  spares  for  British  Buffalo 
orders. 

The  greater  part  of  the  engineering  and  manufacturing 
staffs  of  the  Curtis  Aeroplanes  &  Motors  remained  with 
the  Canadian  Aeroplanes  Limited. 

Before  beginning  production  of  JN-4  machines  on  a 
large  scale,  it  was  found  desirable  to  make  some  slight 
changes  from  the  Buffalo  design.  The  bridge  type  of 
control  with  which  the  Buffalo  machines  were  fitted  was 
changed  to  the  more  usual  "  joy  stick,  "  metal  construction 
was  adopted  for  the  rudder,  elevators,  and  fin,  and  the 
design  of  the  tail  was  altered  so  as  to  give  better  "  stream 
lining  "  and  reduce  risk  of  damage  in  landing.  The  first 
machine  was  completed  on  January  1st,  1917,  and  was 
taken  out  to  the  Long  Branch  flying  field  for  test.  The 
trial  flight  was  very  successful,  the  machine  was  officially 
accepted,  and  production  work  was  started  in  earnest. 

It  was  soon  evident  that  the  premises  occupied 
by  the  old  Curtiss  Aeroplanes  &  Motors  Limited  which 
had     been     taken    over     by     Canadian     Aeroplanes 


and  the  A-I-D,  or  government  inspectors,  the  result  of 
all  this  care  being  that  as  far  as  I  have  information  no 
accident  ever  occurred  with  one  of  our  machines  that  could 
be  traced  to  defective  material  or  workmanship. 

The  production  records  climbed  steadily  from  month 
to  month,  slowly  at  first,  then  by  leaps  and  bounds  until 
we  reached  a  record  of  318  machines  in  one  month  by  the 
end  of  1917.  This  result  was  achieved  with  a  force  of 
about  2500  men,  and  is  a  better  figure  than  has  been 
reached  on  a  similar  class  of  work  with  a  similar  number  of 
employees  anywhere  else,  as  far  as  I  have  information. 

At  this  rate  the  requirements  of  the  Royal  Air  Force 
were  soon  supplied,  and  we  were  able  to  furnish  the 
U.  S.  training  fields  with  a  number  of  training  machines 
as  well. 

The  total  number  of  JN-4  machines  turned  out  was 
approximately  1300  and  spares  sufficient  to  make  the 
production  equal  to  approximately  3000  complete  machines 
in  all;  of  these,  680  were  furnished  the  U.  S.  fields. 

The  JN-4  is  of  course  quite  obsolete  as  a  military 
machine,  but  has  proved  very  satisfactory  for  training 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


203 


purposes.  There  are  several  variations  of  this  model 
differing  in  details,  but  the  Canadian  JN-4  is  a  two-seater 
biplane  of  44  feet  wing  spread  (upper  plane),  flying  weight 
about  2100  pounds,  and  fitted  with  a  Curtiss  OX  motor  of 
90-100  H.P.    The  speed  is  about  70  miles  per  hour. 

While  the  production  of  the  JN-4  was  proceeding,  an 
experimental  machine  of  another  type  was  turned  out  in 
the  experimental  shop.  This  was  the  De  Haviland  6,  a 
training  plane  that  had  been  used  to  a  considerable 
extent  in  England  and  which  at  one  time  it  was  proposed 
to  substitute  for  the  JN-4. 

This  DH-6  was  tried  out  in  July,  1917,  and  was  found 
satisfactory,  but  by  this  time  production  was  swinging 
nicely  on  the  JN-4's,  they  had  proved  very  suitable  for  the 
purpose  and  it  was  felt  that  to  change  over  to  the  DH-6 
would  unnecessarily  delay  the  output  of  machines.  No 
more  of  this  type  were  therefore  built. 

The  DH-6  is  a  two-seater  biplane  of  about  36  feet 
wing  spread,  both  upper  and  lower  planes  being  alike, 
flying  weight  about  the  same  as  the  JN-4.  The  DH-6 
was  designed  for  a  R.A.F.  engine  of  90  H.P.     The  one  in 


There  is  a  wireless  cabin  in  which  is  fitted  a  wireless 
set  with  a  sending  radius  of  about  25  miles  and  a  receiving 
radius  of  about  1000  miles. 

The  engines,  armament,  bombs,  wireless  outfit, 
telephones,  etc.,  were  supplied  by  the  U.  S.  Navy  Depart- 
ment, but  we  had  to  make  provision  for  the  installation. 

The  construction  of  the  first  boat  of  our  contract  was 
commenced  on  April  22nd,  1918,  and  the  boat  was  com- 
pleted by  July  15th,  shipped  to  Philadelphia,  and  success- 
fully tried  out. 

We  afterwards  worked  up  to  a  production  of  eight 
boats  per  month. 

While  the  contract  for  F-5  boats  was  getting  under 
way  in  the  shops  work  was  started  on  another  type  of 
machine  for  the  R.A.F.  training  fields.  While  the  JN-4 
had  been  found  suitable  for  general  training,  it  was  some- 
what too  slow,  and  was  not  sensitive  enough  to  control 
for  advanced  work,  so  that  cadets  trained  in  Canada  had 
to  take  additional  training  before  proceeding  to  work  on 
actual  war  machines. 


Shipment  of  Canadian  "JN-4"  Training  Planes  to  U.  S.  Training  Fields.     Mid-winter  1917-1918. 


question  was  fitted  with  the  same  motor  as  used  in  the 
JN-4,  and  the  speed  was  around  65  miles  per  hour. 

The  DH-6  is  interesting  as  having  a  type  of  wing 
suitable  for  carrying  heavy  loads,  at  moderate  speeds,  the 
section  being  much  more  deeply  cambered  than  that  used 
in  the  JN-4,  which  was  a  modified  form  of  Eiffel  No.  36, 
a  good  general  purpose  curve. 

When  the  wants  of  the  R.A.F.  had  been  satisfied  for 
the  time  being,  and  there  seemed  a  likelihood  of  a  tem- 
porary lull  in  production  a  contract  was  obtained  from 
the  U.S.  Navy  for  50  flying  boats  of  the  new  F-5  type. 
This  boat  had  been  developed  at  Felixstowe,  England,  and 
found  the  most  suitable  for  patrol  and  anti-submarine 
work. 

It  is  a  large  twin-engined  boat,  of  about  102  ft.  wing 
span,  a  total  flying  weight  of  around  14,000  lbs.,  and  a 
a  speed,  fitted  with  two  400  H.P.  Liberty  12's,  of  about 
100  miles  per  hour.  Its  length  from  nose  to  tail  is  about 
fifty  feet.  Its  armament  consists  of  between  four  and 
six  machine  guns,  one  Davis  six  pounder,  and  four  230  lb. 
bombs  which  are  hung  on  racks  under  the  wings. 

The  crew  numbers  six  men,  and  a  system  of  inter- 
communicating telephones  is  fitted. 


To  avoid  this  it  was  decided  to  equip  certain  training 
squadrons  with  the  "Avro  "  504-K  training  plane  which 
was  in  use  in  England. 

The  "Avro  "  504-K  is  a  biplane  of  36  feet  wing  spread, 
both  upper  and  lower  planes  having  the  same  span.  It  is 
of  lighter  construction  and  considerably  greater  refinement 
of  design  than  the  JN-4,  while  the  wing  section  is  one 
adapted  for  higher  speeds.  With  these  differences  the 
"Avro  is  a  considerably  faster  machine,  the  original 
machines  of  this  model,  which  appeared  in  1915,  and  were 
used  to  some  extent  at  the  front,  having  a  speed  of  90 
miles  per  hour  with  an  80  H.P.  Gnome  Motor. 

As  a  training  machine  the  "  Avro  "  504-K  is  adapted 
to  be  fitted  with  seven  different  types  of  motor.  For  the 
Canadian  training  squadrons  the  "Avro  "  was  fitted  with 
130  H.P.  Clerget  Motors,  which  were  shipped  out  from 
England  for  the  purpose.  With  this  motor  a  speed  of 
upwards  of  100  miles  per  hour  has  been  obtained. 

It  was  found  advisable  to  make  some  minor  changes  in 
the  design  on  account  of  difficulty  in  obtaining  material, 
and  in  order  to  reduce  the  number  of  spares  necessary, 
by  making  certain  parts  interchangeable  with  corres- 
ponding parts  of  the  JN-4.    Thus  the  landing  gear  was 


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JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


completely  redesigned,  a  V-type  being  used  instead  of 
the  regular  "Avro  "  type. 

These  changes  caused  delay  and  while  the  first 
machine  of  this  type  was  delivered  by  October  1st,  pro- 
duction was  really  only  beginning  when  the  armistice 
was  signed  and  work  stopped.  We  delivered  only  two 
machines  of  this  type  in  all. 

With  the  conclusion  of  the  armistice  the  activities  of 
the  Canadian  Aeroplanes  came  to  an  end,  the  R.A.F. 
order  for  500  "Avros "  being  cancelled  immediately 
and  the  U.  S.  contract  for  F-5  boats  being  cut  from  50  to 
30.  The  distasteful  task  of  gradually  discharging  the  staff 
of  workers  was  immediately  begun  and  by  the  end  of 
January,  1919,  when  the  F-5  contract  was  finally  com- 
pleted, the  working  force  had  been  entirely  disposed  of 
except  such  office  and  other  help  as  was  necessary  to  com- 
plete the  sale  of  the  tools  and  fixtures,  and  the  huge 
buildings  lately  so  thronged  with  busy  workers  now  stand 
empty  and  still. 

The  Curtiss  Aeroplanes  and  Motors  Limited  which 
had  been  working  on  a  contract  for  F-5  boat  spares,  has 
also  discontinued  aeroplane  work,  but  has  been  able  to 
retain  a  portion  of  its  staff  on  another  line  of  manufacture. 

As  will  be  seen  from  the  foregoing  the  aeroplane 
industry  of  Canada  during  the  war  grew  from  nothing  to 
very  respectable  dimensions.  A  large  number  of  workmen 
were  employed  not  only  in  the  aeroplane  factories,  but 
also  in  supplying  raw  material — such  as  spruce  lumber — 
and  large  numbers  of  machines  of  different  types  were 
successfully  turned  out.  The  quality  of  the  workmanship 
in  these  machines  was  certainly  equal  to  that  found  any- 
where else,  and  the  production  records  were  unsurpassed. 
Canada  has  no  reason  to  feel  ashamed  of  her  part  in  sup- 
plying the  aeroplane  needs  of  the  Allies. 

It  is  not  possible  to  make  more  than  a  passing 
reference  to  the  work  of  the  R.A.F.  in  Canada.  The 
complete  account  of  this  work  is  now  being  prepared  in 
book  form  by  the  historical  department  of  the  R.A.F.  and 
will  shortly  be  issued. 


It  will  be  sufficient  to  note  that  as  a  result  of  the 
activities  of  the  R.A.F.  in  training  aviators,  and  of  the 
firms  building  aeroplanes,  there  are  now  in  Canada  a  large 
number  of  skilled  workmen  ready  to  produce  aeroplanes 
and  of  skilled  aviators  ready  to  fly  them  when  built. 


Sand  Bag  Loading  Test  on  Vertical  Fin,  Canadian 
"JN-4,"  May  1917. 


"De  Haviland  6"  Type  Training  Plane  Built  by 
Canadian  Aeroplanes  Limited,  July  1917. 

Now  that  war  activities  are  over  the  question 
naturally  suggests  itself — is  the  aeroplane  destined  to 
play  a  useful  part  in  the  industries  of  peace,  or  is  it  to 
rank  in  the  future  as  in  the  past,  as  a  purely  military 
machine,  with  possibly  an  occasional  one  used  here  and 
there  by  an  enthusiast  for  purposes  of  sport  ? 

A  careful  study  of  the  question  would  seem  to  bring 
one  to  the  conclusion  that  there  are  at  any  rate  several 
directions  in  which  aeroplanes  could  be  usefully  employed 
apart  from  war  purposes,  and  in  what  follows  an  attempt 
will  be  made  to  show  what  these  appear  to  the  writer  to  be. 

It  may  be  taken  for  granted  that  aeroplanes  will  still 
be  required  as  a  part  of  the  equipment  of  the  armed  forces 
of  the  country.  There  are  good  people  who  tell  us  that 
there  will  never  be  another  war  and,  therefore,  no  more 
armies  or  armaments  are  necessary. 

Such  statements  always  remind  me  of  a  passage  in 
Scott's  "  Guy  Mannering  "  where  the  sturdy  yeoman, 
Dandie  Dinmont  is  warning  an  English  traveller  against 
the  dangers  of  the  border  wastes,  and  the  female  keeper 
of  the  wayside  inn  declares  that  there  is  no  danger  now,  as 
they're  all  honest  on  the  borders.  Dinmont  replies: 
"Aye  Tib,  that'll  be  when  the  deil's  blind,  and  he's  e'en 
no  sair  yet." 

The  country  that  neglects  to  keep  its  air  service  up  to 
date  and  ready  for  immediate  service  will  probably  have 
to  pay  a  terrible  price  sooner  or  later.  Air  raids  in  the 
next  great  war  will  be  carried  out  by  larger  and  more 
powerful  machines  used  in  vastly  greater  numbers  than 
in  the  present  war,  and  the  country  that  is  not  in  a  position 
to  defend  itself  from  such  attack,  and  loses  the  control  of 
the  air  above  its  territories  will  be  by  that  very  fact 
defeated. 

It  seems,  therefore  certain  that  a  considerable  number 
of  planes  will  be  required  for  military  purposes.  But 
while  this  will,  I  believe,  be  the  case,  I  am  convinced  that 
it  is  equally  true  that  if  the  aeroplane  industry  is  to 
develop  to  any  respectable  dimensions,  it  will  have  to  be 
along  commercial  rather  than  military  lines.  This  brings 
us  to  the  question,  is  the  commercial  development  of 
the_aeroplane  possible  ? 


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205 


This  is  the  problem  that  must  be  solved  by  business- 
men and  engineers  working  together  if  the  aeroplane 
industry  is  to  be  a  factor  in  the  commercial  life  of  the 
country. 

The  war  has  developed,  in  general,  the  following 
types  of  machines: 

(a)  The  small  fast  scout  plane,  of  very  high  speed 
and  small  carrying  capacity,  generally  a  single  seater — 
as  the  Spad,  the  Sopwith  Camel,  the  SE-5,  etc. 

(6)  The  larger  and  more  powerful  general  purpose 
machine  of  high  speed  and  fair  carrying  capacity — 
generally  a  double-seater,  as  the  DH-4. 

(c)  The  still  larger  bombing  plane,  generally  at  least 
twin-engined,  of  somewhat  lower  speed,  but  great  carrying 
capacity  as  the  Handley  Page,  the  Super  Handley  Page, 
the  DH-10,  the  Caproni,  etc. 


probably  choose  a  "  tank  "  as  a  motor  vehicle  for  pleasure 
or  commercial  purposes. 

In  this  connection  it  is  interesting  to  note  that  the 
attempt  to  use  DH-4's  built  for  war  purposes  in  the  U.  S. 
as  mail  carrying  machines,  has  so  far  proved  a  failure, 
while  machines  specially  built  or  adapted  for  mail  carrying 
— the  JN-4  type  with  the  150  H.P.  Hispano  Suika  motor 
and  the  R-4  with  the  Liberty  12— have  been  very  satis- 
factory. 

For  commercial  uses  more  rugged  construction  will 
probably  be  found  desirable,  particularly  with  reference  to 
parts  affected  in  landing — greater  reliability,  and  longer 
service  without  overhauling  in  the  case  of  motors.  As  the 
attaining  of  a  very  high  ceiling  will  not  in  general  be 
necessary,  lower  compression  pressures  could  be  used 
satisfactorily,  this,  with  somewhat  heavier  construction 


"Avro  504-K"  Type  Training  Plane  C-1502.    Last  Plane  Built  by  Canadian  Aeroplanes  Limited 

for  R.  A.  F.  November  1918. 


(d)  The  flying  boat  for  naval  service,  the  largest  types 
of  which  as  the  F-5  or  NC-1  are  of  large  carrying  capacity, 
and  in  general  correspond  to  the  large  bombing  planes. 

(e)  The  training  plane,  moderately  sized,  moderately 
powered,  fairly  slow  and  comparatively  easily  handled  as 
the  DH-6,  the  JN-4,  the  "Avro  "  504-K,  etc. 

It  seems  probable  that  none  of  these  war  types  at 
present  in  use  will  prove  permanently  satisfactory  for 
commercial  purposes  without  considerable  alteration;  in 
other  words  an  aeroplane  for  commercial  use  will  probably 
have  to  be  specially  designed  for  a  particular  class  of  service 
in  order  to  prove  satisfactory. 

This  is  not  remarkable  nor  are  these  considerations 
confined  to  aeroplanes.  A  warship  would  not  make  an 
efficient  passenger  or  cargo  vessel,  and  none  of  us  would 


would  tend  to  greatly  increase  the  serviceable  life  of  the 
motors.  It  should  be  constantly  remembered,  however, 
that  increased  weight  in  construction  of  plane  or  machinery 
cuts  down  the  available  load  capacity. 

The  peace  development  of  the  aeroplane  will  probably 
be  along  the  following  general  lines : 

(a)  Machines  for  sporting  or  pleasure  purposes. 
(6)  Machines  for  what  are  generally  termed  "  com- 
mercial "  uses,  including: 

1.  Machines  for  mail  carrying; 

2.  Machines  for  carrying  passengers  and  freight; 

3.  Machines  for  special  purposes. 

With  regard  to  the  use  of  aeroplanes  for  sport  or  pleasure, 
a  considerable  development  may  reasonably  be  expected 


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along  this  line  but  of  much  smaller  dimensions  than  has 
occurred  in  the  case  of  the  pleasure  automobile. 

The  reasons  are  several,  perhaps  the  chief  being  the 
aversion  that  so  many  have  to  leaving  the  safety  of  terra 
firma.  One  may  produce  facts  and  figures  to  prove  that 
flying  is  really  very  safe — as  for  example  that  the  mail 
carrying  planes  between  New  York  and  Washington 
during  the  months  of  September  and  October  flew  over 
22,000  miles  and  carried  over  30,000  lbs.  of  mail  in  all 
weathers  without  serious  accident  and  with  only  one 
forced  landing — but  a  certain  number  will  always  remain 
unconvinced. 

Another  drawback  is  the  space  required  for  taking  off 
and  alighting  which  certainly  limits  if  it  does  not  entirely 
preclude  the  use  of  aeroplanes  in  crowded  quarters  such 
as  cities.     Improvement  in  this  respect  will  probably  be 


It  is  practically  certain,  however,  that  a  five-passenger 
machine  will  never  be  available  at  anything  like  the  price 
of  a  "  flivver." 

Coming  now  to  the  purely  commercial  machines, 
those  engaged  in  the  transportation  of  passengers,  mail 
and  freight,  while  reliable  data  as  to  running  costs  of 
aerial  transport  under  peace  conditions  are  not  available, 
nevertheless  it  is  possible  to  form  some  fair  estimate  of 
the  conditions  under  which  it  will  be  possible  to  compete 
with  other  established  means  of  transport. 

In  long  settled  territories  where  competing  methods 
of  transport,  such  as  railways,  steam  or  electric  are  well 
developed,  the  governing  advantage  of  aerial  transport 
will  be  speed.  As  the  aerodromes  will  probably  have  to 
be  located  on  the  outskirts  of  cities,  some  time  will  be  lost 
in  conveying  passengers  or  freight  from  the  collection 


"C"  Bombing  Plane,  Built  by  Curtiss  Aeroplanes  &  Motors  Limited,  Toronto,  1915-1916. 


made,  and  already  a  successful  landing  has  been  made  on 
the  roof  of  a  building,  but  this  objection  will  probably 
remain,  more  or  less. 

Another  factor  is  that  of  cost.  Such  machines  as 
were  available  before  the  war,  cost  in  the  neighborhood  of 
$7,500.00  at  least,  and  required  the  constant  attention  of 
skilled  mechanics  to  keep  in  flying  condition — they  were 
at  best  rich  men's  toys. 

Just  at  present  and  for  some  time  there  will  probably 
be  available  numbers  of  machines  which  have  been  built 
for  war  purposes,  at  sacrifice  prices,  but  the  upkeep  cost 
of  these  machines  will  probably  be  considerable,  and  in 
any  case  the  supply  will  soon  be  exhausted. 

Since  the  war  several  firms  have  turned  their  atten- 
tion to  producing  small  one-man  planes  of  moderate  size 
and  power,  and  with  a  reasonable  first  and  upkeep  cost. 
Several  of  these  are  advertised  to  sell  around  $2,500.00. 


point  to  the  aerodrome.  It  follows,  therefore,  that  there 
must  be  some  minimum  distance  below  which  the  advan- 
tage of  speed  will  not  exist,  and  as  distances  become  longer 
the  advantage  of  aerial  transport  in  this  respect  will 
become  more  apparent.  For  short  distances,  therefore, 
it  would  seem  that  aerial  transport  is  not  likely  to  be  com- 
mercially possible. 

The  absence  of  the  necessity  for  a  track  gives  the 
aerial  transport  system  a  great  financial  advantage,  nor 
will  this  be  nearly  offset  by  the  cost  of  necessary  landing 
grounds  at  reasonable  intervals,  wireless  installations, 
weather  reporting  services  and  signalling  systems,  to 
indicate  routes  by  night  or  in  fog. 

Another  advantage  of  the  aerial  transport  lies  in 
the  fact  that  as  compared  with  a  railway  train  an  aero- 
plane is  a  small  traffic  unit,  and  urgent  traffic  can  be 
handled  by  a  succession  of  planes  from  the  aerodrome  as 


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207 


the  occasion  arises,  with  time  economy  over  the  train 
which  requires  longer  intervals  between  units  to  allow  of 
the  accumulation  of  sufficient  load  for  a  unit. 

Considering  now  specially  passenger  traffic,  this 
divides  itself  into  two  general  classes,  business  and 
pleasure.  At  first  the  greater  part  of  the  passenger 
traffic  will  be  business.  On  account  of  the  higher  speed  of 
the  aerial  service,  many  business  men  will  no  doubt  avail 
themselves  of  it,  because  although  the  fares  will  be  higher, 
this  will  be  more  than  offset  by  the  economy  of  time. 
For  instance,  it  will  be  possible,  under  favorable  conditions, 
to  fly  from  400  to  500  miles  out  and  home  within  the  day, 
with  sufficient  time  between  flights  for  transaction  of 
reasonable  business. 

Passenger  service  will  probably  begin  by  the  use  of 
single  machines  for  rapid  journeys  in  any  direction,  but 
later  it  will  become  possible  to  institute  regular  services 
along  settled  routes  on  scheduled  time. 

Pleasure  traffic  will  probably  be  small  in  volume  for 
some  considerable  time,  and  will  be  confined  to  those 
taking  a  trip  for  the  novelty  of  the  experience. 


have  to  be  supplied,  and  the  method  of  entrance  will  have  to 
involve  less  or  an  acrobatic  performance  than  at  present. 
This  will  mean  added  weight  and  the  reduction  of  the 
passenger  carrying  capacity,  but  these  changes  will,  in 
the  writer's  opinion,  be  found  necessary  if  trade  is  to  be 
secured. 

Freight  traffic  will  include  : 

(a)  Mails. 

(b)  General  Freight. 

In  mail  carrying  commercial  conditions  do  not  necessarily 
rigidly  apply — in  other  words  national  considerations 
might  demand  that  the  use  of  aircraft  should  be  developed, 
and  in  this  case  it  might  be  good  national  business  to 
bear  part  of  the  cost  of  an  aerial  mail  service  with  this 
object  in  view. 

Mails  offer  a  very  satisfactory  class  of  freight  for 
aeroplane  carriage,  because  the  load  is  fairly  uniform, 
the  weight  small,  and  the  demand  for  speed  urgent. 

For  the  longer  distances  the  saving  in  time  in  the 
delivery  of  mails  by  aeroplane  will  be  enormous — for 
instance  it  is  estimated  that  mail  could  be  conveyed  from 


l'F5L"  Type  Flying  Boat,  Built  by  Canadian  Aeroplanes  Limited,  Toronto,  for  U.  S.  Navy. 

under  Test  at  Navy  Yard,  Philadelphia,  August  1918. 


First  Canadian  Boat 


As  the  safety  and  convenience  of  this  method  of 
travelling  becomes  more  apparent,  this  traffic  will  increase 
in  volume. 

For  passenger  traffic  two  points  will  require  special 
attention,  safety  and  comfort.  Safety,  in  fact,  will  have 
to  be  a  primary  consideration  if  support  from  the  travelling 
public  is  expected.  In  this  connection  it  may  be  noted 
that  commercial  machines  can  be  made  inherently  stable 
and  automatic  stabilizers  can  be  employed  to  an  extent 
that  has  not  been  practicable  in  war  machines — so  that 
it  would  appear  that  commercial  machines  could  be  made 
aerodynamically  much  safer  than  the  present  war  types. 
In  use  they  will  not  be  subjected  to  the  severe  and  some- 
what indeterminate  stresses  due  to  "  stunting,"  and, 
therefore,  for  the  same  calculated  factor  of  safety,  they 
will  really  be  structurally  much  safer. 

The  question  of  comfort  will  also  require  much 
attention.  The  travelling  public  will  demand  a  much 
greater  degree  of  comfort  than  is  available  in  present 
machines.    Some  form  of  comfortably  enclosed  cabin  will 


London  to  Calcutta  in  four  days  against  16  days,  the 
best  possible  at  present. 

Considerable  experimental  work  has  been  done  already 
along  this  line,  and  the  results  have  in  general  been  so 
satisfactory  that  in  the  immediate  future  the  existing 
services  will  be  greatly  extended. 

When  we  turn  to  the  consideration  of  other  freight, 
conditions  are  not  quite  so  favorable.  If  reasonably  high 
speed  (which  has  already  been  noted  as  the  principal 
asset  of  aerial  transport  in  competition  with  other  methods) 
is  to  be  maintained,  then  the  commercial  load  must  not 
exceed  approximately  25  per  cent,  of  the  total  weight  of 
the    loaded    aeroplane. 

It  would,  therefore,  seem  that  the  class  of  freight  that 
can  be  commercially  handled  by  aeroplane  in  competition 
with  other  means  of  transport,  will  be  limited  to  articles 
of  high  intrinsic  value  and  small  weight,  or  articles  which 
are  specially  "  rush."  For  instance,  laces,  jewels,  precious 
metals,  tea  samples,  drugs,  dyes,  chemicals,  small  spare 
parts  of  machines,  etc. 


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For  this  class  of  service  it  would  seem  that  aeroplane 
transport  could  only  hope  to  act  as  auxiliary  to  surface 
methods  of  transport. 

In  undeveloped  parts  of  the  country  where  there  are 
no  established  competing  methods  of  transport,  aerial 
transport,  providing  as  it  does  ready  means  of  reaching 
points  previously  practically  inaccessible,  will  show  to 
much  greater  advantage,  and  offers  proportionately  a 
better  commercial  proposition.  Of  course,  the  volume  of 
such  traffic  will  probably  not  be  large. 

In  cases  where  traffic  from  one  place  to  another  is 
interrupted  by  some  obstacle  involving  changes  in  the 
method  of  surface  transport — such  as  a  sea  passage — 
aerial  transport  scores  a  great  advantage. 

This  brings  us  to  an  exceedingly  interesting  question, 
namely,  that  of  Transatlantic,  or  perhaps  it  would  be 
better  to  say  Transoceanic  Aerial  Service. 

While  we  may  reasonably  expect  a  successful  Trans- 
atlantic flight  to  be  made  by  aeroplane  or  flying  boat  in 
the  near  future,  possibly  this  coming  summer,  it  seems 
probable  that  when  regular  aerial  service  over  the  Atlantic 
and  other  oceans  is  established,  the  aeroplane  will  not  be 
the  type  of  air  vessel  generally  employed.  For  work  of 
this  kind,  as  well  as  for  long  flights  overland,  involving 
several  days  duration,  the  lighter  than  airship  of  the 
Zeppelin  type  appears  to  offer  superior  advantages  in  the 
way  of  comfort  and  safety.  As  compared  with  an 
aeroplane,  the  largest  types  of  dirigible  at  present  in 
existence  have  a  gross  weight  of  60  tons  with  a  disposable 
load  of  30  tons — about  nine  times  that  of  the  largest 
existing  type  of  aeroplane. 

The  maximum  speed  possible  is  probably  not  over  70 
miles  per  hour  as  against  about  100  miles  per  hour  for 
the  large  type  of  aeroplane  adapted  to  similar  service, 
but  even  this  is  much  higher  than  that  possible  at  present 
with  steamships.  The  large  load  carrying  capacity  makes 
possible  the  provision  of  much  greater  comfort  for  pas- 
sengers, and  with  respect  to  safety,  the  breakdown  of  the 
machinery  would  not  necessitate  immediate  landing — a 
factor  of  some  importance  in  crossing  a  large  body  of 
water.  Minor  breakdowns  could  no  doubt  be  repaired  in 
the  air  and  the  journey  continued  without  landing.  On 
the  other  hand  provision  for  landing  and  housing  at  the 
terminal  points  would  probably  be  more  expensive  than 
in  the  case  of  aeroplanes,  and  the  regularity  of  the  service 
would  probably  be  more  adversely  affected  by  bad  weather. 

Applying  this  discussion  to  Canada,  this  country 
seems  to  offer  particular  advantages  for  the  establish- 
ment of  aerial  transport.  Large  portions  of  it  are  in  the 
undeveloped  state  as  regards  transportation  facilities. 
The  use  of  the  aeroplane  would  enable  mail  and  express 
package  freight  as  well  as  passenger  service  to  be  extended 
to  points  at  present  practically  inaccessible,  or  in  other 
words  places  which  it  takes  days  or  weeks  to  reach  under 
present  conditions  could  be  reached  in  a  few  hours  by 
aeroplanes. 

The  development  in  Canada  is  likely  to  be  first  of  all 
along  the  lines  of  a  postal  service.  This  will  enable 
considerable  experience  in  commercial  flying  to  be 
obtained,  and  will  familiarize  the  mind  of  the  public  with 
the  idea  of  aerial  transport,  thus  creating  confidence. 
It  is  the  lack  of  confidence  on  the  part  of  the  average 


man  in  the  safety  of  aerial  travel  that  is,  as  stated  before, 
one  of  the  most  serious,  if  not  the  most  serious  difficulty 
in  the  way  of  development.  This  has  been  created  by 
reading  in  the  public  press  highly  coloured  accounts  of 
fatal  accidents ;  where  these  are  considered  by  themselves, 
without  reference  to  the  peculiar  circumstances  under 
which  most  of  them  occurred  (the  intensive  system  of 
training  in  all  kinds  of  stunt  flying  necessary  under  the 
late  war  conditions),  and  also  without  reference  to  the 
proportion  of  accidents  to  flights,  an  altogether  exag- 
gerated and  distorted  idea  of  the  dangers  of  flying  is 
created. 

When  public  confidence  in  flying  is  once  fairly 
established,  the  writer  ventures  to  predict  that  develop- 
ment of  aerial  transportation  systems  along  the  lines 
suggested  will  be  rapid. 

In  the  meantime,  research  work  in  aerodynamics 
should  be  pushed,  and  it  is  gratifying  to  know  that  several 
of  our  universities  are  already  taking  the  matter  up. 

A  great  many  other  problems  will  have  to  be  dealt 
with  as  flying  becomes  more  common — for  instance,  the 
establishing  of  flying  rules  of  the  road;  questions  with 
relation  to  trespass  and  liability  in  case  of  accident  in- 
curred in  flying  over  private  property;  the  determinations 
of  the  best  air  routes;  custom  problems,  etc. 

All  this  will  take  time;  but  it  will  be  done  and  the 
writer  is  firmly  of  the  opinion  that  in  a  comparatively 
short  time  flying  will  be  so  common  as  not  to  excite  com- 
ment, and  no  one  will  think  anything  of  travelling  from 
Toronto  to  Montreal  in  about  three  hours  or  from  Toronto 
to  Winnipeg  in  ten. 

When  long  distance  flying  becomes  common,  it  will 
probably  be  found  necessary  to  have  stores  of  the  spare 
parts  most  likely  to  be  required,  such  as  propellers  and 
various  engine  parts,  at  conveniently  located  depots  along 
the  courses  of  travel.  In  the  event  of  a  mishap  to  any 
of  these  parts,  repairs  could  then  be  quickly  made,  and  the 
journey  continued.  On  account  of  the  weight  it  would 
not  be  feasible  to  carry  spares  (except  small  parts  such  as 
spark  plugs,  etc.)  on  board  as  is  done  in  the  case  of  a 
steamship.  It  is  in  this  connection  especially  that 
standardization  of  parts  of  aircraft  will  prove  so  valuable 
not  to  say  essential,  more  particularly  with  reference  to 
international  aerial  services. 

There  remains  to  be  considered  special  uses  to  which 
aeroplanes  can  be  put. 

One  field  in  which  it  would  appear  that  useful  service 
could  be  rendered  is  that  of  fire  patrol  of  forests.  Des- 
tructive bush  fires  are  very  small  at  the  beginning,  and  if 
immediately  detected  could  be  easily  dealt  with.  A  fire 
ranger  from  an  elevation  of  say  5,000  feet  could  command 
a  view  of  a  wide  stretch  of  territory  and  could  detect  the 
first  signs  of  a  fire. 

For  this  service  in  Canada  it  is  probable  that  the 
small  flying  boat  or  at  any  rate  a  hydro  aeroplane  (aero- 
plane fitted  with  pontoons  instead  of  wheels)  would  be 
found  best. 

The  writer  has  had  survey  experience  in  Northern 
Ontario  and  Quebec  and  can  state  that  as  far  as  his  per- 
sonal observation  goes,  possible  landing  grounds  for 
aeroplanes  are  few  and  far  between.     On  the  other  hand 


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209 


there  are  innumerable  small  lakes  and  rivers  on  which  a 
small  flying  boat  could  alight  in  safety  and  from  the  surface 
of  which  it  could  take  off. 

Flying  boats  could  also  be  employed  in  connection 
with  life  saving  stations  along  our  coasts,  and  in  general 
coast  patrol  work. 

A  question  which  might  reasonably  arise  in  connection 
with  the  use  of  aeroplanes  in  all  seasons  in  Canada  is  the 
question  of  rising  from  or  alighting  on  a  surface  covered 
with  snow,  especially  if  the  snow  be  soft,  and  of  consider- 
able depth.  It  is  obvious  that  in  the  case  of  a  machine 
equipped  with  the  ordinary  landing  gear  with  wheels,  a 
depth  of  soft  snow  might  so  impede  its  progress  on  the 
ground  that  it  could  never  reach  a  flying  speed,  particularly 


1917-1918  much  flying  was  done  with  them.  It  was 
even  reported  that  a  machine  equipped  in  this  manner  took 
off  and  landed  on  a  snow  surface  more  easily  than  a  wheel 
equipped  machine  on  ordinary  ground. 

In  fact  so  successful  was  the  experiment  that  it  had 
been  intended  during  the  winter  of  1918-1919  to  do  the 
bulk  of  the  training  work  at  the  Canadian  Camps,  and  a 
large  number  of  these  snow  shoes  were  ordered  from 
Canadian  Aeroplanes  Limited.  This  order  was  partially 
completed  at  the  time  of  the  armistice. 

From  the  experience  of  the  R.A.F.  therefore,  it  would 
appear  that  as  far  as  snow  conditions  are  concerned 
aeroplane  service  could  be  maintained  throughout  the 
winter. 


D.  O.  LEWIS,  M.E.I.C.,  Victoria,  B.C. 
Newly  elected  Vice  President. 


WALTER  J.  FRANCIS,  M.E.I.C.,  Montreal. 
Newly  elected  Vice  President. 


in  the  case  of  a  heavy  machine.  At  the  time  when  the 
R.A.F.  established  training  squadrons  in  Canada  it  was 
considered  so  difficult  if  not  impossible  to  continue  flying 
under  the  ordinary  conditions  of  a  Canadian  winter,  that 
for  the  winter  of  1917-1918  the  bulk  of  the  training 
camps  were  transferred  to  the  South,  only  a  small  number 
remaining,  more  as  an  experiment  than  anything  else. 
Experience  proved  that  while  a  take  off  or  a  landing  could 
be  effected  without  special  difficulty  from  a  hard  snow 
surface,  there  was  always  the  possibility  of  one  of  the 
wheels  striking  a  soft  spot,  when  a  spill  was  practically 
certain. 

Then  it  was  suggested  that  snow  shoes  or  "  skis  " 
might  be  fitted  instead  of  wheels.  This  was  tried  on 
several  machines,  and  proved  so  satisfactory  that  a  con- 
siderable number  of  machines  were  at  once  equipped  with 
these  "  skis  "  and  during  the   later  part  of  the  winter 


As  commercial  aerial  service  extends,  new  uses  for 
the  aeroplane  will  be  continually  found  and  in  a  com- 
paratively small  number  of  years  instead  of  considering 
it  as  an  interesting  but  somewhat  impractical  toy,  flying 
will  have  become  a  matter  of  everyday  life,  and  we  will 
wonder  how  we  ever  got  along  without  it. 

As  a  result  of  the  higher  speed  possible  with  aerial 
transport,  nations  will  be  brought  in  closer  intercourse 
with  one  another,  mutual  understanding  promoted  and 
the  possibility  of  international  conflict  lessened,  so  that 
while  the  aeroplane  has  proved  it  can  serve  its  turn  in  war, 
it  will  also  prove  that  it  can  help  to  bring  about  the  con- 
dition wished  for  by  the  poet: — 

"  Now  let  us  pray  that  come  it  may 
As  come  it  will  for  a'  that 
That  man  to  man  the  world  o'er 
Shall  brithers  be,  for  a'  that." 


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Industrial   Illumination 

Geo.  K.  McDougall,  Esq.,  A.M.E.I.C.: 


Adequate  illumination  for  industrial  enterprises, 
with  the  improved  means  for  obtaining  it,  is  being  appre- 
ciated by  many  and  every  day  more  interest  is  being  shown 
in  this  subject  due  to  the  distinct  bearing  it  has  on  effi- 
ciency and  welfare  of  employees. 

With  a  view  of  promoting  interest  and  discussion 
on  the  subject  of  illumination,  this  paper  has  been 
prepared.  The  subject  matter  contained  herein  is  simply 
a  collection  of  information,  briefly  covered,  which  may 
be  found  more  fully  taken  up  in  textbooks  and  technical 
articles  on  illumination. 

Before  touching  on  the  practical  side,  the  funda- 
mental laws  of  reflection  and  transmission  of  light  will 
be  briefly  covered,  to  allow  of  the  easier  understanding 
of  their  application. 

The  common  laws  of  reflection  and  transmission  are 
well  known  and  widely  utilized  by  designers  of  lighting 
equipment  but  unfortunately  many  mistakes  are  made  in 
the  application  of  such  equipment  by  those  who  are  not 
familiar  with  these  laws. 

Touching  briefly  first  on  the  laws  of  reflection  and 
transmission  of  light,  we  have: — 


^////////////////// 


FIG.  I. 

REFLELCTIOM 


1.  The  Law  of  Reflection.  The  angle  of  reflected 
light  is  equal  to  the  angle  of  incident  light. 

2.  The  Law  of  Refraction.  The  sine  of  the  angle 
of  refraction  of  a  light  ray  passing  from  one  medium 
into  another  is  equal  to  the  sine  of  the  angle  of  incidence 
multiplied  by  a  factor  which  is  determined  by  the  relative 
refractive  indices,  or  the  relative  optical  densities  of  the 
two  media. 

The  law  of  reflection  is  illustrated  by  Fig.  1.  and  the 
law  of  reflection  by  Fig.  2. 

• 

When  we  consider  the  result  of  a  pencil  of  light 
rays,  i.e.,  a  collection  of  parallel  light  rays  we  may  obtain 
results  which  appear  quite  different  from  those  we  would 
expect  when  applying  these  laws,  due  to  differences 
between  the  different  parts  of  the  reflecting  or  refracting 


medium  scattering  the  rays.  Each  individual  ray, 
however,  is  following  the  regular  laws  in  spite  of  the 
fact  that  collectively  they  are  not. 

This  now  brings  us  to  the  general  laws  of  reflection 
and  refraction  of  a  collection,  or  pencil  of  light  rays. 

First  considering  the  secondary  laws  of  reflection, 
three  in  number: — 

1.  The  law  of  regular  or  specular  reflection. 

2.  The  law  of  spread  reflection. 

3.  The  law  of  diffuse  reflection. 

Illustrating  these  laws  —  Fig.  3  shows  the  operation 
of  the  law  of  regular  or  specular  reflection.  In  this  case 
the  angle  of  incidence  of  the  light  rays  is  equal  to  their 
angle  of  reflection.    This  kind  of  reflection  is  obtained 


sit?  b  *  sir)  a  ~- 


^ 


Fka.  2 

REFRACTIOK. 

from  mirrored  glass,  prismatic  glass  and  polished  metal 
surfaces. 

Fig.  4  illustrates  the  law  of  spread  reflection.  Spread 
reflection  is  obtained  from  etched  prismatic  glass  and 
from  rough  metallic  surfaces.  It  is  to  be  noted  that  in 
this  kind  of  reflection  that  the  maximum  intensity  of 
the  reflected  light  is  in  the  same  direction  as  in  regular 
reflection,  but  a  part  of  the  light  is  scattered  slightly  out 
of  this  line,  producing  the  effect  of  a  spreading  beam  of 
light  of  the  same  general  direction  as  in  regular  reflection. 

Fig.  5.  illustrates  the  law  of  diffuse  reflection.  In 
the  case  of  diffuse  reflection  the  maximum  intensity  of 
reflected  light  is  always  normal  to  the  reflecting  surface 
and  the  light  is  reflected  through  an  angle  of  180°.  This 
holds  over  a  large  range  in  the  angle  of  incidence.  If  a 
photometric  curve  is  plotted  of  the  light  reflected  from  a 


*  Read  at  a  meeting  of  Montreal  Branch,  Thursday,  January  23rd,  1919. 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


211 


small  surface  it  will  be  found  that  the  intensities  are 
represented  by  a  sphere,  or  considering  one  plane  cutting 
the  point  of  incidence,  by  a  circle.  This  distribution  of 
reflected  light  follows  what  is  known  as  the  cosine  law, 
which  is,  that  the  intensity  of  reflected  light  at  any  angle 
from  the  normal  to  the  surface  is  proportional  to  the  cosine 
of  the  angle. 

Diffuse  reflection  as  ordinarily  obtained  is  caused 
by  reflection  from  particles  beneath  the  surface.  This 
will  be  better  understood  by  referring  to  the  magnified 


rtAckriintD  yiew  of  "A 
R.E6UUAR.      REFLECTION 
FIG- 3. 

view  in  Fig.  5.  The  light  rays  penetrate  the  material 
and  are  reflected  back  and  forth  between  the  minute 
particles  and  finally  emerge  in  all  directions. 

It  may  appear  that  diffuse  reflection  is  obtained  by 
surface  reflection  but  if  the  substance  under  considera- 
tion, which  gives  diffuse  reflection,  is  examined  it  will  be 
found  otherwise.  Taking,  for  instance,  a  piece  of  matt 
surface  paper  or  blotting  paper,  which  is  diffuse  reflecting 
material,  it  would  appear,  at  first  thought,  that  the 
reflection  of  light  is  from  the  surface,  but  holding  the 
paper  up  to  a  bright  light  it  is  found  that  it  transmits 
light,  which  proves  that  the  light  is  entering  the  material. 

Examples  of  materials  giving  diffuse  reflection  are 
opal  glass,  porcelain  enamel,  paint  enamel,  also  kalsomine 


"A"  MAGNIFIED      VIEW  OF  'K 

SPREAD      REFLECTION 

FIG-4. 

and  paint  finishes  commonly  used  for  walls,  ceilings  and 
interior  decoration. 

The  property  of  diffuse  reflection  of  common  interior 
finishes  is  a  very  valuable  one  from  the  point  of  view  of 
interior  lighting. 

It  is  possible  to  obtain  combinations  of  regular  and 
diffuse,  spread  and  diffuse,  or  regular  and  spread  reflections 
from  the  same  material.  These  combinations  are  illus- 
trated in  Fig.  6. 

In  Fig.  6A  is  represented  the  combination  of  regular 
and  diffuse  reflection.     The  regular  component  is  surface 


reflection  and  the  diffuse  component  is  sub-surface 
reflection.  This  is  one  of  the  most  important  types  of 
reflections  met  with  in  practice  and  is  obtained  from 
such  materials  as  porcelain  enamel  finish,  opal  glass  and 
paint  enamel  when  the  surface  has  a  gloss  finish.  The 
component  of  regularly  reflected  light,  though  appearing 
large,  is  really  comparatively  small  and  unimportant  and 
actually  is  rarely  more  than  five  per  cent  of  the  total 
light  reflected. 

Fig.  6B  illustrates  the  combination  of  spreadTand 
diffuse  reflection  which  is  obtained  form  materials  "such 
as  porcelain  enamel,  or  opal  glass  when  the  finish  is  rough. 


'A,' 


MAGNIFIED     YIE.1V    or'A' 

REFLECTION 


DIFFUSE 

F16-5. 

Fig.  6C  shows  the  combination  of  regular  and  spread 
reflection  which  is  obtained  by  reflection  from  two 
surfaces  of  a  meterial  such  as  the  inside  and  outside  of 
a  piece  of  glass  when  the  outer  surface  is  roughened. 
Crystal  glass  roughed  outside  gives  this  combination 
which,  in  practice,  is  unimportant  as  the  materials  giving 
it  are  not  satisfactory  as  reflectors. 


COMBINATION     OF    REGULAR. 
AND      D1FFU5E       REFLECTION 

FIG-  6A. 

Considering  the  types  of  reflection  from  a  practical 
standpoint  it  is  seen  that  the  most  accurate  control  of 
light  is  obtained  from  materials  giving  regular  or  specular 
reflection  such  as  mirrors  or  polished  metal  surfaces. 
This  type  of  material  is  used  in  the  manufacture  of  reflec- 
tors for  searchlights,  headlights,  etc.,  where  accurate 
control  is  required.  It  is  to  be  noted,  however,  that  this 
material  is  not  satisfactory  for  reflectors  to  be  used  in 
general  illumination,  due  to  streaks  or  striations  of  light 


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JOURNAL      OF      THE      ENGINEERING       INSTITUTE      OF      CANADA 


resulting  from  the  reproduction  of  the  image  of  the 
light  source  on  the  illuminated  surface.  Mirror  reflectors 
having  corrugations  should  not  be  confused  with  the 
above  as  they  give  spread  reflection. 

Surfaces  giving  spread  reflection,  such  as  corrugated 
mirrors  and  aluminum  paint  finish  are  of  great  importance 
and  while  less  accurate  in  the  control  of  light  than  those 
materials  giving  regular  reflection,  are  sufficiently  accurate 
for  most  practical  requirements  in  commercial  reflectors. 


COMBINATION     OF     SPREAD 
AND         PlTFUSt       REFLECTION 

F)Gt-  6E>- 

With  spread  reflecting  surfaces  it  is  possible  to  design 
reflectors  whose  shape  will  give  all  the  light  distributions 
required  for  interior  illumination  purposes.  Striations 
or  streaks  on  the  surface  illuminated  are  eliminated  by 
the  use  of  spread  reflecting  material  in  reflectors. 

The  accurate  control  of  light  with  diffuse  reflecting 
materials  such  as  porcelain  enamel  finish  and  opal  glass 
is  difficult.  The  general  direction  only  of  the  light  can 
be  controlled  and  reflectors  made  of  this  materia'  are 
only  useful  where  a  general  downward  distribution  of 


COMBINATION      OF     R.E6ULAR. 
AND       SPREAD       £.EFLECTION 

F!6c.  6C. 

light  is  required.  A  focussing  distribution  of  light  or 
other  extreme  distributions  are  impossible  when  a  diffuse 
reflecting  medium  is  used.  It  so  happens,  however,  that 
the  distributions  most  commonly  used  in  commercial  and 
home  lighting  fall  within  the  range  of  those  that  can  be 
obtained  from  diffuse  reflecting  materials. 

The  prismatic  glass  reflector  belongs  to  the  type  of 
reflector  giving  spread  reflection,  and  when  accurately 


designed  will  give  a  wide  range  of  distributions  with 
considerable  accuracy.  Fig.  7  is  a  cross-section  of  a 
portion  of  such  a  reflector.  The  light  ray  passes  through 
the  inner  surface,  where  a  small  portion  of  it  is  reflected, 
the  balance  is  regularly  reflected  twice  from  the  outer 
surface  and  then  passes  back  through  the  inner  surface. 
Due  to  the  several  reflections,  the  inequalities  in  the  glass 


FIGJ. 


cause  the  rays  to  be  slightly  spread  from  the  direct  path 
of  regular  reflection.  This  slight  spreading  has  the 
advantage  of  eliminating  striations  without  reducing  the 
control  of  light,  which  is  one  of  the  important  advantages 
of  the  prismatic  reflector.  It  should  be  remembered  that 
in  order  to  get  the  results  for  which  it  was  designed,  a 
prismatic  reflector  should  be  used  with  the  size  lamp  and 
lamp  position  called  for  by  the  manufacturer,  otherwise 
a  totally  different  distribution  of  light  may  result. 

Summarizing   the   important   uses  of  the   different 
reflecting  media  it  is  observed  that  for  the  most  accurate 


REGULAR.      TRANSMISSION 

FIG-8A. 

control  of  reflected  light,  regular  or  specularly  reflecting 
materials  are  used.  Reflectors  of  this  type  are  not 
satisfactory  for  general  purposes  of  industrial  illumination 
unless  some  provision  is  made  to  get  rid  of  the  striations 
produced. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


213 


Spread  reflection  allows  of  a  fair  control  of  light  and 
materials  having  this  characteristic  are  of  great  practical 
use  for  industrial  reflectors.  It  is  possible  with  spread 
reflecting  surfaces  to  design  shapes  of  reflectors  giving 
the  distributions  most  widely  used  in  interior  illumination. 

Diffuse  reflecting  materials  are  difficult  to  control 
light  with  and  are  only  useful  where  a  general  distribution 
of  light  is  required. 

Light  Transmission. 

The  primary  law  of  refraction  governs  the  path  of  a 
light  ray  passing  through  a  material.  This  law  was 
defined  earlier  in  this  paper.  When  a  beam  of  light, 
however,  passes  through  and  emerges  from  a  medium, 
the  resultant  emerging  light  follows  laws  very  similar  to 
the  secondary  laws  of  reflection.  For  brevity  they  will 
be  enumerated  and  illustrated  in  diagrams  only,  on 
account  of  their  similarity  to  the  laws  of  reflection. 

These  laws  are : — 

1.  The  law  of  Direct  Transmission. 

2.  The  law  of  Spread  Transmission. 

3.  The  law  of  Diffuse  Transmission. 

Direct  Transmission.  Figure  8A,  is  obtained  with 
clear  glass-  The  light  passes  through  without  change  in 
direction  except  for  a  slight  displacement  at  each  surface 
due  to  refraction.  A  small  portion  of  the  light  is  reflected 
at  both  surfaces  and  absorbed  in  passing  through  the 
medium. 


different  types  of  transmission  analogous  to  those  obtained 
in  reflection  but  they  will  not  be  touched  upon  here. 

Natural  Illumination. 

Natural  daylight  being  the  most  important  source  of 
illumination  available,  it  is  well  to  consider  briefly  its 
control. 

There  are  numerous  different  types  of  window  or 
sheet  glass  on  the  market  and  it  is  of  interest  to  note 
their  effect  on  the  resultant  illumination  of  a  room. 
First  in  common  use  is  clear  glass,  which  has  direct 
transmission,  i.e.  the  direction  of  the  light  rays  after 
passing  through  are  in  the  same  direction  as  originally. 
Between  10  and  20  per  cent  of  the  incident  light  is  reflected 
or  absorbed.  Objects  can  be  clearly  seen  through  it 
without  material  distortion. 

Next  come  the  clear  sheet  glasses  having  various 
degrees  of  spread  transmission  of  light  caused  by  irregular 
refraction  due  to  their  irregular  surfaces.  The  greater 
the  irregularities  of  surface,  the  greater  the  spread  of  the 
rays  of  light.  In  the  use  of  this  type  of  glass  it  is  to  be 
borne  in  mind  that  care  must  be  used  in  the  placing, 


SPREAD      TRANSMISSION 

FIG-8B. 


DIFFUSE     TRANS  MtSSlON 

FW5.8C. 


Spread  Transmission.  Figure  8B,  is  obtained  from 
materials  having  an  irregular  surface  such  as  clear  frosted 
glass  and  clear  glass  having  a  wavy  or  crinkled  surface. 
The  general  direction  of  the  emerging  light  is  in  same 
direction  as  the  incident  light.  The  deviation  being 
caused  by  refraction  at  the  irregular  surface. 

Diffuse  Transmission.  Figure  8C,  is  obtained  from 
opal  glass  and  is  caused  by  the  refraction  and  reflection 
of  the  light  in  passing  through  the  medium.  The  emerging 
light  follows  the  cosine  law. 

It  is  interesting  to  note  the  effect  on  appearance  of 
globes  having  different  light  transmission  properties. 

With  direct  transmission  the  light  source  is  visible. 
With  spread  transmission  the  light  source  is  seen  as  a 
bright  spot  gradually  fading  in  intensity  towards  the  edges. 
With  perfect  diffuse  transmission  the  light  source  is  not 
distinguishable  and  the  globe  appears  equally  illuminated. 
It  is  possible  to  obtain  numerous  combinations  of  the 


especially  where  it  is  exposed  to  the  direct  rays  of  the 
sun.  Most  people  have  experienced  the  discomfort  of 
facing  a  window  near  the  eye  level,  glazed  with  glass,  on 
which  the  sun  was  shining,  having  a  fairly  large  amount 
of  spread  transmission.  The  glass  appears  extremely 
bright  due  to  some  of  the  sun's  rays  being  deflected  into 
the  eyes.  This  property  of  deflecting  some  of  the  rays 
is  extremely  useful  in  increasing  the  illumination  in  the 
part  of  a  room  away  from  the  window,  but  care  should  be 
taken  to  avoid  producing  a  glaring  condition. 

The  ability  to  see  through  glass  having  a  spread 
transmission  characteristic  depends  upon  the  amount  of 
irregularity  in  the  surface. 

Glass  having  diffuse  transmission,  such  as  opal 
glass,  is  not  used  to  any  great  extent  for  window  glass. 

Prism  glass  is  frequently  used  for  bending  light 
rays  into  a  new  direction  where  they  will  be  more  useful. 
In  the  use  of  prism  glass,  the  angles  of  the  prism  must 


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JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


be  accurately  designed  for  the  particular  location,  to  obtain 
the  results  intended. 

Artificial  Illumination. 

From  the  standpoint  of  artificial  illumination,  it 
is  important  that  the  general  laws  of  reflection  and  trans- 
mission be  understood  as  applied  to  practical  problems  to 
enable  their  proper  solution.  These  laws  have  been 
already  covered  in  a  general  way. 

The  problems  of  artificial  illumination  for  industrial 
purposes  may  be  roughly  divided  into  two  general 
classes: —  the  lighting  of  offices  and  the  lighting  of  work- 
shops.   Each  one  of  these  has  its  own  particular  problems. 

In  general,  good  illumination  should  conform  to 
the  following  requirements: — 

(a)  There  should  be  an  adequate  amount  of  light 
coming  from  the  proper  direction  for  the  easy  performance 
of  the  work  involved. 

(b)  Heavy  contrasts  should  be  avoided. 

(c)  Glare  should  be  reduced  to  a  minimum. 

The  Illuminating  Engineering  Society  specify  in 
their  code,  which  has  been  adopted  by  law  in  numerous 
States  of  the  U.  S.,  the  desirable  intensity  of  artificial  illu- 
mination for  different  classes  of  work  as  follows: — 

Desirable 
Class  of  work.  foot-candle 

intensity. 
Storage,   passageways,   stairways  and   the 

like 0.25  to   0.5 

Rough  manufacturing  and  other  like  opera- 
tions    1.25 to   2.5 

Fine  manufacturing  and  other  operations  of 

a  like  character 3.5    to    6.0 

Special  cases  of  fine  work 10 . 0   to  15 .0 

(The  foot  candle  is  the  illumination  produced  by  a 
source  of  1  candle  power  at  one  foot  distances.  At 
2  feet  distance  the  illumination  will  be  one-quarter  foot 
candle  as  the  inverse  square  law  applies.) 

The  smaller  values  in  the  table  are  minimum  inten- 
sities, but  it  will  be  found,  as  a  rule,  that  the  higher 
values  will  be  productive  of  the  best  results,  for  daylight 
conditions,  the  code  states  that  the  figures  in  the  above 
table  should  be  increased  three  times  for  satisfactory 
conditions  on  account  of  the  greater  intensity  of  light 
required  in  the  daytime,  due  to  the  physical  condition 
of  the  eye. 

The  eye  is  so  constructed  that  it  adapts  itself  for 
different  intensities  of  illumination.  Out  of  self  protec- 
tion it  adapts  itself  to  the  maximum  intensity  in  the 
field,  and  it  is  quite  possible,  where  there  is  a  bright 
spot  in  the  field,  for  the  eye  to  be  adjusted  for  this  intensity 
and  yet  be  attempting  to  see  in  a  less  illuminated  area, 
with  consequent  reduction  in  powers  of  vision.  This 
is  a  common  fault  in  a  great  many  of  our  old  systems  of 
illumination  where  unshaded  lamps  are  employed.  An 
exaggerated  conception  of  this  condition  of  lighting  is 
illustrated  by  the  automobile  headlight  in  the  field  of 
vision  of  the  opposing  driver. 


Bright  reflections  from  polished  surfaces  are  also 
conducive  of  this  condition. 

Heavy  contrasts  are  produced  when  local  areas  are 
highly  illuminated  with  reference  to  their  surroundings. 
This  condition  obtains  in  the  use  of  shaded  lamps  close 
to  the  work  without  other  general  illumination  in  the 
room.  The  glancing  from  the  work  to  the  surroundings 
causes  a  large  readjustment  of  the  eye,  which  if  continued 
in  will  cause  eye  fatigue  and  discomfort. 

The  use  of  tungsten  lamps,  particularly  the  gas 
filled  type,  are  productive  of  heavy  contrasts.  On 
account  of  the  considerably  higher  efficiency  of  these 
new  types  of  lamps,  they  have  been  universally  replacing 
the  older  types  without,  in  most  cases,  the  necessary 
change  in  the  equipment. 

Modern  incandescent  lamp  filaments  must  be  kept 
out  of  the  normal  field  of  vision  if  glare  is  to  be  kept 
down.  This  can  be  managed  if  they  are  used  in  proper 
reflectors  and  mounted  sufficiently  high.  The  conscious- 
ness of  a  bright  light  source,  disappears  if  it  is  mounted 
sufficiently  high  to  subtend  at  the  eye  an  angle  of  not  less 
than  25  to  30  degrees  with  the  normal. 

Uniformity  of  illumination  has  a  great  bearing  upon 
the  ease  with  which  work  can  be  done.  This  question  of 
uniformity  is  one  which  is  of  great  consequence  in  the 
design  of  a  lighting  system.  The  direction  of  the  light 
rays  is  also  very  important.  There  are  certain  classes 
of  work  in  which  shadows  play  a  great  part  in  assisting  to 
see  properly  and  bring  out  the  proper  form  and  perspective, 
while  in  others  the  elimination  of  shadows  is  an  advantage. 
By  shadow  is  not  meant  dense  shade,  but  simply  a  grading 
of  the  illumination  on  different  parts  which  is  necessary 
to  bring  out  form  or  shape  without  reducing  the  ability 
to  see  distinctly  the  parts  less  highly  illuminated.  In 
other  words,  work  that  requires  the  distinguishing  of 
length,  width  and  tickness,  requires  a  certain  amount  of 
shadow,  whereas  that  done  on  a  plane  surface,  such  as 
in  office  work,  shadow  is  not  a  necessary  adjunct. 

Absolute  uniformity  of  illumination  is  productive  of 
monotony  and  as  a  rule,  should  not  be  the  aim  of  a 
designer. 

The  lighting  out  of  doors  on  an  overcast  day  creates 
a  feeling  of  depression  and  lack  of  interest  in  ones  sur- 
roundings, which  can  be  attributed  to  a  great  extent 
to  uniformity  in  the  illumination.  On  the  other  hand, 
our  interest  in  things  is  stimulated  on  a  bright  sunshiny 
day,  due  to  the  added  beauty  and  form  of  our  surroundings 
caused  by  the  high  lights  and  shadows.  It  is  worth 
noting  however  that  even  on  a  bright  day  out  of  doors 
contrasts  between  high  light  and  shadow  are  never  very 
great  and  seldom  exceed  ratios  of  twenty  to  one. 

Glare  is  the  term  commonly  used  to  describe  the 
condition  obtained  when  there  is  a  brightness  within  the 
field  of  view  of  such  excessive  character  as  to  cause 
discomfort,  annoyance  or  interference  with  vision. 

The  reduction  of  glare,  in  lighting,  to  a  minimum, 
should  be  kept  in  mind  in  the  design  of  lighting  systems. 
Glare  is  really  a  condition  of  intense  contrast  and  may  be 
caused  by  improperly  shaded  lamps  in  the  visual  field, 
viewed  against  a  dark  background,  or  reflections  of  light 
sources  from  polished  surfaces. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


215 


General  Types  of  Lighting. 

There  are  three  general  types  of  lighting  in  use  at 
the  present  time,  namely:  Direct  lighting,  semi-indirect 
and  totally  indirect. 

In  the  first,  the  direct  rays  from  the  lamp  reach  the 
work.  In  semi-indirect,  part  of  the  light  is  diffused 
through  a  bowl  or  other  shading  and  diffusing  medium 
and  part  directed  onto  the  ceiling  and  re-directed  to  the 
work.  In  totally  indirect  the  light  is  all  directed  to  the 
ceiling  and  re-directed  onto  the  work.  Each  one  of  these 
types  of  lighting  has  its  particular  field  of  usefulness. 
The  first  directs  the  greatest  proportion  of  the  light 
produced  onto  the  work  and  is  also  the  most  productive 
of  glare.  Shadows  are  sharper  and  more  apparent  with 
direct  lighting  than  with  semi-indirect  or  totally  indirect. 

In  semi-indirect  lighting  there  are  two  components 
of  light,  one  from  the  source  diffused  through  the  bowl  and 
the  other  from  the  ceiling.  The  ratio  of  these  two 
components  has  a  great  bearing  on  the  resultant  illumina- 
tion, the  shadows  produced  and  the  appearance  of  the 
fixture. 

As  a  rule,  the  bowl  of  a  semi-indirect  fixture  should 
not  transmit  too  much  light,  otherwise  it  will  appear 
very  bright  and  where  installed  in  large  rooms  with 
relatively  low  ceilings  will  be  a  cause  of  glare,  also 
reflections  of  it  on  polished  surfaces  and  glossy  papers 
will  be  troublesome.  Where  large  light  sources  are  used 
in  a  semi-indirect  fixture,  the  size  of  the  bowl  should  be 
in  proportion  to  the  size  and  intensity  of  the  light  source. 
One  of  the  most  common  faults  of  this  type  of  lighting 
fixture  is  the  over-brightness  of  the  inverted  bowl. 

Totally  indirect  lighting  fixtures  consist  of  an  opaque 
reflector  distributing  the  light  onto  the  ceiling  from  which 
it  is  redirected  into  the  room.  This  type  of  lighting 
produces  the  most  uniform  illumination  and  freedom 
from  shadows. 

As  stated  before,  interior  finishes  and  kalsomine 
paints  are  diffusely  reflecting  media  and  the  maximum 
intensity  of  the  reflected  light  is  normal  to  the  surface. 
The  advantage  of  this  is  at  once  seen  when  light  falls 
on  the  ceiling.  In  the  case  of  walls,  however,  it  is  some- 
what of  a  disadvantage  as  a  considerable  proportion  of 
the  light  is  reflected  in  directions  which  are  not  useful. 

In  order  of  efficiency  of  utilization  of  the  light 
produced,  direct  lighting  comes  first,  then  semi-indirect 
and  last,  totally  indirect.  In  considering  efficiency  of  a 
lighting  system,  however,  the  fact  should  not  be  over- 
looked that  it  is  the  overall  efficiency  of  the  carrying  out 
of  an  operation  that  must  be  considered  and  that  the 
lighting  is  simply  one  item  of  cost  of  production  which 
is  always  a  small  proportion  of  the  total  cost. 

Much  interesting  research  work  has  been  done  in  the 
last  year  or  two  on  the  effect  of  illumination  on  output. 
At  the  present  time  extensive  experiments  are  being 
carried  out  by  the  Illuminating  Engineering  Department 
of  the  Commonwealth  Edison  Co.,  of  Chicago,  along 
these  lines.  Transactions  Illuminating  Engineering 
Society  paper  by  Wm.  A.  Durgin,  "  Productive  Inten- 
sities "  November  1918. 

The  data  they  have  obtained  is  most  valuable  as  they 
have  conclusively  shown  that  the  production  of  depart- 
ments of  large  manufacturing  plants  has  been  increased 
by  at  least  15%  and  in  some  cases  by  as  much  as  100%, 


by  improved  illumination.  When  the  cost  of  bringing 
about  the  increase  in  production  is  considered  it  appears  as 
negligible  compared  with  the  result. 

Analyzing  the  reasons  for  increased  production  under 
better  illumination  it  is  found  that  more  work  is  turned 
out  by  operatives  due  to  reduction  of  spoilage,  improved 
accuracy,  better  supervision,  reduced  eye-strain  and 
brighter  and  more  cheerful  surroundings. 

Illumination  has  also  a  very  great  influence  on 
accidents  and  there  is  cause  for  assuming  that  probably 
20  per  cent  of  industrial  accidents  are  attributable  to 
lighting.  The  remedy  for  this  is  easy  to  apply  and  with 
the  cry  of  "  safety  first  "  being  continually  heard,  there 
is  no  reason  why  lighting  should  not  be  included  amongst 
the  mechanical  safeguards  against  accident.  The  proper 
lighting  of  a  danger  point  is  an  effectual  way  of  pointing 
it  out. 


ALFRED  D.  FLINN, 
Secretary,  United  Engineering  Council,  New  York. 

In  spite  of  the  large  amount  of  advice  and  data  that 
is  appearing  every  day  in  technical  journals,  it  is  surprising 
to  find  that  literally  thousands  of  plants  are  paying  very 
little  attention  to  this  advice,  when  it  may  mean  thousands 
of  dollars  in  their  output  with  comparatively  small 
expenditure  involved  for  the  necessary  improvement. 

The  importance  of  illumination  and  its  effect  on 
general  welfare  may  be  further  realized  when  it  is  known 
that  many  of  the  United  States  have  adopted  codes  of 
illumination  for  industrial  establishments  giving  extensive 
powers  to  inspection  boards  over  systems  of  illumination 
and  allows  them  to  compel  the  installation  of  adequate 
systems.  In  our  own  country,  with  its  short  winter 
days,  a  large  proportion  of  work  is  carried  out  under 
artificial  illumination  and  consequently  the  possibility 
for  increasing  our  efficiency  is  great. 


216 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


Board  of  Management 

President 

Lieut. -Col.  R.  W.  LEONARD 

Vice-President 

WALTER  J.  FRANCIS 

Councillors 

J.  M.  ROBERTSON         Brig.-Gen.  SIR  ALEX.  BERTRAM 

JULIAN  C.  SMITH 
ERNEST  BROWN  ARTHUR  SURVEYER 

Editor  and  Manager 

FRASER  S.  KEITH 

Associate  Editors 

C.  M.  ARNOLD Calgary 

FREDERICK  B.  BROWN Montreal 

J.  B.  CHALLIES Ottawa 

A.  R.  CROOKSHANK St.  John 

A.  G.   DALZELL Vancouver 

J.  N.  deSTEIN Regina 

GEO.  L.GUY Winnipeg 

R.  J.  GIBB      Edmonton 

W.  S.  HARVEY Toronto 

J.  A.  BUTEAU Quebec 

J.  B.  HOLDCROFT Victoria 

K.  H.  SMITH Halifax 

H.  B.  DWIGHT Hamilton 


Vol.  II. 


March  1919 


No.  3 


Thirty-Third  Annual   Gathering 

Dr.  Martin  Murphy,  venerable  past  President  of 
The  Institute  gave  a  general  interpretation  of  the  views 
of  all  who  attended  the  Thirty-Third  Annual  Meeting 
of  the  engineers  of  Canada,  when  with  an  expression  of 
keen  enjoyment,  and  in  that  delightful  Irish  accent  of 
his,  he  exclaimed;  "My!  What  a  grand  time  we  are 
having!"  It  was  even  so;  speaking  volumes  for  the 
social  arrangements  and  for  the  interesting  manner  in 
which  the  many  superior  papers  and  thoughtful  discus- 
sions were  presented. 

The  universal  verdict  is  that  the  meeting  was  the 
most  successful  yet  held.  The  happy  inspiration  to  hold 
a  combined  Annual  General  Meeting  and  a  General 
Professional  Meeting  was  an  important  determining 
factor.  The  presence  of  several  distinguished  members 
of  the  profession  from  the  United  States,  all  of  whom 
contributed  by  giving  addresses  added  both  to  the  interest 
and  to  the  enjoyment  as  did  those  of  the  notable  Canadians 
in  public  life  who  contributed  to  the  programme. 

Nearly  every  centre  from  Sydney,  N.S.  to  Vancouver, 
B.C.  was  well  represented,  the  outside  attendance  being 
particularly  gratifying  showing  what  a  keen  interest  the 
members  took  in  the  meeting. 


Apart  from  these,  and  not  to  be  overlooked  as  an 
important  influence  was  the  fine  spirit  of  loyalty  and 
enthusiasm  everywhere  in  evidence,  which  shows  in  no 
uncertain  manner  that  the  engineers  of  Canada  are  taking 
an  interest  in  their  profession  as  never  before,  and  that 
we  have  an  organization,  the  fabric  of  which  is  being  woven 
closer  and  closer,  and  which  is  growing  stronger  day  by 
day. 

For  weeks  before  the  meeting,  the  special  committee 
of  the  Ottawa  Branch  commenced  working  for  its  success 
and  in  a  very  large  measure  the  credit  for  the  various 
features  that  will  make  the  Ottawa  meeting  one  long  to 
be  remembered  is  due  to  the  members  of  the  Ottawa 
Branch  who  gave  up  so  much  of  their  time,  and  so  many 
of  their  nights  to  arranging  and  concluding  the  details. 
The  thanks  of  The  Institute  is  also  due  to  the  men  who, 
although  not  members,  presented  meritorious  and  highly 
acceptable  papers. 

The  business  of  the  Annual  Meeting  revealed  that 
The  Institute  is  in  an  active  state  of  development  under 
the  new  name  and  the  new  by-laws.  The  reports  of  the 
Branches  show  a  highly  satisfactory  condition  both  as 
to  finances  and  Branch  activities.  The  meeting  endorsed 
a  suggestion  regarding  changes  in  the  by-laws  which 
have  already  been  submitted  to  the  members  and  for 
which  a  ballot  will  be  issued  shortly.  The  adoption  of 
the  beaver  as  the  emblem  of  The  Institute  was  also 
confirmed,  the  members  badge  to  be  of  gold,  and  silver 
for  associate  members,  to  be  produced  on  a  par  with  the 
best  coinage  die-work. 

Under  new  business  the  most  notable  feature  was 
a  discussion  on  legislation  and  the  resolution  of  the 
meeting  in  this  connection  is  as  follows: — 

Whereas  it  seems  that  the  wishes  of  the  majority  of  the  members 
and  of  the  Branches  of  The  Engineering  Institute  of  Canada  are  that 
Provincial  Legislation  should  be  obtained  to  define  the  status  of  the 
engineers  throughout  Canada. 

Whereas  the  members  of  this  annual  meeting  are  of  the  opinion 
that  this  legislation  should  be  as  uniform  as  possible  throughout  the 
provinces. 

Be  it  resolved,  that  a  special  Committee  be  formed,  composed 
of  one  delegate  appointed  by  each  branch  to  meet  at  headquarters 
before  the  15th  of  April,  1919  to  draw  up  such  sample  legislation 
as  it  may  deem  necessary  and  advisable  in  order  that  the  members 
of  The  Institute  throughout  the  different  provinces  may  ask  for 
legislation  on  the  same  uniform  basis. 

That  the  Secretary  be  instructed  to  call  the  first  meeting  of 
this  committee. 

That  this  Committee  be  authorized  to  obtain  the  necessary 
legal  advice  on  the  matter. 

That  this  Committee  shall  submit  the  proposed  legislation  to 
the  Council  before  the  first  of  May  1919. 

That  the  Council  shall  then  ask  by  letter  ballot,  before  the 
first  of  June  1919,  the  opinion  of  all  the  members  of  The  Institute 
regarding  the  adoption  of  the  proposed  legislation  prepared  by  the 
said  special  Committee  of  The  Institute. 

That  the  Council  be  authorized  to  pay  all  the  expenses  of  this 
Committee  and  of  each  delegate. 

That  the  Council  of  The  Institute  shall  report  the  result  of  the 
ballot  to  the  branches,  and  if  the  vote  is  favorable  to  legislation  the 
Council  of  The  Institute  shall  immediately  take  the  necessary  measures, 
in  co-operation  with  the  Branches,  to  have  such   legislation   enacted. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


217 


The  preliminary  details  of  this  resolution  have 
already  been  carried  out  by  the  Council  and  a  meeting 
of  the  special  Committee  called  for  April  5th. 

The  attitude  of  The  Institute  regarding  Engineering 
Standards  was  shown  by  the  resolution  which  read : 

Resolved  that  this  meeting  endorse  the  application  of  the 
Canadian  Engineering  Standards  Association  to  the  Dominion  Govern- 
ment for  a  grant  to  partially  defray  its  expenses  during  the  ensuing 
year,  and  believe  that  this  Association  will  be  of  great  service  in  the 
industrial  development  of  the  Dominion." 

The  text  of  this  resolution  has  since  been  sent  to  the 
interested  members  of  the  Government. 

In  the  report  of  the  meeting  published  elsewhere  it 
was  found  necessary  to  omit  some  of  the  papers  which 
will  be  published  in  full  in  the  next  issue  of  The  Journal. 

From  the  viewpoint  of  attendance,  or  based  on  a 
standard  of  technical,  professional  or  social  achievement 
this  meeting  was  an  unqualified  success,  and  many  who 
have  felt  in  the  past  that  the  meetings  of  engineers  were 
more  or  less  dry  affairs,  are  now  looking  forward  to  the 
next  opportunity  of  foregathering  with  their  brother 
engineers  and  enjoying  the  benefits  of  fellowship  which 
such  an  occasion  presents. 


Yi.f :Tve,MEIC 
Montreal 
PRtSIDEMT,  I9IS 


POESIDEMT,  1916 


Toronto 
<E  PPEilWtlT 


rfnoruoo. 

St  Cathjnnf^CMt 

petsiDttiT.iqi9 


seas,  which  policy  has  already  been  adopted  by  the 
Department  of  Soldiers'  Civil  Reestablishment,  where  the 
work  is  being  very  largely  done  in  the  various  provinces 
under  the  direction  of  and  by  engineers.  The  hydro- 
electric development  throughout  Canada  will  absorb 
some;  municipal  undertakings  in  which  it  is  already  seen 
there  is  some  activity,  will  require  others  and  the  industries 
of  Canada,  if  they  can  be  kept  operating  at  capacity, 
and  it  is  hoped  that  before  many  months  they  will  all  be 
doing  so,  will  require  many  more. 

However,  nothing  in  this  connection  should  be  left 
to  chance,  but  everything  that  the  combined  effort  of 
the  entire  profession  can  achieve  should  be  done  and  the 
machinery  without  delay  set  in  motion  whereby  the  desired 
end  can  be  accomplished. 

Members  are  requested  to  advise  the  Secretary  of 
all  positions  available. 

Already  the  President  and  Council  have  offered  to 
the  Government  the  services  of  The  Institute  in  any 
way  that  may  be  deemed  the  most  acceptable,  and  it  is 
expected  that  definite  plans  will  be  worked  out  in  the 
near  future. 

As  an  illustration  of  how  our  men  at  the  front  view 
the  situation  and  to  what  extend  they  are  looking  to  us 


Our  Duty  and  Opportunity 

Members  of  The  Institute  are  fast  returning  from  the 
war  zone  and  while  many  have  their  former  positions 
awaiting  them,  a  very  large  number  will  need  assistance 
in  being  placed  in  suitable  positions  in  civil  life.  We 
have  been  thrilled  with  what  our  men  have  done  in  the 
war  and  we  have  boasted  of  their  achievements  and  now 
that  they  are  returning  to  be  with  us  once  more  we  cannot 
be  true  to  our  ideals,  true  to  the  profession,  true  to  the 
men  who  have  been  away  or  true  to  ourselves  if  we  over- 
look any  possible  measure  by  which  our  gallant  brother 
members  may  receive  every  co-operative  effort,  possible 
for  us  to  put  forth,  in  aiding  them  to  be  suitably  placed. 

At  Headquarters  The  Journal  and  the  facilities  of 
The  Institute  in  getting  in  touch  with  positions  are  at 
their  service.  Every  Branch  is  being  asked  by  the 
Council,  to  take  up  the  responsibility  of  aiding  the  men 
who  return  to  their  various  branch  localities.  But 
this  is  not  enough.  Every  member  of  The  Institute, 
whether  he  is  in  a  position  to  employ  engineers  or 
otherwise,  should  feel  a  personal  responsibility  in  this 
connection.  We  cannot  expect  the  Government  to  say 
to  us  that  they  have  openings  for  all  our  returned 
men.  It  is  expected,  however,  that  the  federal  govern- 
ment in  connection  with  the  resumption  of  certain  public 
works  and  in  connection  with  the  road  problem  to  be 
carried  on  in  conjunction  with  the  provincial  governments, 
will  require  many  engineers  and  there  is  no  doubt  that 
preference  will  be  given  to  the  men  who  have  been  over- 


,  j  fe»ncit> 
meii 

Montreal 

i/ice- president 


m  M  \/AMr,MAN^^^^ 

r,  a  MniirtTAm^^^fc 

P  A  UnVi.^^B 

MEIC       ^V 

MEK^^* 

M  E  1 C  ^M 

Montreal 

PRESIDENT,  1909    ^ 

Montreal         ^ 

PRESIDENT.  1916 

COUNCILLOR,  DIST  M°l 

to  help,  is  illustrated  in  a  letter  received  by  the  President 
from  Col.  Macphail,  D.S.O.,  M.E.I.C.,  which  explains 
itselfs,  and  which  further  illustrates  the  situation. 
To  the  President, 

The  Engineering  Institute  of  Canada, 
Montreal,  Canada. 

Belgium,  February  2nd,  1919. 
Dear  Sir: — 

The  Canadian  Government  has  formed  a  "  Department  of 
Soldiers'  Civil  Re-establishment  "  for  the  purpose  of  assisting  the 
return  to  civil  occupation,  of  officers  and  other  ranks  of  the  Canadian 
forces  now  overseas.  The  method  consists  in  filling  out  a  form,  giving 
in  detail  full  particulars  of  one's  occupation  in  civil  life  prior  to  enlist- 
ment. This  method  does  not  allow  the  selection  best  fitted  to  a  profes- 
sional man.     A  copy  of  the  form  is  enclosed. 

After  four  years  of  active  service,  without  endeavouring  to  keep 
in  touch  with  local  conditions  in  Canada,  an  engineer  is  not  in  a  financial 
position  to  compete  with,  or  capable  of  competing  with  those  members 
of  the  profession  who  maintained  their  practice  throughout  the  war. 
To  make  this  point  clear,  I  will  quote  a  case  which  has  come  under 
my  notice,  and  is  representative  of  scores  of  others: — ■ 

"  In  September  1914,  my  professional  practice  as  a  consult- 
ing engineer  and  architect  in  the  city  of  Saskatoon,  Saskatchewan, 
was  worth  from  5,000  to  8,000  dollars  a  year  income.  I  enlisted, 
expecting  the  war  to  last  from  six  months  to  one  year.  Now  at 
the  end  of  four  years  active  service,  and  on  receiving  information 
from  Canada  that  conditions  in  Western  Canada  will  not  improve 
for  at  least  a  year,  I  must,  therefore,  apply  for  a  position  in  a 
new  locality." 


218 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  Government  method  of  filling  out  a  form  and  submitting 
it  through  the  usual  channels  of  communication  to  the  Department  of 
Soldiers'  Civil  Re-establishment  in  Canada,  will  not  furnish  the  required 
information  as  to  the  locality  in  which  an  engineer  might  again  continue 
his  profession  with  prospects  and  opportunities  for  advancement. 
Many  members  of  the  profession  now  serving  in  France  find  themselves 
in  this  position;  they  lack  the  necessary  information  and  the  co-opera- 
tion of  engineer  and  architect  associations  in  Canada,  to  place  them  in 
the  best  localities  and  positions  to  attain  their  former  standard  in  their 
profession.  A  professional  man  does  not  like  to  apply  for  a  position 
by  the  "  card  system  "  and  feels  that  only  by  dealing  with  recognized 
engineer  societies,  will  he  obtain  the  best  results. 

If  you  will  place  this  information  before  the  Council  of  The 
Engineering  Institute  of  Canada,  I  feel  sure  that  our  organization  and 
connections  throughout  Canada,  combined  with  organized  information 
bureaus  which  could  be  established  in  the  leading  centres  to  furnish 
information  as  to  prospects  in  Canada,  with  reference  to  employment 
for  returned  professional  men,  would  greatly  assist  in  the  re-establish- 
ment of  civil  employment.  I  assure  you  that  we  are  totally  in  the  dark 
here  in  France,  and  have  no  information  about  conditions  in  Canada. 

I  am  writing  you  this  letter  because  I  have  these  questions  asked 
me  every  day,  particularly  as  I  am  the  commanding  officer  of  the 
Engineer  Brigade  of  the   1st  Canadian  Division,   consisting  of   120 


a  white, 
M.E.I.C. 

'Councillor,  DislW4 


ft 

0^^  meic  ^^  Mei.C. 

Mali  fay.  General  Secretary 


prior  to  his  enlistment.  They  all  realize  that  they  must  make  a  new 
start  and  continue  to  take  "  refresher  "  courses  in  order  to  get  back  to 
the  standard  they  attained  before  enlistment. 

Men  who  have  completed,  say  two  years  of  an  engineering 
course  are  now  majors  who  have  under  their  command  6  engineer 
officers  and  225  skilled  tradesmen.  Such  men  will  find  it  difficult  to 
return  to  a  technical  school  to  mingle  with  immature  boys,  and  at  the 
same  time  to  be  set  back  a  number  of  years  in  their  profession. 

The  educational  question  will  involve  considerable  organization 
after  demobilization,  which  could  be  instituted  throughout  Canada  by 
The  Engineering  Institute  arranging  with  its  members  to  hold  night 
courses,  in  order  that  those  who  return  will  be  able  to  benefit  by  the 
experience  gained  by  these  members  during  our  absence  in  France. 

Enclosed  are  several  newspaper  clippings  showing  that  Canada 
is  making  all  preparations  for  the  replacement  of  labour  personnel, 
but  is  doing  nothing  for  professional  men. 

I  await  your  reply  in  order  that  I  may  relieve  the  minds  of  many 
of  those  who  serve  in  my  command,  as  to  their  prospects  on  their 
return  to  Canada. 

A.  Macphail, 

Colonel, 
Commanding  1st  Brigade,  C.E. 
Headquarters, 
1st  Brigade,  C.E. 


OtSCODDIVMU 

MCK 
Chain 
Ottawa  Branch 


officers  and  2,500  other  ranks;  many  of  the  other  ranks  are  graduate, 
or  student  engineers. 

I  am  sure  that  the  members  of  the  Council  could  persuade  the 
Dominion  Government  to  allow  The  Engineering  Instute  of  Canada  to 
handle  the  re-establishment  of  all  engineers  serving  with  the  Canadian 
forces,  and  it  would  be  appreciated  by  all  members  of  the  profession 
serving  in  France . 

It  has  now  become  a  civil  question,  and  should  be  handled  by 
a  civil  organization,  and  I  think  the  Council  should  ask  the  Dominion 
Government  to  return  immediately  to  Canada  a  delegation  of  officers 
composed  of  professional  men  intending  to  return  to  civil  occupation, 
who  would  bring  with  them  tabulated  figures  and  reports  on  all  members 
of  the  profession  serving  with  the  Canadian  Corps.  Sufficient  pub- 
licity should  be  given  to  the  organization,  in  order  that  all  ranks  would 
be  fully  informed  of  local  conditions  in  Canada.  This  delegation 
would  travel  across  Canada  and  place  the  conditions  before  the  local 
Branches  in  each  Province.  You  cannot  realize  the  state  of  mind  that 
men  will  get  into  when  they  are  sitting  down  here  in  France,  waiting 
for  orders  to  return  to  Canada  to  be  demobilized,  without  any  informa- 
tion or  prospects  for  the  future,  and  it  is  only  when  men  employed  in 
the  engineering  profession  have  been  told  that  they  are  being  looked 
after  by  members  of  their  own  profession,  that  they  are 
satisfied. 

All  points  brought  out  in  the  foregoing  apply  equally  to  all 
members  of  the  engineering  profession,  including  mechanical,  railway, 
and  structural  engineers,  contractors,  skilled  tradesmen,  draughtsmen, 
clerical  members  of  the  profession,  and,  particularly,  to  the  engineer 
who  has  completed  only  two  years  of  his  technical  school  course, 


A  Compliment  to  The  Institute 

The  eminent  engineers  from  the  United  States  who 
attended  the  Annual  General  and  Ottawa  Professional 
Meeting,  representing  officially  the  great  bodies  on  the 
other  side,  did  much  to  promote  the  feeling  of  good  will 
and  fellowship  between  the  engineers  of  the  United  States 
and  Canada.  It  was  a  compliment  to  The  Institute  to 
have  such  men  as  Alfred  D.  Flinn,  Secretary  of  the 
United  Engineering  Council,  Dr.  Ira  N.  Hollis,  Past 
President  of  the  American  Society  of  Mechanical 
Engineers,  and  Dr.  Comfort  A.  Adams,  President  of  the 
American  Institute  of  Electrical  Engineers  present,  and  to 
have  them  convey  the  good  wishes  of  their  respective 
organizations  to  our  members. 

It  is  gratifying  in  the  extreme  to  have  these  gentle- 
men all  endorse  the  step  which  this  Institute  has  taken 
in  Canada,  to  embrace  the  engineering  profession  in  one 
organization.  The  presence  officially  of  members  of 
the  profession  from  across  the  border  and  all  men 
prominent  in  their  respective  organizations,  in  Canada, 
shows  that  the  spirit  of  unity  is  growing  stronger  and 
stronger. 

It  is  also  an  evidence  that  the  human  element  is 
becoming  a  greater  factor  in  the  affairs  of  engineers, 
and  it  is  hoped  that  this  principle  will  be  adopted  more 
and  more. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


219 


Appreciation  from  Minister  of  Militia 

Members  will  be  interested  in  a  letter  received  by 
Lieut.-Col.  Monsarrat  from  General  Mewburn,  Minister 
of  Militia,  in  response  to  a  communication  from  Col. 
Monsarrat  in  which  he  supplied  the  Minister  with  request- 
ed information  regarding  the  part  taken  by  our  members 
in  the  war  and  in  which  he  also  intimated  that  the 
Council  of  The  Institute  was  ready  to  assist  the  Depart- 
ment of  Militia,  in  any  way  in  connection  with  the 
returned  soldier  problem, 


February  21st,  1919. 


Dear  Col.  Monsarrat  :- 


Thank  you  very  much  for  your  letter  of  the  19th  instant, 
enclosing  information  regarding  the  wonderful  part  taken  by  the 
members  of  The  Engineering  Institute  of  Canada,  in  the  War. 

It  is  an  enviable  record,  and  I  am  very  glad  to  have  the  assurance 
that  the  Council  of  The  Institute  will  co-operate  in  the  big  question  of 
reconstruction. 

Yours  faithfully, 

S.  C.  Mewburn. 


to  what  constitutes  a  good  road.  With  all  that  has  been 
written  on  this  subject  and  all  the  advice  given  to  rural 
municipalities  from  every  source,  we  still  find  in  many 
rural  communities  the  old  mud  scraping  methods  in 
vogue.  This  should  no  longer  be  tolerated  in  this  new 
era  we  are  now  entering,  which,  above  all  is  to  be  one  of 
economy  and  efficiency,  where  these  factors  are  given 
consideration,  the  place  of  the  engineer  becomes  well 
established. 

Students    Prizes 

For  the  past  seventeen  years  there  has  been  available, 
each  year,  a  prize  in  each  of  the  engineering  sections 
including  electrical,  mechanical,  mining  and  general, 
for  the  best  student  paper  submitted  during  the  prize 
year,  which  runs  from  June  to  June,  in  any  or  all  of  the 
four  sections  named.  That  is,  there  are  four  prizes 
available  every  year  of  twenty-five  dollars  each,  to  be 
won  by  students  for  the  best  paper  submitted  in  the 
section  in  which  it  is  desired  to  compete.  Probably 
due  to  the  fact  that  this  has  not  been  kept  prominently 
in  the  minds  of  our  student  members,  there  have  been 
a  number  of  years  in  which  no  awards  were  made.  During 
the  past  three  years  one  award  only  was  given  each  year. 


J^.vr      ^L»~      "'"=^        "3^ 


Good  Roads  and  Engineering 

Hon.  Frank  Carvell,  Minister  of  Public  Works, 
made  a  statement  before  the  members  of  The  Institute, 
their  guests  and  friends  at  one  of  the  luncheons  held 
during  the  Ottawa  gathering,  which  although  well  known 
to  the  engineering  profession,  coming  from  such  a  source 
and  at  such  a  time,  should  be  firmly  impressed  upon  the 
minds  of  every  member  of  the  provincial  and  federal 
legislatures  in  Canada,  every  alderman  and  civic  official, 
and  should  be  scattered  broadcast  so  that  every  citizen 
of  Canada  should  be  well  aware  of  the  fact.  He  stated 
that  more  money  had  been  squandered  in  Canada  during 
the  last  forty- five  of  fifty  years  in  the  attempt  to  build  roads, 
than  perhaps  in  all  other  public  works  put  together,  the 
reason  being  that  roads  were  being  built  continually  by 
those  who  knew  nothing  whatsoever  about  them.  He 
was  confident  that  the  engineer  must  be  the  first  as  well 
as  the  last  man  on  the  job,  and  only  by  so  doing  could  any 
successful  road  building  be  accomplished. 

There  is  a  satisfaction  in  knowing  that  to-day  the 
road  building  of  the  various  provincial  governments  is 
in  the  hands  of  qualified  engineers  who  are  members  of 
this  Institute,  both  as  deputy  ministers  and  chief  engineers 
of  highways.  The  good  roads  movement  is  one  which 
is  impressing  upon  the  minds  of  the  public  not  only  the 
necessity  for  good  roads  but  the  fact  that  they  should 
be  properly  designed,  built  under  proper  supervision  and 
maintained  by  men  who  have  a  technical  knowledge  as 


This  was  not  due  to  poor  quality  of  papers  so  much  as 
the  lack  of  students  papers. 

Every  student  of  The  Institute  should  be  ambitious 
enough  to  present  a  paper  in  competition  for  one  of  these 
prizes.  Such  papers  may  very  often  be  read  before  the 
nearest  branch  and  nothing  is  better  calculated  to  bring 
the  young  engineer  into  prominence  and  help  to  establish 
his  position  than  by  the  reading  of  papers  before  The 
Institute. 


Ontario  Provincial  Division 

On  Thursday  morning,  February  the  13th,  the 
officers  of  the  Ontario  Provincial  Division  were  elected  at 
a  meeting  of  the  Executive  held  at  the  Chateau  Laurier, 
at  the  call  of  Professor  Peter  Gillespie,  M.E.I.C.,  Chair- 
man pro  tern.  Both  western  and  eastern  Ontario  were 
represented  as  well  as  the  Branches.  After  an  expression 
of  opinion  from  each  of  those  present  nominations  were 
received  resulting  in  the  election  of  the  following  officers, 
the  personnel  of  which  ensures  that  the  affairs  of  the 
Ontario  Provincial  Division  will  be  well  managed: 

Chairman,  J.  B.  Challies,  M.E.I.C,  Superintendent, 
Water  Powers  Branch,  Department  of  the  Interior, 
Ottawa. 

Secretary-Treasurer,  Geo.  Hogarth,  M.E.I.C,  Chief 
Engineer,  Department  of  Public  Highways,  Toronto. 


220 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Members  of  Council  for  1919 

President. 

Lieut.-Col.   R.   W.   Leonard,    (M),   50  Ontario  Street, 
St.  Catharines,  Ont. 

Vice-Presidents. 

Water  J.  Francis,  (M),  260  St.  James  Street,  Montreal. 
Prof.  H.  E.  T.  Haultain,  (M),  Mining  Bldg.,  University 
of  Toronto,  Toronto,  Ont. 

R.  F.  Hayward,  (M),  c/o  Western  Canada  Power  Co., 
Ltd.,  Vancouver,  B.C. 

D.  O.  Lewis,  (M),  P.O.  Box  1586,  Victoria,  B.C. 

Past  Presidents. 

G.  H.  Duggan,   (M),  President,  Dominion  Bridge  Co., 

Montreal. 
Col.  J.  S.   Dennis,    (M),  C.M.G.,  Chief  Commissioner, 

Colonization     &     Development     Dept.,     C.P.Ry., 

Montreal. 
H.   H.   Vaughan,    (M),   Vice-President  and  Gen.   Mgr., 

Dominion  Bridge  Company,  Montreal. 


M.    H.    Macleod,    (M),    Canadian   National   Railways, 
Toronto,  Ont. 

E.  G.  Matheson,  (M),  2909  Alder  Street,  Vancouver,  B.C. 
G.   A.   McCarthy,    (M),   Dept.   of  Works,    City   Hall, 

Toronto,  Ont. 
D.  H.  McDougall,  (M),  President,  Nova  Scotia  Steel  & 

Coal  Co.,  New  Glasgow,  N.S. 
W.  A.  McLean,  (M),  Parliament  Buildings,  Toronto,  Ont. 
John  Murphy,  Electrical  Engr.,  Dept.  of  Railways  and 

Canals,  Ottawa. 
Wm.  Pearce,  (M),  Dept.  of  Natural  Resources,  C.P.  Ry., 

Calgary,  Alta. 

F.  H.  Peters,  (M),  513-8th  Ave.  West,  Calgary,  Alta. 

J.  M.  Robertson,  (M),  101  Board  of  Trade  Bldg.,  Montreal. 
R.  A.  Ross,  (M),  80  St.  Francis  Xavier  St.,  Montreal. 
Julian  C.  Smith,  (M),  607  Power  Building,  Montreal. 
J.  C.  Sullivan,  (M),  703  Mclntyre  Block,  Winnipeg,  Man. 
Arthur  Surveyer,  (M),  274  Beaver  Hall  Hill,  Montreal. 
L.  A.  Thornton,  (M),  City  Commissioner,  Regina,  Sask. 
James  White,  (M),  Commission  of  Conservation,  Ottawa, 
Ont. 


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Councillors. 

Brig.  Gen.,  Sir  Alex.  Bertram,  (M),  511  St.  Catherine  St. 

West,  Montreal. 
W.  P.  Brereton,  (M),  City  Engineer,  Winnipeg,  Man. 
N.  E.  Brooks,  (M),  2  Queen  Street,  Sherbrooke,  Que. 
Prof.  Ernest  Brown,  (M),  McGill  University,  Montreal. 
A.  R.  Decary,  (M),  Supt.  Engr.,  Prov.  of  Quebec,  Public 

Works  of  Canada,  Quebec. 
L.  B.  Elliot,  (M),  Box.  957,  Edmonton,  Alta. 
G.  Gordon  Gale,  (M),  Hull  Electric  Co.,  117  Main  St., 

Hull,  P.Q. 

J.   E.   Gibault,    (A.M.),    Resident   Engineer,   Canadian 

National    Railways,    Champlain    Market   Station, 

Quebec,  Que. 
Prof.    Peter    Gillespie,    (M),    University    of    Toronto, 

Toronto,  Ont. 
Alex.  Gray,  (M),  P.O.  Box  1393,  St.  John,  N.B. 
Prof.  A.  R.  Greig,  (A.M.),  University  of  Saskatchewan, 

Saskatoon,  Sask. 
J.  H.  Kennedy,  (M),   1215-1  lth  Ave.  West,  Vancouver, 

B.C. 

H.  Longley,  (M),  18  Green  Street,  Halifax,  N.S. 

G.  D.  Mackie,  (M),  City  Commissioner,  Moose  Jaw,  Sask. 

R.  W.  Macintyre,  (M),  1049  Pendergast  St.,  Victoria,  B.C. 


The    Reclamation    Service 

Department  of  the  Interior. 

Regulations  recently  promulgated  by  the  Dominion 
Government,  on  the  recommendation  of  the  Minister  of 
the  Interior,  for  the  drainage  of  vacant  Dominion  land 
in  the  provinces  of  Alberta  and  Saskatchewan,  should  go 
far  towards  effecting  the  reclamation  of  large  areas  of  now 
vacant  and  comparatively  valueless  swamp  land  or  land 
covered  by  shallow  lakes. 

The  ownership  and  control  of  all  sources  of  surface 
water  supply  in  these  provinces,  including  lakes,  marshes, 
etc.,  is  vested  in  the  Dominion  Government,  which  also 
owns  the  unalienated  public  land,  while  control  of  the 
drainage  of  land  is  vested  in  the  provincial  governments. 

This  divided  jurisdiction  has  provoked  controversy 
and  has  seriously  interfered  with  the  reclamation  of 
submerged  or  swamp  land  and  with  the  construction  of 
roads  and  generally  has  materially  retarded  the  settlement 
and  development  of  districts  which  comprise  considerable 
areas  of  such  land. 

Agreement  has  at  last  been  reached  between  the 
Dominion  and  the  provinces.  The  Governments  of  the 
provinces  of  Alberta  and  Saskatchewan  have  enacted 
legislation  providing  a  simple  and  satisfactory  method  of 
sharing  the  responsibility,  cost  and  benefits  of  such 
reclamation  as  may  be  found  feasible,  and  the  Dominion 
Government,  by  an  Order-in-Council  passed  some  time 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


221 


ago,  approved  of  this  legislation  and  undertook  to  supple- 
ment it  by  regulations.  The  regulations  now  promulgated 
prescribe  in  considerable  detail  the  methods  agreed  upon 
for  carrying  on  the  work. 

Recognizing  the  importance  of  reclamation,  whether 
of  arid  or  swampy  lands,  and  the  desirability  of  con- 
centrating all  such  work  under  the  control  of  some  one 
organization,  a  branch  of  the  Department  of  the  Interior 
has  been  created,  to  be  known  as  "  The  Reclamation 
Service,"  for  the  purpose  of  supervising  and  controlling 
all  irrigation  and  drainage  work.  E.  F.  Drake,  the 
executive  head  of  the  new  branch  has  been  appointed 
"  Director  of  the  Reclamation  Service  "  and  will,  in  future, 
control  all  reclamation  work  of  this  character. 

The  new  regulations  provide  for  four  distinct  classes 
of  drainage  reclamation  as  summarized  in  the  following 
statement: — 

Synopsis  of  Regulations  for  the  Reclamation  of 
Dominion  Land  by  Drainage. 

(a)  Small  Drainage  Projects. 

Where  the  area  to  be  reclaimed  does  not  exceed 
1280  acres  and  the  estimated  cost  of  the  works  is 
not  more  than  $2,000,  the  new  regulations  provide 


comprising  any  considerable  area  of  such  land. 
Under  the  present  arrangement  the  Dominion 
Government  will  sell  all  such  land  to  the  province, 
at  a  purely  nominal  price,  subject  to  the  condition  that 
the  land  shall,  after  reclamation,  be  offered  for  sale 
at  public  auction  and  the  proceeds  be  applied  towards 
the  cost  of  the  drainage  works.  Any  surplus  re- 
maining after  the  full  cost  of  the  drainage  works  has 
been  repaid  shall  be  applied  towards  road  and  bridge 
work  within  the  district.  All  such  work  will  be  under 
the  Provincial  Drainage  Acts. 

(d)  Drainage  Work  Initiated  by  the  Dominion  Government. 
Whenever  the  Dominion  Government,  as  owner 
of  the  bulk  of  the  land  requiring  drainage  in  any 
district,  desires  to  reclaim  such  land  it  may  initiate 
proceedings  under  the  provincial  laws  for  the  organi- 
zation of  a  drainage  district.  All  the  machinery  of 
the  provincial  drainage  laws  is  placed  at  the  disposal 
of  the  Dominion  Government,  the  surveys  and  assess- 
ments of  cost  and  benefit  will  be  made  by  an  engineer 
of  the  Reclamation  Service,  and,  upon  the  organi- 
zation of  the  district,  the  construction  of  the  works 
will  be  carried  out  by  the  Reclamation  Service.  The 
available  Dominion  land  will,  after  reclamation,  be 


a  simple  and  satisfactory  method  of  procedure. 
Adequate  provision  must  be  made  for  the  disposal 
of  the  water,  for  the  protection  of  roads  and  other 
public  works,  and  for  the  maintenance  of  the  drains 
after  construction.  The  work  will  be  carried  out 
under  the  supervision  of  the  Reclamation  Service 
and  the  reclaimed  land  will  be  disposed  of  to  the 
applicants  on  terms  to  be  fixed  by  the  Minister  of  the 
Interior.  The  entire  cost  of  the  works  will  be  borne 
by  the  applicants. 

(b)  Drainage  in  Connection  with  Road  Construction. 

When,  in  connection  with  any  proposed  road 
work,  the  Provincial  Governments  find  it  desirable 
to  drain  swamps  of  shallow  lakes,  the  Dominion 
Government  will  sell  to  the  province,  at  a  nominal 
price,  an  area  of  such  swamp  land  which  shall,  after 
reclamation,  be  sold  at  public  auction.  The  proceeds 
of  the  sale  shall  be  applied  towards  the  cost  of  the 
drainage  and  road  work,  any  surplus  being  refunded 
to  the  Dominion  Government.  All  work  of  this 
kind  will  be  carried  out  by,  or  under  the  direction  of, 
the  Provincial  Government. 

(c)  Drainage  of  Dominion  Land  in  Organized  Drainage 

Districts. 

It  has  heretofore  been  impossible  to  assess  any 
portion  of  the  cost  of  drainage  works  upon  land  owned 
by  the  Dominion  Government  and  this  has,  in  many 
cases,  made  the  cost  of  drainage  prohibitive  in  districts 


sold  at  public  auction  on  terms  and  conditions  to  be 
prescribed  by  the  Minister  of  the  Interior  and  the 
proceeds  of  the  sale  will  be  applied  towards  the  cost 
of  the  works. 


Practical  Recognition  for  the  Engineer. 

In  accordance  with  the  recommendations  made  by 
the  International  Joint  Commission  for  the  proper  con- 
servation and  control  of  the  waters  of  the  Lake  of  the 
Woods  District,  the  Dominion  Government  has,  by 
Order-in-Council,  created  a  Board  of  Control  which  will 
act  jointly  for  the  Dominion  and  Ontario  Governments. 
This  Board  will  be  known  as  the  Lake  of  the  Woods 
Control  Board,  and  consist  of  four  engineer  members,  two 
appointed  by  the  Dominion,  and  two  by  the  Province. 

The  following  extract  from  the  Order  creating  the 
Board,  approved  by  His  Excellency  the  Governor  General 
on  the  13th  of  January,  evidences  appreciation  by  the 
Government  of  the  necessity  for  employing  engineers  for 
engineering  work  who  should  be  qualified  to  be  members 
of  The  Engineering   Institute  of  Canada: — 

"  The  efficient  and  proper  conservation  and 
control  of  the  waters  of  the  Lake  of  the  Woods  in 
the  interest  of  navigation,  of  water  power  and  of 
other  interests,  can  best  be  realized  by  the  creation 
of  a  Board  of  Control  representing  and  acting  for 
the  Governments  of  the  Dominion  of  Canada  and 
the    Province    of   Ontario.    This    control    requires 


222 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


special  technical  knowledge  and  careful  study,  as  the 
unskilful   and   ignorant  manipulation  of  the  same 
might  cause  great  damage  to  important  interests  on 
both  sides  of  the    Interational    Boundary.     It    is, 
therefore,  recommended  that  a  Board,  to  be  known 
as  the  Lake  of  the  Woods  Control  Board,  be  consti- 
tuted, to  consist  of  four  qualified  civil  engineers,  two 
to  represent  the  Dominion  of  Canada,  and  two  to 
represent  the  Province  of  Ontario." 
The  representatives  of  the  Dominion  Government  on 
the  Board  will  be  W.  J.  Stewart,  M.E.I.C.,  and  J.  B. 
Challies,    M.E.I.C.     The    Provincial    Government  has 
appointed  H.  G.  Acres,  M.E.I.C,  Chief  Hydraulic  En- 
gineer of  the  Ontario  Hyro-Electric  Power  Commission, 
and  L.  V.  Rorke,  Engineer  of  the  Department  of  Lands, 
Forests  &  Mines,  Toronto. 

Power  Census 

A  census  and  directory  of  the  central  electric  power 
stations  in  Canada,  i.e.,  stations  engaged  in  the  sale  of 
electrical  energy,  just  completed,  discloses  several  out- 
standing features  of  interest  to  the  engineering  profession, 
particularly  those  connected  with  the  electrical  or  hydro- 
electrical  field. 

The  capital  invested  in  central  power  stations  totals 


Directory  is  being  distributed  by  the  Dominion  Water 
Power  Branch.  The  Directory  forms  a  comprehensive 
ready  reference  to  the  central  electric  stations  of  the 
Dominion,  containing  in  concise  form  very  complete 
information  respecting  the  stations,  including  location, 
officials,  history  of  plant,  capital,  installation,  transmission 
lines,  use  of  power,  accessibility  to  transportation  systems, 
blocks  of  power  available  for  sale  and  further  develop- 
ment contemplated. 

A  further  census  of  the  total  developed  water  power 
in  Canada  including  central  electric  stations  just  com- 
plete, discloses  the  fact  that  a  total  of  2,305,310  h.p. 
is  at  present  installed  in  hydro  plants  throughout  the 
Dominion.  This  figure  indicates  that  Canada's  utiliza- 
tion of  hydro  power  is  even  more  marked  than  has  been 
realized.  Of  the  total  power  installed,  some  450,000 
h.p.  are  utilized  in  the  pulp  and  paper  industry. 

Silhouettes  Ottawa  Meeting 

To  the  energy  and  enterprise  of  the  Ottawa  Branch 
is  due  an  acknowledgement  from  the  Institute  for  the 
silhouettes  of  members  in  attendance  at  the  Ottawa 
Meeting  and  reproduced  in  this  issue.  Lack  of 
opportunity  prevented  securing  many  others  desired. 


■^tV»wGSwAri           i 

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W  J  STEWART.^^fc 

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$356,004,168,  of  which  79.5%  is  invested  in  commercial 
stations  and  20.5%  in  municipal  or  publicly  owned 
stations.  The  primary  power  installation  in  central 
electrical  stations  totals  1,844,571  h.p.,  of  which  1,652,661 
h.p.  is  derived  from  water,  180,800  from  steam  and  11,710 
from  gas  or  oil.  The  statistics  indicate  the  outstanding 
position  which  water  power  takes  in  the  central  station 
field,  practically  90%  of  the  total  primary  power  being 
derived  from  water.  This  figure  is  indicative  of  the  extent 
and  availability  of  the  water  power  resources  of  the 
Dominion,  and  of  the  remarkable  degree  to  which  their 
adaptability  for  central  electric  station  work  has  already 
been  appreciated  in  principle  and  realized  in  practice. 
The  capital  cost  of  central  electrical  station  systems  in 
Canada  per  primary  horse  power  installed  is  $193. .  This 
cost  includes  all  actual  capital  invested  in  construction 
and  equipment  of  hydraulic  works,  power  stations,  trans- 
mission and  distribution  systems;  real  estate;  cash  on 
hand;  current  assets;  supplies  and  all  other  items. 

Of  special  interest  is  the  actual  cost  of  construction  of 
hydro-electric  power  stations  per  installed  horse  power. 
Omitting  all  real  estate,  transmission  and  distribution 
equipment,  seventy  representative  hydro-electric  stations 
throughout  the  Dominion,  with  an  aggregate  turbine 
installation  of  745,797  h.p.  and  a  total  construction  cost 
of  $50,740,458  show  an  average  cost  of  $69.11  per  installed 
turbine  horse  power. 

The  report  is  to  be  published  in  two  sections,  the 
statistical  section  being  distributed  by  the  Dominion 
Bureau  of  Statistics,  while  the  second  section  or  the 


DISCUSSION 


Economy  in  Ocean  Transportation 

In  Mr.  Robinson's  paper  under  the  above  title  as 
printed  in  the  February  number  of  The  Journal,  the  fourth 
paragraph  was  inadvertently  omitted.  This  paragraph 
is  important  as  giving  statistics  of  shipping  losses  and  is 
as  follows: — 

The  figures  recently  given  out  show  that  the  world's 
total  losses  of  merchant  tonnage  from  the  beginning  of 
the  war  to  October,  1918,  by  enemy  action  and  marine 
risk,  were  15,053,786  gross  tons.  Of  this  total  the 
British  Merchant  losses  were  9,031,828  gross  tons. 

During  the  same  period  vessels  totalling  10,849,527 
tons  were  constructed  and  enemy  tonnage  totalling 
2,392,675  was  captured,  making  a  net  loss  of  tonnage 
during  the  war  of  1,811,584  tons. 

These  figures  go  to  show  that  the  total  losses,  enormous 
as  they  are,  have  been  already  largely  made  up,  and  that 
with  the  great  building  programme  now  going  on  by  all 
nations,  the  deficiency  will  probably  be  made  up  early 
in  1919  to  the  figure  at  which  it  stood  before  the  war. 

After  reading  the  paper,  Mr.  Robinson  read  the 
following  extracts  as  a  discussion  of  the  subject: — 

Sir  Albert  Stanley,  President  of  the  British  Board 
of  Trade  in  a  speech  on  Jan.  24th  said.  There  was  more 
shipping  available  than  cargoes,  and  it  was  expected  that 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


223 


next  summer  the  world  tonnage  afloat  would  be  equal  to 
the  pre-war  tonnage".  This  statement,  Mr.  Robinson 
said,  appeared  since  the  paper  was  written  and  confirmed 
his  own  conclusions. 

The  Engineering  News-Record  in  an  editorial  urging 
caution  in  revising  the  shipbuilding  program,  and  which 
appeared  since  the  paper  was  written  said: 

"  Changes  in  ship  demand  came  upon  the  world 
suddenly  with  the  end  of  active  warfare.  A  month  ago 
the  call  was  for  ships,  ships  of  any  kind  so  long  as  they  were 
ships— wood,  steel  or  concrete ;  small  or  large ;  economical  or 
wasteful  in  coal  and  crew  expense  —  no  matter,  provided 
they  would  float  and  carry  cargo  across  the  seas.  Today 
the  demand  is  for  ships  that  can  meet  commercial  needs  and 
compete  on  even  terms  with  the  rest  of  the  world's  fleet". 

It  is  inevitable  that  shipbuilding  should  be  adjusted 
to  the  new  demands.  The  nation's  enterprise  in  building 
a  merchant  marine  sufficient  for  all  its  transportation  needs 
will  fail  if  its  ships  are  not  efficient  as  carriers  on  the 
ocean  trade  route.  We  must  build  the  best  and  most 
serviceable  vessels  which  the  naval  architect's  skill  can 
produce . 

No  one  man,  and  no  small  group  of  men,  possesses 
the  foresight  needed  for  safely  making  far-reaching 
decisions  on  future  shipping.  There  are  many  signs  to 
indicate  that,  just  as  life-long  shipbuilders  have  in 
recent  times  acquired  new  views  of  their  art  and  its 
possibilities,  so  the  men  who  carry  on  the  worlds  shipping 
are  remodeling  their  traditions  and  are  arriving  at  a  new 
knowledge  of  ships. 

It  is  not  the  cost  of  operating  a  ship  that  makes 
freight  rates;  it  is  the  cost  of  its  idleness.  So  to  reduce 
the  time  in  port  requires  much  more  than  mere  mechanical 
fitting  of  wharf  and  ship.  It  means  a  fresh  view  of  the 
whole  transportation  problem,  a  revised  design  and 
operation  —  from  the  sources  of  material  up  to  the  hold 
layout  of  the  ship  itself  —  and  an  education  of  the  men  to 
the  advantages  they  will  gain  from  the  rapid  turn-around. 
That  engineers  in  hitherto  unthought  of  numbers  are 
working  on  this  complex  problem  indicates  a  new  attitude 
of  mind,  which  can  but  result  in  a  successful  solution, 
provided  legislators  and  lay  executives  have  the  courage 
to  break  the  new  paths  that  will  be  laid  out  for  them." 

Sir  John  Aspinall,  in  his  recent  address  as  President 
of  the  Institution  of  Civil  Engineers  said: 

"  Strong  comments  have  been  made  by  some  of  the 
recent  Government  committees  upon  the  want  of  mechan- 
ical appliances  at  our  sea-ports  for  the  loading  and  un- 
loading of  ships,  and  it  cannot  be  denied  that  there  is  a 
large  field  for  the  mechanical  engineer  in  providing 
up-to-date  appliances  of  a  varying  kind  to  suit  the  trade 
of  each  port.  Some  of  the  largest  ports  are  said  to  be 
the  most  deficient  in  handling  appliances. 

It  must  however  be  remembered  that  the  problem 
of  unloading  or  loading  ships  is  by  no  means  the  easy 
matter  which  some  people  suppose,  and  the  very 
difficulties  —  not  of  a  mechanical  nature  — make  it 
the  more  necessary  to  have  quick  and  cheap  handling 
of  the  goods  so  that  every  farthing  per  ton  can  be  saved 
in  manipulation,  and  quay  space,  which  is  always  costly, 
can  be  rapidly  cleared. 

All  these  little  points  add  to  the  necessity  of 
eliminating  hand  labor,  and  doing  by  quick  acting 
machinery  that  which  is  necessary  to  hurry  the  vessel 
away  to  sea,  and  thus  increase  the  number  of  voyages 
per  annum." 


CORRESPONDENCE 


Technical  Co-operation 

Editor,  Journal:— 

Permit  me  to  lay  before  the  readers  of  The  Journal 
some  ideas  suggested  by  listening  to  the  papers,  debates, 
and  addresses  of  the  recent  annual  meeting  in  Ottawa. 
The  papers  on  Standardization  and  Aeroplanes  brought  out 
very  clearly  the  immense  advantage  of  co-operation  in 
manufactures,  as  well  as  in  the  basis  of  progress  in  indus- 
tries, viz. :  research.  Individualism  is  forever  discredited  as 
an  exclusive  method  of  doing  things, — which  is  not  to  be 
interpreted  as  the  destruction  of  individual  initiative,— 
far  from  it.  It  is  not  only  possible  to  combine  the  two 
ideas, — individual  effort  and  co-operation, — but  necessary 
in  the  interests  of  efficiency  and  progress.  This  applies 
not  only  to  industries,  but  also  to  the  organization  of 
those  who  shape,  direct,  and  advance  industries, — 
the  great  fraternity  of  engineers.  In  all  branches  of 
engineering  Canada  is  now  at  a  stage  when  we  may  hope 
to  see  technically  trained  men  coming  into  their  own. 
The  spirit  of  appreciation  and  recognition  is  abroad, 
and  it  only  needs  wise  direction  in  order  to  put  the  engin- 
eering profession  in  the  position  it  should  occupy.  To  this 
end  the  obvious  thing  to  do  is  to  secure  hearty  co-operation 
of  all  branches  of  engineering,  civil,  mechanical,  electrical, 
mining,  chemical,  &c.  How  this  is  to  be  done  is  not 
altogether  an  easy  problem.  There  are  existing  interests 
to  be  considered,  in  the  form  of  societies  which  have  their 
own  ways  of  doing  things,  and  the  constitutions  of  which 
may  have  radical  differences.  But  if  these  difficulties  are 
faced  in  a  wise,  tolerant  spirit,  they  will  disappear.  I  am 
confident  that  it  is  possible  to  combine  all  the  existing 
societies  into  one,  for  certain  purposes, — particularly 
for  two,  (1)  obtaining  protective  legislation,  and  (2) 
meetings  for  popular  educative  work.  It  was  pointed  out 
by  one  of  the  speakers  that  at  the  meetings  of  many  of 
the  existing  technical  societies  in  Canada  and  the  United 
States,  the  papers  and  addresses  are  taking  on  more  and 
more  of  the  popular  and  less  of  the  strictly  technical 
character.  They  are  thus  of  interest  to  all.  This 
tendency  was  well  shown  in  the  last  Annual  Meeting  of 
The  Engineering  Institute.  I  would  suggest  the  union  of  all 
existing  technical  societies  in  Canada  for  these  two 
purposes  noted  above.  To  such  a  union  could  be  safely 
given  the  power  of  regulating  the  practice  of  the  engin- 
eering professions.  Its  annual  meetings  would  be  large 
gatherings  for  discussion  of  the  broader  aspects  of  the 
applications  of  science  to  human  activities  and  for  the 
education  of  the  general  public.  The  original  societies, 
viz.:  The  Engineering  Institute  of  Canada,  the  Canadian 
Mining  Institute,  and  the  Society  of  Chemical  Industry, 
could  continue  to  meet  for  the  reading  of  papers  and 
discussion  of  subjects  of  a  more  restricted  interest.  This, 
it  seems  to  me,  would  give  us  the  advantages  of  both 
individualism  and  co-operation.  It  would  at  the  same 
time  create  a  strong  body  of  men  with  interests  in 
common,    and  ready  to  act  as  a  unit. 

W.  L.  Goodwin, 

Queen's  University. 


224 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Status  of  Engineers 

Editor,  Journal: — 

I  thank  you  for  your  courteous  reply  to  my  last 
letter  and  trust  that  our  Government  may  eventually 
deem  it  advisable  to  recognize  the  value  of  the  engineering 
mind  in  a  manner  similar  to  that  which  other  countries 
have  been  and  are  doing. 

I  think  that  during  the  last  four  years  it  has  been 
brought  home  to  us  that  the  status  of  Canadian  engineers 
is  not  at  all  what  it  should  be;  if  this  is  due  to  any  defect  or 
inherent  weakness,  let  us  start  to  correct  it  at  once. 

Your  excellent  article  on  this  subject  affords  food  for 
much  thought  and  in  an  endeavor  to  analyze  this  question 
it  appears  to  me  that  we  have  overlooked  or  rather  failed 
to  take  advantage  of  two  powerful  forces — the  force  of 
"  close  co-operation "  and  the  force  of  "  educational 
advertisement."  It  may  be  that  because  these  are  not 
static  forces  the  engineering  mind  refuses  to  acknowledge 
that  which  cannot  be  accurately  measured.  Be  this  as  it 
may,  the  fact  remains  that  these  forces  have  proven  to  be 
of  the  greatest  service  to  mankind  if  intelligently  applied. 

No  doubt  the  conditions  under  which  we  engineers 
serve  our  apprenticeship  have  a  lot  to  do  with  this  ques- 
tion— camp  life  in  isolated  places  is  not  conducive  to  that 
interchange  of  courtesies  and  ideas  which  are  necessary 
in  order  to  truly  appreciate  the  finer  qualities  and  greatness 
of  our  fellow  members.  We  are  inclined  to  experience  a 
feeling  of  wishing  to  try  each  other  out  before  extending 
that  trust  and  welcome  which  should  be  a  natural  sequence 
of  belonging  to  the  same  society  and,  I  regret  to  say  it, 
we  are  sometimes  inclined  to  criticize  each  other's  works 
to  outsiders  without  knowing  all  the  details;  the  immediate 
work  which  we  may  be  engaged  upon  becomes  an  obsession 
to  the  exclusion  of  everything  else, — even  the  remunera- 
tion becomes  a  secondary  consideration;  also  we  are  apt 
to  view  outsiders  and  their  ideas  with  a  kind  of  tolerant 
disapproval,  sort  of  "  poor  fellows  they  can't  understand  " 
attitude.  Of  course,  very  fine  and  high  ideals  are  bred 
uuder  just  such  conditions.  The  work  must  remain  the 
principal  object,  therefore  it  devolves  upon  us  as  a  body, 
rather  than  individually,  to  obtain  easier  working  conditions 
so  that  it  will  be  practicable  for  every  member  to  attend  the 
annual  meetings.  Until  such  time,  and  as  a  step  towards  this 
condition,  would  it  not  be  good  policy  for  The  Institute 
to  take  energetic  steps  to  stimulate  all  members  to  write 
more  frequently,  not  only  on  matters  pertaining  strictly 
to  engineering,  but  giving  their  views  on  general  questions: 
Government,  economics,  labor,  art,  etc.  The  question  of 
an  absolute  close  corporation  of  our  profession,  akin  to 
that  of  the  legal  and  medical  professions,  might  well  be 
re-discussed. 

The  second  great  force,  that  of  educational  adver- 
tisement, is  one  which  might  be  given  more  attention  by 
The  Institute.  The  public,  as  a  general  rule,  seem  to  have 
a  very  vague  impression  of  what  even  the  word  "  engineer  " 
really  means,  and  of  what  his  work  consists.  Many  of 
them  are  inclined  to  confuse  him  with  an  engine-driver  or 
surveyor. 

There  is  an  enormous  amount  of  secondary  engineering 
work  being  undertaken,  especially  in  the  Western  Pro- 
vinces, by  small  private  companies  or  individuals  and 
entrusted   to   the   care   of  a   foreman   or   ferry-builder; 


good  men  perhaps,  but  not  understanding  the  first 
principles  of  economical  design,  lay-out  and  operation 
or  the  relations  they  bear  to  one  another.  It  may  sound 
extravagant,  but  my  observation  leads  me  to  believe  that 
nearly  as  much  money  is  expended  in  this  way  as  under 
skilled  supervision.  Think  that  it  would  mean  not  only 
to  the  profession  but  to  national  economy  if  these  people 
would  learn  to  look  naturally  to  technical  assistance  for 
even  their  smallest  problems.  The  fee  is  a  very  cold  hard 
fact,  whereas  the  economic  loss  goes  unperceived.  There 
is  the  rub — we  cannot  compel  these  people  to  utilize  our 
services,  but  by  a  judicious  educational  campaign  we  may 
induce  them  to. 

Today  educational  advertising  might  almost  be  called 
a  distinct  profession,  and  just  as  we  engineers  expect  to 
be  employed  on  constructional  work,  so,  I  think,  we  might 
do  worse  than  engage  one  of  this  profession  to  take  up 
our  case  and  advise  us,  as  a  body,  as  to  the  best  methods 
to  pursue  in  such  a  campaign.  As  a  suggestion,  however, 
I  believe  the  technical  papers  are  valueless  as  far  as  the 
general  public  is  concerned,  and  the  G.  P.  is,  after  all, 
who  we  wish  to  convince. 

The  daily  papers  are  naturally  the  most  widely  read 
medium  and  it  should  not  be  unduly  difficult  to  induce 
them  to  publish  interesting  articles  pertaining  to  en- 
gineering, in  say  the  Sunday  supplements.  These  articles 
would,  however,  have  to  be  free  from  technical  detail 
and  written  in  simple  enough  terms  to  be  readily  compre- 
hended by  the  lay  mind. 

An  article  showing  how  the  engineer  figures  the 
economic  cost  of  a  structure  and  how  very  often  the  con- 
struction cost  has  the  least  bearing  upon  the  cost  of  the 
finished  product,  would  be  interesting  and  instructive, 
as  would  also  the  facts  of  the  saving  upon  the  Winnipeg 
aqueduct  due  to  comparative  designs  and  estimates,  and 
so  on. 

Might  it  not  be  a  good  plan  for  a  start  to  address  a 
circular  letter  to  each  member  of  The  Institute,  asking 
their  opinions  on  these  matters  and  urging  an  immediate 
reply  ?  Jar  them  out  of  the  rut  a  little  and  get  them  into 
the  habit  of  corresponding  more  freely  with  headquarters; 
let  them  tell  their  troubles  and  give  them  advice  and 
assistance.  The  individual  letter  might  have  this  effect 
where  an  appeal  through  The  Journal  would  prove  fruit- 
less. 

Yours  very  truly, 

C.  G.  Moon. 


The  Diving  Bell 

Moncton,  N.B.,  January  29,  1919. 
The  Editor, 

The  Journal  of  The  Engineering  Institute  of  Canada, 
Montreal,  P.Q. 

Referring  to  letter  from  Mr.  Taylor,  under  date  of 
Jany.  11th  with  further  reference  to  the  mobile  caissons 
used  on  the  harbor  works  at  Halifax  and  Hamilton,  the 
writer  would  submit  the  following  for  the  sake  of  a  higher 
degree  of  clearness  in  connection  with  the  issues  originally 
raised. 

The  matter  at  issue  in  this  discussion  is  resolvable 
to  the  following:  - 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


225 


Mr.  Taylor,  in  his  first  letter,  stated  that  the  principle 
and  system  of  the  Halifax  Caisson  had  been  anticipated 
by  a  device  invented  and  put  into  operation  by  him  three 
years  previous  to  the  design  of  the  Halifax  apparatus  and 
that  the  Halifax  Caisson  was  virtually  merely  an  infringe- 
ment of  his  patents. 

In  my  former  letter  I  stated  the  case  so  far  as  the 
relative  dates  are  concerned  and  the  letter  from  Major 
James  MacGregor  under  date  of  Dec.  3rd,  1918,  already 
published  in  The  Journal  adds  further  corroboration  and 
detail  in  this  connection. 

Are  the  principles  and  systems  of  the  two  devices 
the  same? 

The  Halifax  Caisson  in  actual  work  was  the  same  as 
an  ordinary  bridge  caisson,  as  Mr.  Taylor  has  observed. 
In  order  to  move  this  caisson  from  place  to  place  in  the 
harbor,  it  was  necessary  to  float  it  at  a  comparatively 
shallow  draft. 

The  buoyancy  chamber  was  added  for  this  purpose 
and  not  to  give  weight  or  ballast  to  the  caisson;  the 
caisson  would  have  been  heavier  in  its  working  load  if 
the  buoyancy  chamber  had  not  been  there. 

The  function  of  the  ballast  chamber  on  the  other 
hand  was  to  handle  the  water  ballast  and  to  control  the 
caisson  in  the  submerged  condition. 

These  chambers  were  not  convertible  or  inter- 
changeable in  their  functions  as  Mr.  Taylor  tries  to 
intimate,  e.g.  in  actual  operation  the  caisson  could  not  be 
sunk  by  admitting  ballast  into  the  buoyancy  chamber. 

As  stated  in  my  last  letter,  the  Halifax  caisson,  for 
work  on  the  harbor  bottom,  had  to  be  submerged  or  sunk 
completely  below  the  surface  of  the  water,  except  the  air 
locks;  this  necessitated  the  controlling  device  which  the 
writer  called  the  "  ballast  chamber." 

The  Hamilton  caisson,  which  "  actually  floated  at  all 
times  "  was  designed  so  that  its  depth  of  flotation  could  be  ■ 
varied  for  a  few  feet  by  the  regulation  of  water  ballast. 
But  it  was  not  possible    to  submerge  the  device,  i.e.  to 
sink  it  with  its. deck  or  roof  below  the  water  surface. 

If  this  requirement  had  entered  into  its  design  or 
operation  a  new  type  of  problem  would  have  presented 
itself,  viz.  the  disposition  of  the  water  ballast  to  give 
stability  and  a  means  of  controlling  the  rate  of  sinking 
after  the  deck  was  submerged. 

It  would  not  be  sufficient,  as  Mr.  Taylor  states,  to 
merely  prolong  the  air  shafts  so  that  the  lock  would 
remain  above  the  water  surface. 

Again,  in  the  Hamilton  device,  the  buoyancy  cham- 
bers were  actually  used  as  ballast  chambers  by  elevating 
the  water  level  in  them  above  the  outside  water  surface. 
Hence  Mr.  Taylor  rightly  calls  them  convertible  ballast 
and  buoyancy  chambers. 

This  principle  did  not  enter  into  the  design  or  opera- 
tion of  the  Halifax  machine. 

In  other  words,  the  Hamilton  device  was  designed  to 
work  while  afloat  with  its  deck  above  the  water  surface. 
The  depth  of  its  draft  and  working  plane  was  varied  by 
admitting  water  into  compartments  or  forcing  it  out  as 
required  and  weight  to  resist  the  air  pressure  in  the  working 
chamber  was  provided  partly  by  actual  water  ballast, 
i.e.,  water  in  compartments  above  the  outside  water  level. 


The  Halifax  caisson  was  designed  for  work  under  its 
own  weight  as  an  ordinary  caisson  on  the  foundation 
bottom.  While  at  work,  water  ballast,  in  the  sense  that 
Mr.  Taylor  used  it,  played  no  part.  The  machine  was 
simply  under  water  or  submerged  except  the  working 
chamber  and  air  shafts. 

To  make  the  caisson  mobile,  it  was  necessary  to 
provide  for  its  flotation,  submerging  and  raising.  This 
was  done  by  the  adoption  of  a  special  arrangement  of 
compartments  or  chambers  for  the  handling  of  water 
ballast  in  a  special  way,  i.e.  the  flotation,  submerging  and 
raising  of  the  caisson  had  to  be  taken  care  of  by  distinctly 
separate  compartments  and  processes. 

The  character  of  the  work  to  be  done  and  the  con- 
ditions under  which  the  plants  were  to  operate,  being 
quite  different,  so  also  the  problems  of  design  for  the  two 
devices  were  inherently  different  and  so  logically  enough 
the  two  types  of  plants  were  developed. 

Yet  Mr.  Taylor  asserts  that  the  "  principle  and  sys- 
tem "  of  the  two  devices  were  the  same  and  that  only 
slight  structural  modifications  were  required  in  order  to 
transform  the  Hamilton  device  into  a  caisson  for  use  at 
depths  up  to  55  ft.  below  the  water  level.  The  inference 
from  this  statement  is  that  by  using  the  same  system  of 
handling  water  ballast  his  machine  could  have  been 
increased  in  depth  so  that  work  could  be  done  at  this 
level  with  the  plant  still  floating  and  the  difficulties  of 
tidal  variation  taken  care  of.  This  is  possible,  but  the 
resulting  machine  would  have  been  very  different  from  the 
Halifax  caisson  in  construction  and  operation. 

It  is  difficult  to  follow  Mr.  Taylor's  argument  that, 
on  account  of  differences  in  shape  of  plant  and  details 
of  operation,  the  principle  of  water  ballast  regulation  as 
applied  to  sliding  gates  for  dry  dock  and  similar  equipment 
is  not  essentially  the  same  as  that  used  for  the  regulation 
of  draft  in  his  floating  caisson.  At  the  same  time  he 
would  brush  aside  as  non-essential  the  fundamental 
differences  in  application  and  detail  of  the  systems  of 
control  by  water  ballast  in  the  cases  of  the'  two  devices 
under  consideration. 

Re  scows  carrying  construction  plant  in  tidal  waters, 
for  Mr.  Taylor's  information  I  would  cite  the  case  of  the 
scow  used  on  the  outer  end  of  the  dumping  bridge  em- 
ployed in  the  construction  of  the  breakwater  at  the 
Halifax  Ocean  Terminals  by  the  Cook  Construction  Co., 
and  Wheaton.  This  breakwater  was  built  by  side 
dumping  from  a  track  carried  by  a  steel  span  from  the 
construction  end  of  the  fill  to  the  scow.  The  scow,  which 
was  a  large  one,  provided  tail  track  for  the  construction 
train.  The  tide  variation  here  was  from  5  ft.  to  7  ft., 
and  the  track  on  the  span  was  kept  approximately  level 
by  the  operation  of  the  system  referred  to.  This  work 
was  begun  in  1913. 

Mr.  Taylor,  in  the  second  paragraph  of  his  letter 
states  that  my  intimation  that  the  means  he  used  for  the 
"  regulation  of  draft  "  in  his  device  were  not  novel,  is 
incorrect.  Then,  in  the  third  paragraph  he  states,  Mr. 
Macdonald  asserts  that  "  any  change  in  draft  was  im- 
possible." 

It  is  evident  that  Mr.  Taylor  was  writing  very 
hurriedly  here.  My  letter  was  explicit  in  this  connection 
as  I  referred  to  "  regulating  or  changing  the  depth  of 
flotation." 


226 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


As  to  the  first  statement,  it  would  be  interesting  to 
know  wherein  Mr.  Taylor  claims  novelty  for  this  method 
of  changing  draft  and  wherein  it  differs  fundamentally 
from  the  method  used  in  the  case  of  a  sliding  gate  for  a 
dock  or  the  scow  cited  above. 

Mr.  Taylor  expresses  doubt  as  to  the  basis  for  the 
writer's  statement  that  the  problem  of  flotational  stability 
while  in  the  submerged  condition  was  absent  in  the  case  of 
his  (Mr.  Taylor's)  design.  Inasmuch  as  Mr.  Taylor's 
device  was  designed  to  float  at  all  times  and  could  not  be 
submerged,  i.e.  sunk  until  the  deck  was  under  the  water, 
this  condition  of  its  stability  after  submergence  would 
scarcely  require  extensive  calculations. 

Again,  Mr.  Taylor  states  "  Mr.  Macdonald  says  the 
use  of  water  ballast  was  not  an  essential  principle  of  the 
device  used  here."  This  is  a  misquotation.  My  state- 
ment was  "  the  use  of  water  ballast  was  not  an  essential 
principle  of  the  plant  so  far  as  its  use  as  a  floating  caisson 
was  concerned."  In  ordinary  conditions  a  heavier  scow, 
or  the  use  of  movable  kentledge  would  have  answered  the 
purpose  of  water  ballast.  In  this  particular  case,  the 
circumstance  that  the  device  required  an  extremely 
shallow  draft  in  order  to  get  into  position  made  the  use  of 
water  ballast  advantageous,  but  Mr.  Taylor  will  scarcely 
argue  that  this  circumstance  was  a  matter  of  fundamental 
principle  for  apparatus  of  this  type.  As  a  matter  of 
fact,  it  would  be  necessary  for  Mr.  Taylor  to 
use  iron  weights  or  similar  ballast  in  order  to  work  his 
machine  at  a  depth  of  7  ft.  (see  his  original  article  in  the 
"  Engineering  News  "  of  April  23,  1914). 

However,  Mr.  Taylor  asserts  that  the  use  of  water 
ballast  was  a  prime  necessity  when  in  operation  but  goes  on 
to  say  that  the  writer  was  in  error  in  stating  that  the  use 
of  water  ballast  was  necessary  to  regulate  the  draft  of 
machine  so  that  it  would  pass  over  the  piling  and  he 
divulges  the  secret  that  it  was  the  absence  of  water  ballast 
which  permitted  this  regulation — and  this  after  Mr. 
Taylor  in  several  paragraphs  of  his  letter  would  fain 
accuse  the  writer  of  juggling  with  terms! 

In  conclusion,  it  appears  to  the  writer  that  between 
the  Halifax  and  Hamilton  caissons,  plants  of  related 
types  but  independently  evolved  to  suit  their  respective 
requirements,  there  is  no  real  quarrel. 

Mr.  Taylor's  criticism  of  the  writer's  paper  and  former 
letter  has  grown  largely  out  of  a  misunderstanding  or  con- 
fusion of  terms.  Perhaps  the  lack  of  definite  technical 
terminology  for  work  of  this  class  is  somewhat  to  blame. 

Re  Mr.  Taylor's  claims  for  the  invention  of  the 
Halifax  caisson,  or  diving  bell,  by  virtue  of  his  design  of 
the  apparatus  used  at  Hamilton,  it  has  been  the  writer's 
object  in  this  discussion  to  set  out  as  clearly  as  possible 
the  fundamental  characteristics  of  the  two  plants.  It  is 
for  the  profession  to  pass  judgment. 

Yours  very  truly, 

J.  J.  Macdonald. 
Moncton,  N.B.,  Jan.  29,  1919. 

Salaries  of  Engineers 

Editor,  Journal: 

The  question  of  salaries  paid  to  engineers  has  fre- 
quently come  up  of  late  years.  Glaring  examples  of 
downright  injustice  have  come  to  light,  such  as  a  university 
graduate  trying  to  support  a  wife  at  a  salary  of  $1200  per 
annum  by  doing  technical  work  whilst  the  pipe  fitters, 
riveters,  etc.,  were  making  $1800  at  skilled  labor. 


A  medical  graduate  of  1912  said  that  his  practice  for 
1917  netted  him  $10,000.  This  to  an  engineer,  who  works 
much  longer  hours,  and  more  exacting  work,  would  be  the 
wealth  of  the  Indies.  The  latest  item  copied  from  a 
Civil  Service  paper  is  as  follows: — 

Civil  Service  Positions  open  till  February  7th,  1919. 

1.  Reporter  for  the  House  of  Commons- 
salary  $2200. 

2.  Fruit  Inspector— salary  $2000. 

3.  Hydrometric  Engineer — Salary  $1500. 

4.  Legal  Clerk— salary  $1500. 

5.  Store    keeper    at    Banff,    Alta. — salary 
$1200. 

C  est  a  nre. 
And  how  about  the  Army  ? 

A  graduate  engineer  in  1914  was  appointed  to  a 
commission  as  a  lieutenant — ($2.60  a  day).  Each  time 
he  missed  promotion  through  wounds,  etc.  (Engineers, 
by  the  way  get  promotion  through  casualties) .  A  medical 
graduate  at  the  same  time  was  called  a  lieutenant  but 
received  captain's  pay  ($3.75,  now  $4.75)  and  in  one 
year  automatically  becomes  a  Captain.  This  is  the 
official  recognition  of  the  engineer  by  the  State. 

The  solution  is  plain — Union  and  Protection — we, 
ourselves  are  to  blame  for  this.  How  many  who  were 
rodmen  last  year  call  themselves  "  engineers  "  this  year? 
The  first  step  must  be  "  legal  protection." 

I  would  be  pleased  if  you  could  find  space  for  this  in 
your  Journal.  «  sAPPER  » 


Dear  Sir: 


Legislation 


In  connection  with  proposed  legislation  conference  at 
Ottawa  it  appears  to  be  doubtful  whether  our  Province 
will  be  represented  by  a  delegate  and  I  take  this  means  of 
placing  my  views  on  the  subject  before  the  members  in 
attendance. 

To  begin  with  I  am  absolutely  opposed  to  any  "  closed 
shop  "  legislation,  such  as  prepared  by  the  Saskatchewan 
Branch,  and  thoroughly  endorse  every  word  of  G.  B. 
McColl's  letter  regarding  same,  in  January  issue  of  our 
Journal;  such  legislation  embraces  the  worst  features  of 
Trades  Unionism  and  stands  for  a  vicious  principle,  which 
is  bound  to  re-act  on  the  dignity  and  standing  of  our 
profession  in  Canada.  That  members  of  a  Dominion 
wide  Institute  should  be  required  to  place  themselves  in 
the  hands  of  local  tribunals,  before  being  allowed  to  prac- 
tice anywhere  outside  their  own  particular  place  of 
residence  or  Province,  is  such  an  utterly  parochial  and 
unprofessional  method  of  improving  the  status  of  the 
engineer,  as  to  be  classed  retrograde  in  conception— 
The  argument  so  often  advanced  "  that  the  surveyors 
have  such  legislation,"  is  not  a  very  well  chosen  one  when 
you  find  the  competent  and  incompetent  equally  pro- 
tected by  law,  whilst  the  engineer  must  rely  upon  his  work 
and  results  for  protection. 

The  spirit  of  the  present  age  is  decidedly  against 
special  privilege  for  any  class  of  men  and  there  is  no  need 
for  us  to  build  a  high  brick  wall  around  ourselves,  but  we 
must  have  official  recognition  by  the  authorities  as  to 
what  constitutes  a  qualified  engineer  and  this,  of  course, 
involves  registration,  which  will  protect  the  public  much 
more  effectually  than  closed  corporation  methods.  If  an 
engineer  cannot  stand  on  his  own  feet  in  competition  with 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


227 


brother  members  of  the  profession,  we  certainly  have  no 
right  to  bolster  him  up  by  Act  of  Parliament  and  drag  our 
profession  downhill  by  so  doing. 

The  British  Institute  owes  its  great  influence  and 
standing  throughout  the  world,  not  to  legislation,  but  to 
having  achieved  recognition  through  the  high  standard 
set  to  its  members;  this  can  be  also  achieved  by  our 
Institute,  but  it  will  be  necessary  to  take  action  with 
Federal  and  Provincial  Governments  on  the  basis  outlined 
in  Mr.  McColl's  letter,  which  contains  a  most  excellent 
presentation  of  our  case. 

Yours  faithfully, 

R.  W.  Macintyre. 

P.S. — My  views  as  given  above  are  shared  by  many 
of  our  most  prominent  members  in  B.C. 

Overseas  Correspondence 

Following  are  some  of  the  many  replies  received  from 
our  overseas  members  acknowledging  the  cigarettes  and 
Xmas  Greetings  sent  them: — 

Smokes  received.    Many  thanks  for  kind  message. 

Lt.-Col.  Walter  H.  Moodie,  D.S.O.,  A.M.E.I.C, 
9th  Canadian  Railway  Troops, 
1st  Canadian  Pioneers, 

France. 

*  *     * 

Many  thanks  for  the  cigarettes  which  reached  me 
while  in  hospital  in  London.  Am  expecting  to  be  home 
soon. 

Lieut.  F.  Theo.  Gnaedinger,  M.M.,  Jr.,  E.I.C., 
1st  Battalion, 

Can.  Railway  Troops, 
C.  E.  F., 

France. 

*  *    * 

Cigarettes  and  good  wishes  received  with  many 
thanks,  and  latter  heartily  reciprocated.  I  hope  to  be 
back  about  April,  and  will  indeed  be  glad  to  greet  you  all 
once  more. 

Lt.-Col.  H.  J.  Lamb,  D.S.O.,  M.E.I.C., 
The  Bath  Club, 

Dover  Street, 

London,  England. 

Please  convey  to  The  Institute  my  grateful  thanks  for 
the  very  handsome  parcel  of  cigarettes  received  today. 
I  am  proud  to  be  the  recipient  of  your  greetings,  and  wish 
The  Institute  all  vigour  and  prosperity  in  the  coming  year. 

Major  A.  M.  Jackson,  A.M.E.I.C, 
7th  Battalion, 
Can.  Railway  Tps., 

France. 

*  *    * 

Many  thanks  for  your  splendid  parcel  of  cigarettes, 
which  reached  me  in  good  condition  and  was  much 
appreciated. 

Major  E.  Duncan,  Jr.,  E.I.C., 
Canadian  Overseas  Ry.  Constr.  Corps, 

B.E.F., 

France. 


Please  accept  my  very  best  thanks  for  the  cigarettes 
so  kindly  sent  me  by  The  Institute,  and  which  I  very 
greatly  appreciate.  Through  you  may  I  extend  New 
Year's  Greetings  to  all  the  members. 

Col.  T.  V.  Anderson, 
D.S.O.,  Order  of  St.  Anne,  A.M.E.I.C, 
Seaford,  Sussex, 

England. 

*  *     * 

The  writer  has  much  pleasure  in  acknowledging 
receipt  of  "  smokes  "  together  with  the  seasons  greetings 
from  The  Institute,  and  wishes  you  all  the  compliments 
of  the  season. 

Major  A.  R.  Ketterson,  A.M.E.I.C, 
1st  Battalion, 
Canadian  Railway  Troops, 
B.E.F., 

France. 

#  *     * 

I  beg  to  acknowledge  receipt  of  cigarettes  which  fol- 
lowed me  since  my  return  from  overseas.  I  wish  to  convey 
The  Society  my  sincere  thanks  for  the  kindness  shown  me, 
during  the  time  I  was  on  active  service. 

Pte.  F.  G.  Earle,  S.E.I.C, 
P.P.C.L.I., 
'  458-l"4th  Street, 

Brandon,  Man. 

I  wish  to  thank  you  very  kindly  for  your  good  wishes 
and  cigarettes  which  you  sent  me  for  Xmas.  It  was  very 
kind  of  The  Institute  to  remember  us  and  we  all  appreciate 
the  interest  you  take  in  us. 

We  expect  to  leave  France  before  the  end  of  January, 
and  should  be  in  Canada  by  the  end  of  February  or  the 
first  of  March. 

Thanking  you  again  for  your  remembrance  and  good 
wishes. 

Yours  very  sincerely, 
Major  D.  A.  Graham,  A.M.E.I.C, 
2nd  Canadian  Rly.  Troops, 

France. 

♦  #    # 

Please  accept  my  thanks  for  the  cigarettes  which 
came  at  a  time  when  there  was  a  shortage  and  so  were 
doubly  welcome. 

F.  E.  Leach,  Lieut.-Col.,  M.E.I.C, 

Canadian  Corps  Headquarters. 


Many  thanks  for  the  cigarettes  which  arrived  today, 
the  sentiments  expressed  on  the  enclosed  card  are  very 
kind  indeed. 

The  war  is  over  and  we  hope  soon  to  be  home  again. 
At  present  we  are  not  unhappy  being  located  at  Lille 
which  is  a  very  prosperous  city  of  a  quarter  million  popula- 
tion. The  people  are  very  kind  to  us  and  are  pleased  to 
regard  the  British  as  their  deliverers  from  four  years 
oppression.  Our  later  advances  became  more  like  a 
parade  than  the  following  up  of  an  enemy.  Fortunately 
by  that  time  the  Boche  had  little  fight  left  in  him  else  the 
civilian  demonstrations  might  have  been  to  our  disad- 
vantage for  they  certainly  caused  us  some  delay.    Our 


228 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


final  real  attack  on  this  front  was  the  crossing  of  the  River 
Scheldt  on  November  9th.  The  armistice  coming  into 
force  on  the  11th  put  a  stop  to  a  most  successful  operation. 

Demobilization  is  going  on  slowly  but  surely  so  in  the 
course  of  a  few  months  I  will  be  back  in  Toronto — it 
really  seems  too  good  to  be  true.  The  finding  of  satis- 
factory civil  employment  for  all  the  soldiers  will  be  a  great 
problem.  I  feel  confident  that  the  Canadians  will  deal 
with  this  problem  in  the  same  marvellous  manner  and 
with  the  same  ability  that  was  displayed  in  munitions 
and  war  bonds. 

Again  thanking  The  Institute  for  its  kindness,  I  will 
close. 

Capt.  E.  V.  Deverall,  M.C.,  S.E.I.C, 
62nd  Field  Coy.,  R.E., 

B.E.F.,  France. 

January  8th,  1919. 

*  *     * 

I  beg  to  thank  you  very  much  for  a  parcel  containing 
cigarettes  sent  by  The  Institute. 

Yours  very  truly, 
Edward  W.  Francis,  Lieut.,  S.E.I.C. 
Somerville  Hospital, 

Oxford,  23-1-19 

*  *     * 

I  have  to  thank  your  Institute  of  Canada  for  the  most 
welcome  Christmas  present  of  cigarettes  sent  me  which 
arrived  safely. 

Wishing  you  and  my  fellow  members  all  best  wishes 
for  1919,  I  remain. 

Yours  very  truly, 
50  Pall  Mall,  A.  C.  J.  deLotbiniere,  M.E.I.C, 

London,  Eng.  Major-General. 

22-1-19 

Your  little  Christmas  gift  was  appreciated  more  than 
I  can  say,  not  so  much  for  the  sake  of  the  cigarettes  as  for 
the  warm,  friendly  spirit  in  which  they  were  given. 

We  are  all  very  tired  of  the  army  now  and  are  looking 
forward  eagerly  to  the  time  when  we  shall  regain  our 
liberty.  At  present  we  are  doing  nothing  and  many  of  us 
object  to  the  needless  waste  of  valuable  time,  but  I  sup- 
pose we  must  be  patient.  However,  anything  which  our 
Institute  can  do  to  hasten  the  return  of  the  boys  will  be 
warmly  appreciated  by  those  here.  It  seems  to  me 
Canada  has  done  her  share  and  done  it  well  and  that  she 
can  do  nothing  more  out  here.  A  new  army  for  garrison 
duty  should  be  enlisted  by  a  volunteer  system. 

I  am  looking  forward  to  taking  up  hydraulic  en- 
gineering or  any  other  line  of  civil  engineering  endeavours. 
Should  you  locate  a  good  job  not  too  far  away  from  Mont- 
real for  a  young  McGill  graduate,  please  save  it  for  me. 

Wishing  you  all  a  very  happy  New  Year,  I  am, 
Most  sincerely  yours, 

W.  McG.  Gardner,  S.E.I.C, 
January  7th,  1919. 


I  beg  to  thank  the  Council  and  members  of  The 
Engineering  Institute  of  Canada  for  their  very  kind  Christ- 
mas gift  of  cigarettes  which  duly  arrived  quite  safely  and 
which  I  very  much  appreciated.    The  thought  that  our 


old  friends  in  Canada  still  continue  to  remember  us  is 
very  gratifying  and  I  hope  before  another  Christmas 
comes  around  I  shall  have  the  pleasure  of  being  with  you 
all  again.  Life  out  here  just  now  is  getting  very  mono- 
tonous and  we  are  all  greatly  looking  forward  to  the  day  of 
demobilization  when  we  can  once  more  settle  down  to  our 
old  occupations. 

Again  thanking  you  all  for  your  kind  remembrance 
and  good  wishes  and  wishing  all  the  members  of  The 
Engineering  Institute  of  Canada  all  happiness  and  pros- 
perity during  the  coming  year,  I  remain, 
Yours  sincerely, 

P.  R.  Warren,  M.E.I.C,  Major  R.  E., 
3  P.C,  H.Q.,  France, 

8-1-19 

*     *    * 

Yesterday  I  received  a  packet  of  cigarettes  being  your 
gift  to  me  as  a  member  of  The  Institute  overseas.  It  was 
with  a  feeling  of  surprise  and  gratefulness  that  it  was 
received.  I  can  only  thank  you  sincerely  for  the  gift, 
especially  so  coming  at  a  time  when  those  luxuries,  almost 
necessities,  are  hard  to  obtain. 

This  battalion — 7th  CE. — expects  to  be  in  Canada 
about  March  when  I  hope  to  renew  old  friendships  with 
The  Institute  at  least  with  its  branch  in  Vancouver.  I 
might  say  that  my  address  remains  the  same,  P.  O.  Box 
40,  New  Westminster,  B.C. 

Trusting  The  Institute  will  have  a  prosperous  year. 
Yours  sincerely, 

Ken.  W.  Morton,  J.E.I.C,  Lieut., 
Belgium,  18th  January,  1919. 

Bordon,  Hants,  Jan.  19th,  1919. 
On  behalf  of  The  Institute  please  accept  my  hearty 
thanks  for  the  parcel  of  smokes  which  caught  up  to  me 
today.  I  started  on  the  homeward  journey  on  December 
22nd,  but  it  is  a  short  road  that  has  no  halts  in  it.  How- 
ever, I  hope  to  start  on  the  last  lap  soon. 

Cigarettes  are  hard  to  get  here,  so  the  ones  sent  are 
very  acceptable,  and  the  kind  thoughts  expressed  on  the 
card  much  appreciated. 

Yours  very  sincerely, 

Major  S.  C  Wilcox,  A.M.E.LC, 
12th  Battalion, 
Canadian  Railway  Troops. 

Dear  Mr.  Keith: 

Many  thanks  for  your  kindly  letter  of  congratulations 
and  good  wishes  which  I  greatly  appreciate. 

The  C  B.  came  to  me  as  a  surprise  but  it  was  a 
pleasure  to  think  that  the  little  I  had  been  able  to  do 
during  the  last  year,  whilst  attached  to  the  Imperial 
Army  as  a  chief  engineer,  had  been  considered  by  them 
worthy  of  an  award. 

Please  accept  my  thanks  also  for  the  cigarettes  and 
tobacco  you  were  so  kind  to  send  me.  Most  acceptable 
they  were. 

With  all  good  wishes  to  yourself  and  our  good  friends 
the  members  of  The  Institute,  believe  me. 
Yours  sincerely, 
Chas.  J.  Armstrong,  C.B.,  C.M.G.,  M.E.I.C, 

Brig.-Gen. 


JOURNAL     OF     THE     ENGINEERING     I  N  S  T  I  TtU  T  ETOT  fC  A  N  A«D  A 


229 


Sir: 

Please  accept  my  best  appreciation  of  the  kind  gift  of 
"  Smokes  "  received  from  your  Institute. 

They  arrived  at  a  time  when  all  smokes  here  were  at 
a  premium  so  I  can  assure  you  they  were  doubly  welcome. 

Might  I  extend  to  the  members  of  The  Institute  my 
best  wishes  for  the  ensuing  year. 

Yours  most  sincerely, 

W.  A.  Adam,  M.C.,  M.E.I.C., 

Capt.,  6th  Bn.  C.E. 

*  *     * 

I  beg  to  acknowledge  with  thanks,  the  receipt  of 
cigarettes  forwarded  to  me. 

Geo.  F.  Alberga, 
No.  2  Can.  Construction  Co., 
24th  Jan.,  1919.  Rly.  Camp,  North  Wales. 

Many  thanks  for  your  kind  gift  which  reached  me 
to-day,  it  having  gone  to  France  and  then  back  here. 

I    am   in   the   Second   Western   General    Hospital, 
Manchester,  England,  and  was  wounded  on  October  16th, 
in  the  leg,  near  the  ankle,  when  constructing  a  bridge  on 
the  broad  gauge  railway,  five  miles  East  of  Cambrai. 
Yours  very  truly,     . 

J.  B.  Wilkinson, 

Can.  Rly.  Troops. 

*  *     * 

Received  with  many  thanks. 

G.  R.  Turner,  J.E.I.C, 
Major, 
C.E. 

*  *         * 

Many  thanks  for  the  cigarettes  and  good  wishes. 
Your  hopes  have  been  fulfilled  and  it  is  all  over  now.  I 
hope  we  shall  soon  be  back  in  Canada  and  that  I  shall  have 
the  pleasure  of  meeting  you. 

Sincerely, 

G.  H.  Kohl,  J.E.I.C. 

*  *         * 

Thanks  very  much  for  200  Players.  Hope  to  be 
back  in  Montreal  by  early  summer. 

A.  C.  Oxley,  A.M.E.I.C, 

Lt.,  Can.  Eng. 

*  *     * 

I  wish  to  convey  my  sincerest  thanks  to  you  for  your 
splendid  gift  and  good  wishes. 

J.  E.  Pringle,  S.M.E.I.C, 
No.  10  Field  Company, 
2nd  Q.V.O.  Sappers  and  Miners, 
B.E.F. 

The  cigarettes  were  much  appreciated  coming  at  a 
time  when  there  was  a  very  great  shortage  of  supplies. 
Many  thanks  for  same. 

J.  C.  Craig,  A.M.E.I.C, 

Major,  C.R.T. 

*  *     * 

With  many  thanks  receipt  is  acknowledged  and  we 
are  glad  to  think  that  we  may  be  returning  soon. 

T  .E.  Price,  A.M.E.I.C, 
Lieut., 
5th  Can.  Rly.  Troops. 


REPORT  OF  COUNCIL  MEETING 


The  regular  monthly  meeting  of  the  Council  was 
held  at  the  rooms  of  The  Institute,  176  Mansfield  Street, 
on  Friday,  February  21st,  at  3.30  p.m. 

Present:  Lieut. -Col.  R.  W.  Leonard,  President, 
in  the  chair;  H.  E.  T.  Haultain,  H.  H.  Vaughan,  John 
Murphy,  Ernest  Brown,  Julian  C  Smith,  Arthur  Surveyer, 
J.  E.  Gibault,  W.  A.  McLean,  R.  A.  Ross,  Walter  J. 
Francis,  A.  R.  Decary  and  G.  Gordon  Gale. 

Committees:  After  the  reading  of  the  minutes  of 
last  meeting  the  following  committees  were  constituted  :— 

Executive  Committee  of  tin  Council:  Lieut. -Col.  R.  W. 
Leonard,  Chairman;  Walter  J.  Francis,  Vice-Chairman; 
J.  M.  Robertson,  Brig.-Gen.  Sir  Alex.  Bertram,  Julian 
C  Smith,  Ernest  Brown,  Arthur  Surveyer. 

Finance  Committee:  J.  M.  Robertson,  Chairman; 
H.  H.  Vaughan,  R.  A.  Ross,  G.  H.  Duggan,  Brig.-Gen. 
Sir  Alex.  Bertram. 

Library  and  House  Committee:  Brig.-Gen.  Sir  Alex. 
Bertram,  Chairman;  O.  O.  Lefebvre,  S.  F.  Rutherford, 
Frederick,  B.  Brown,  R.  deL.  French. 

Papers  Committee:  Julian  C  Smith,  Chairman; 
G.  W.  Craig,  (Calgary  Branch);  Walter  J.  Francis, 
(Montreal);  E.  R.  Gray,  (Hamilton);  W.  Young, 
(Victoria);  H.  S.  Carpenter,  (Saskatchewan);  C  C 
Kirby,  (St.  John);  F.  A.  Bowman,  (Halifax);  A.  R. 
Decary,  (Quebec);  R.  deB.  Corriveau,  (Ottawa);  A.  L. 
Harkness,  (Toronto);  J.  W.  LeB.  Ross,  (Sault  Ste.  Marie); 
W.  P.  Brereton,  (Manitoba);  A.  W.  Haddow,  (Edmon- 
ton); E.  G.  Matheson,  (Vancouver). 

Publications  Committee:  Ernest  Brown,  Chairman; 
Peter  Gillespie,  W.  Chase  Thomson,  J.  A.  Shaw,  Edgar 
Stansfield. 

By-Laws  Committee  Ernest  Brown,  Chairman; 
Walter  J.  Francis,  H.  E.  T.  Haultain. 

Gzowski  Medal  ami  Students  Prize:  H.  H.  Vaughan, 
Chairman. 

Honor  Roll  Committee:  Lieut. -Col.  C  N.  Monsarrat, 
Col.  A.  E.  Dubuc,  C.M.G.  D.S.O.,  Fraser  S.  Keith, 
and  a  member  from  each  branch. 

Nominating  Committee:  District  No.  1,  H.  M. 
Mackay,  Chairman;  A.  E.  Doucet;  District  No.  2,  Alex. 
Fraser;  District  No.  3,  Capt.  J.  L.  Allan;  District  No.  4, 
A.  A.  Dion;  District  No.  5,  Geo.  Hogarth,  H.  U.  Hart; 
District  No.  6,  Guy  C  Dunn;  District  No.  7,  O.  W. 
Smith;  District  No.  8,  A.  W.  Haddow,  Sam  G.  Porter; 
District  No.  9,  Newton  J.  Ker,  E.  G.  Marriott. 

Steel  Bridge  Specifications:  P.  B.  Motley,  Chairman; 
C  N.  Monsarrat,  H.  B.  Stuart,  H.  P.  Borden,  F.  P. 
Shearwood,  G.  H.  Duggan,  Allan  E.  Johnson,  E.  G.  W. 
Montgomery,  H.  A.  Icke,  W.  Chase  Thomson,  W.  A. 
Bowden,  J.  G.  Legrand,  Geo.  W.  Craig,  F.  T.  Cole, 
M.  A.  Lyons,  A.  H.  Harkness,  H.  F.  Estrup. 

Roads  and  Pavements:  W.  A.  McLean,  Chairman; 
W.  P.  Brereton,  J.  Duchastel,  J.  E.  Griffith,  G.  Henry, 
E.  A.  James,  A.  F.  Macallum,  A.  J.  MacPherson,  P.  E. 
Mercier,  W.  P.  Near,  G.  C  Powell,  C  H.  Rust,  F.  W.  W. 
Doane,  Alex.  Fraser. 

Steam  Boiler  Specifications:  L.  M.  Arkley,  Chairman; 
W.  G.  Chace,  F.  G.  Clark,  R.  J.  Durley,  D.  W.  Robb, 
H.  H.  Vaughan,  Logan  M.  Waterous. 

Ernest  Marceau  was  re-appointed  Treasurer,  and 
Fraser  S.  Keith,  Secretary. 


230 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Ballot  re  Changes  in  By-laws:  It  was  resolved  that 
the  Secretary  send  out  a  ballot  calling  for  a  vote  on  the 
changes  in  the  by-laws,  to  be  accompanied  by  a  short 
letter  explaining  the  changes.  H.  H.  Vaughan  and 
Ernest  Brown  were  appointed  a  committee  to  edit 
the  letter. 

Legislation:  The  resolution  on  legislation  passed 
at  the  Annual  Meeting  was  presented  as  follows:— 

Moved  by  J.  M.  Leamy,  seconded  by  C.  C. 
Kirby: 

Whereas  it  seems  that  the  wishes  of  the  majority 
of  the  members  and  of  the  Branches  of  The  Engineering 
Institute  of  Canada  are  that  Provincial  Legislation 
should  be  obtained  to  define  the  status  of  the 
Engineers  throughout  Canada: 

Whereas  the  members  of  this  annual  meeting 
are  of  the  opinion  that  this  legislation  should  be 
as  uniform  as  possible  throughout  the  provinces; 

Be  it  resolved,  that  a  special  committee  be 
formed,  composed  of  one  delegate  appointed  by  each 
branch  to  meet  at  headquarters  before  the  15th  of 
April,  1919,  to  draw  up  such  ample  legislation  as  it 
may  deem  necessary  and  advisable  in  order  that  the 
members  of  The  Institute  throughout  the  different 
provinces  may  ask  for  legislation  on  the  same  uniform 
basis; 

That  the  Secretary  be  instructed  to  call  the 
first  meeting  of  this  committee; 

That  this  Committee  be  authorized  to  obtain 
the  necessary  legal  advice  on  the  matter. 

That  this  committee  shall  submit  the  proposed 
legislation  to  the  Council  before  the  1st  of  May 
1919. 

That  the  Council  shall  then  ask  by  letter  ballot, 
before  the  1st  of  June,  1919,  the  opinion  of  all  the 
members  of  The  Institute  regarding  the  adoption  of 
the  proposed  legislation  prepared  by  the  said  special 
committee  of  The  Institute; 

That  the  Council  be  authorized  to  pay  all  the 
expenses  of  this  committee  and  of  each  delegate; 

That  the  Council  of  The  Institute  shall  report 
the  result  of  the  ballot  to  the  branches,  and  if  the 
vote  is  favorable  to  legislation  the  Council  of  The 
Institute  shall  immediately  take  the  necessary 
measures  in  co-operation  with  the  branches,  to  have 
such  legislation  enacted. 

The  Secretary  was  instructed  to  advise  all  the 
branches  to  make  an  immediate  appointment  and  to  call 
a  meeting  of  this  committee  at  headquarters  on  April  5th, 
explaining  that  it  was  advisable  to  do  as  much  work  as 
possible  in  advance. 

Resolutions  of  thanks:  A  committee  was  appointed 
consisting  of  Messrs.  Vaughan  and  Francis  to  co- 
operate with  the  Secretary  in  drafting  resolutions. 

Budget  for  1919:  The  Secretary  was  instructed  to 
submit  a  budget  covering  the  current  year,  to  the  Finance 
Committee  at  an  early  date. 


Civil  Service  Salaries:  The  Committee  reported 
progress  dealing  with  the  question  of  making  recommenda- 
tion to  the  Government  regarding  the  increased  salaries 
for  engineers  employed  in  Government  service. 

Soldiers  Civil  Re-establishment:  President  Leonard 
presented  a  letter  which  he  recommended  sending  the 
Hon.  Gideon  Robertson,  Minister  of  Labour,  Sir  James 
Lougheed,  Chairman  of  the  Soldiers  Civil  Re-establish- 
ment, and  Hon.  J.  A.  Calder,  Chairman  of  the  Repatria- 
tion Committee,  offering  the  support  of  The  Institute  to 
this  movement.  The  letter  was  approved.  It  was 
resolved  that  H.  H.  Vaughan,  G.  Gordon  Gale  and 
Fraser  S.  Keith,  be  appointed  a  Committee  to  inter- 
view the  above  named,  at  a  date  to  be  arranged.  It 
was  further  resolved  that  all  branches  be  asked  to  appoint 
committees  to  assist  in  the  Soldiers'  Civil  Re-establish- 
ment. 

It  was  resolved  that  all  men  not  at  present  employed 
should  have  free  use  of  the  advertising  pages  of  The 
Journal. 

Retiring  President  H.  H.  Vaughan  agreed  to  prepare 
an  article  on  Repatriation  for  "  Back  to  Mufti "  the 
Government  paper  on  repatriation. 

City  Improvement  League:  A  letter  from  the  Execu- 
tive Secretary  of  the  City  Improvement  League  of 
Montreal  was  referred  to  the  Montreal  Branch. 

Post  Office  Privileges:  It  was  resolved  that  a  record 
be  made  of  the  fact  that  the  Post  Office  privilages  are 
being  granted  for  The  Journal.  H.  H.  Vaughan  and  the 
Secretary  were  appointed  a  committee  to  draft  a  second 
circular  letter  to  the  members. 

Memorial  to  the  Government:  It  was  resolved  that 
a  copy  of  the  memorial  read  by  the  Secretary  be  submitted 
to  all  members  of  the  Council,  with  a  request  for  its 
consideration  and  approval. 

Western  Professional  Meeting:  Approval  was  given 
to  the  holding  of  the  Western  Professional  Meeting 
during  the  coming  summer,  at  Edmonton. 

Detrimental  Legislation:  A  letter  from  the  Quebec 
Branch  pointing  out  that  the  enginemen  of  Quebec 
were  applying  for  an  Act  to  call  themselves  "The 
Engineers  of  Quebec."  Approval  was  given  of  the  action 
of  the  Quebec  Branch  and  authorization  to  take  the 
necessary  steps  to  oppose  the  bill  of  the  enginemen  of 
Quebec  Province. 

New  Branches:  It  was  resolved  that  the  Secretary 
be  authorized  to  attend  proposed  meetings  to  establish 
new  branches  at  Peterboro  and  Niagara  Falls. 

Windsor  Branch:  Approval  was  given  to  the 
establishment  of  a  branch  at  Windsor,  in  view  of  the 
request  received  as  follows: 

Windsor,  Ont, 

January  17th,  1919. 
Fraser  S.  Keith  Esq., 

Secretary  Engineering  Institute  of  Canada, 
Montreal,  Que. 

Dear  Sir: — 

The  undersigned  corporate  members  resident  in 
the  Border  Cities  (which  include  Sandwich  East, 
Ford,  Walkerville,  Windsor,  Sandwich  West,  Sand- 
wich and  Ojibway)  being  desirous  of  establishing 
a  branch  of  The  Institute  to  be  known  as  The  Border 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


231 


Cities  Branch,  request  that  you  issue  the  necessary 
orders  for  that  purpose.  The  area  to  include  a  radius 
of  twenty-five  miles  from  the  Windsor  Post  Office. 

Thanking  you,  we  are,  F.  C.  McMath,  Willard 
Pope,  Geo.  E.  Roehm,  F.  S.  Kester,  G.  C.  Williams, 
John  A.  W.  Brown,  A.  J.  Riddell,  Owen  McKay 
Norris  Knowles,  J.  S.  Nelles,  H.  Thorn,  R.  A. 
Carlyle  A.  E.  Eastman,  David  Molitor,  Ernest  C. 
Kerrigan,  V.  R.  Heffler,  A.  H.  Aldinger,  L.  T.  Bray, 
Ernest  G.  Henderson,  M.  E.  Brian.  Alfred  J.  Stevens. 

It  was  decided,  however,  that  the  name  "  Border 
Cities  Branch  "  was  not  desirable  and  the  Secretary  was 
instructed  to  write  requesting  that  a  local  geographical 
name  be  given. 

Assisting  Engineering  Standards  Committee:  A  request 
from  H.  H.  Vaughan,  Vice-President  of  the  Canadian 
Engineering  Standards  Association,  was  presented,  asking 
for  a  subscription  of  $200.  from  The  Institute.  It  was 
unanimously  resolved  that  this  be  granted. 

President's  Address:  It  was  moved  by  Julian  C. 
Smith,  seconded  by  A.  Surveyer,  that  the  presidential 
address  of  H.  H.  Vaughan  be  printed  in  special  form 
and  issued  to  the  members  of  The  Institute,  Members  of 
Parliament,  both  Provincial  and  Federal,  and  other 
leading  citizens  of  the  Dominion,  and  that  Mr.  Francis 
and  two  others  be  a  committee  with  the  Secretary  to 
attend  to  this  matter,  with  power  to  act. 

The  meeting  then  adjourned  to  Tuesday,  February 
25th,  at  eight  o'clock. 

Adjourned  Meeting 

The  adjourned  Meeting  of  Council  was  held  on  Tues- 
day, February  25th,  at  8.15  p.m.  a  which  a  large  amount  of 
important  business  was  transacted,  including  the  adoption 
of  Standards  stationery,  acceptance  of  the  tender  for 
steel  engraved  certificates,  further  action  on  The  Institute 
emblem  and  a  large  number  of  personal  matters. 

Classifications:  Classifications  were  made  for  a  ballot 
returnable  at  the  March  meeting  of  Council. 

Ballot:  The  ballot  was  canvassed  and  the  following 
elections  and  transfers  effected  :— 

Members. 

Thomas  Buchanan  Campbell,  of  the  Pas,  Man. 
Division  engineer  and  bridge  engineer,  Hudson  Bay  Ry. 
for  Dept.  Railways  &  Canals;  Frederick  Arthur  Gaby 
of  Toronto,  B.A.Sc.  M.E.,  E.E.,  chief  engineer  Hydro- 
Electric  Commission,  Toronto;  John  Girdlestone  Glassco, 
B.Sc,  M.Sc,  of  Winnipeg,  Man.  manager  of  City  of 
Winnipeg  hydro-electric  system;  Charles  Hawkins  Marrs 
(C.E.,  Toronto),  of  Hamilton,  Ont.,  assistant  engineer  of 
the  Hamilton  Bridge  Works,  in  charge  of  all  designs  and 
estimates  and  work  in  the  field;  Frederick  Blair  Reid, 
B.A.Sc,  supervisor  of  levelling  with  Geodetic  Survey  of 
Canada. 

Associate  Members. 

John  Worthy  Battershill  Jr.  of  East  Kildonan,  Man., 
municipal  engineer  for  rural  municipality  of  East  Kildonan, 
Man;  Henry  Carle  Dyson  Briercliff,  B.Sc, of  Winnipeg,  pre- 
vious to  enlishment  was  designing,  drafting  and  mechanical 
engineer  at  Vulcan  Iron  Works,  Winnipeg,  since  1918 


with  R.A.F.,  Toronto;  Charles  Frederick  Cameron  of 
Winnipeg,  B.A.,  B.C.E.,  asst.  engineer  on  track  laying 
demonstrator  in  physics,  University  of  Manitoba. 
Charles  James  Swafneld  Orton  of  Westceliff-on-Sea,  Eng., 
Deputy  Asst.  Director,  Naval  Gun  Mounting  Section, 
Admiralty;  Earle  Bedford  Patterson  of  Winnipeg, 
engineer  Manitoba  Hydro-metric  Survey;  H.  W.  Perkins, 
prior  to  enlistment  was  transitman  with  Hydro-Electric 
Power  Comm.  on  Hydro-radial  projects.  Since  1917 
has  been  on  Active  Service  with  the  C.E.F.  Joseph 
Dufferin  Peters  of  Moose  Jaw,  Sask.  Supt.  Light  & 
Power  Dept.  City  Power  Plant,  Moose  Jaw,  Sask; 
Thomas  Edward  Powers,  Lt.-Col.,  D.S.O.  B.A.  Time 
officer  administering  R.C.E.  and  tech.  branches  in 
connection  with  C.E.  embracing  engineers,  Signal  Rail- 
way Troops  and  Forestry  Corps ;  Edward  A.  Ryan,  B.Sc 
of  Westmount,  general  consulting  work  with  R.  J.  Durley; 
Bernard  Schachere,  B.Sc.  of  Ottawa,  calculator  with 
board  of  engineers,  Quebec  Bridge,  now  with  Dept.  of  Rys. 
&  Canals,  Ottawa. 

Associates. 

John  Frederick  Samuel  Pinder-Moss  (Honors  Notting- 
ham. Coll.,  Eng.)  of  Edmonton,  with  Dept.  of  Railways  & 
Canals,  and  G.T.P.  Ry.  Edmonton. 

Transferred  from  Associate  Member  to  Member. 

George  Harrison  Burbidge,  B.Sc,  B.A.  of  Winnipeg, 
Man.,  dist.  engineer  Dept.  Public  Works,  Can.,  Dist.  of 
Manitoba;  Georges  Henri  Cagnat  of  Edmonton,  dist. 
engineer  Dept.  of  Public  Works,  Edmonton;  William 
Alexander  Duff  of  Moncton,  N.B.  (S.P.S.,  Toronto),  asst. 
chief  engineer  and  engineer  of  bridges  Canadian  Govern- 
ment Railways  Moncton,  N.B.;  Claude  Henry  Rogers, 
B.A.Sc.  of  Peterboro,  Ont.,  field  engineer  in  charge  of 
work  of  Forward  Tramways  1st  Army  B.E.F.  France. 
Prior  to  enlistment  in  1915  was  general  manager  of  the 
Peterboro  Canoe  Co. 


Transferred  from  Junior  to  Associate  Member. 

Trevor  Eardley-Wilmot,  B.Sc.  of  Montreal,  cable 
engineer  with  Northern  Electric  Co.;  James  Mellon 
Menzies,  B.A.Sc.  Captain,  officer  commanding  108th 
Chinese  Labour  Corp's. ;  France,  J.  N.  E.  Romeo  Morris- 
sette  of  Three  Rivers,  principal  asst.  district  engineer, 
Public  Works  Department,  Three  Rivers. 

Transferred  from  Student  to  Associate  Member. 

Barthelemy  Rocher,  C.E.,  B.A.Sc.  of  Quebec,  assist- 
ing the  engineer  in  charge  of  District  No.  3,  Roads 
Department,  City  of  Montreal. 


Transferred  from  Student  to  Junior  Member. 

John  Alfred  Creasor,  B.Sc.  of  Owen  Sound,  Staff 
Capt.,  3rd  Bde.  C.E.  Prior  to  enlishment  was  asst. 
superintendent  with  Kennedy  Bros.  Montreal;  Lieut. 
William  Russell  Way,  B.Sc.  of  Montreal,  asst.  electrical 
engineer,  operating  dept.,  Shawinigan  Water  &  Power  Co., 
Montreal. 


232 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF      CANADA 


BRANCH  NEWS 


Ottawa  Branch 

J.  B.  Challies,  M.E.I.C.,  Sec'y.-Treas. 
Good  Roads 

The  Eastern  Ontario  Good  Roads  Association  met  in 
Convention  in  Ottawa  on  February  4th  and  5th.  This 
Convention  attained  the  dignity  of  an  inauguration  of  a 
great  movement  towards  highway  improvement,  for 
Cabinet  Ministers  from  both  the  Dominion  and  Provincial 
Governments  attended  and  gave  definite  assurance  of  the 
respective  Government's  intention  to  provide  for  highway 
construction  on  a  carefully  thought  out,  systematic  and 
adequate  scale. 

A.  W.  Campbell,  M.E.  I.C.  ("Good  Roads" 
Campbell),  dealt  with  the  constructive  policy  of  road- 
making,  its  effect  on  the  community,  the  country  and  its 
position  with  regard  to  the  ultimate  progress  and  pros- 
perity of  the  nation. 

The  great  success  of  the  convention  has  given  the 
good  roads  movement  such  a  splendid  forward  impulse, 
that  it  can  now  be  reasonably  assured  that  good  roads  will 
soon  be  one  of  the  actualities  of  Canadian  conditions. 

Surveyors  Broaden  Their  Field 

The  twelfth  Annual  Meeting  of  the  Association  of 
Dominion  Land  Surveyors  was  held  at  Ottawa  on  Jan. 
29th,  30th  and  31st.  J.  N.  Wallace  of  Calgary, 
President,  in  his  opening  remarks  dwelt  on  the  need  for 
a  stronger  professional  spirit  among  surveyors.  The 
following  papers  were  presented  :  —  Land  Settlement, 
by  F.  W.  Rice  ;  Land  Classification,  L.  Brenot  ; 
Aeroplane  in  Surveying,  R.  F.  Clarke,  M.C.  ;  Soil 
Survey,  W.  A.  Johnston ;  Roads,  A.  H.  Hawkins  ; 
Assessment  Survey  of  Farm  Lands,  R.  W.  Cautley  ; 
Town  Planning,  T.  Adams ;  and  Honours  to  Dominion 
Land  Surveyors  in  the  War,  E.  M.  Dennis.  The  new 
constitution  and  by-laws,  adopted  after  lively  discussion, 
place  the  Association  on  a  broader  basis  and  secure  to 
every  member  no  matter  in  what  part  of  Canada  he  may 
reside,  an  equal  voice  in  the  affairs  of  the  Association. 

J.  R.  Akins,  St.  Catharines,  was  elected  President  for 
1919;  F.  V.  Seibert,  Edmonton,  Vice-President;  and  F.  D. 
Henderson,  Ottawa,  Secretary. 

Nailacrete 

In  the  last  issue  of  The  Journal,  reference  was  made  to 
an  important  discovery  by  E.  Viens,  Director  of  the 
Public  Works  Laboratory  for  Testing  Materials,  one  of  the 
Affiliates  of  the  Ottawa  Branch. 

As  the  general  adaptability  and  the  commercial  value 
of  Nailacrete  has  been  thoroughly  well  proven  by  its 
general  use  in  the  new  Parliament  Buildings  at  Ottawa, 
the  discovery  is  of  great  interest  to  engineers  generally. 
The  following  general  facts  about  Nailacrete,  hitherto 
unpublished,  have  been  obtained  from  Mr.  Viens  for  the 
information  of  The  Institute. 


Nailacrete  is  a  composite  building  material,  the 
binding  constituent  of  which  is  Portland  Cement.  The 
proportions  of  Portland  Cement  to  the  ingredients  can  be 
varied  within  a  comparatively  wide  range,  producing  a 
material  of  various  strength,  depending  on  the  purpose  for 
which  the  material  is  to  be  applied  in  the  building  industry. 

Properties 

Nailacrete  is  fireproof,  waterproof  (when  so  required) 
resilient,  light  in  weight  as  compared  with  concrete 
(Nailacrete  weighing  from  70  lbs.  to  100  lbs.  per  cubic 
foot,  depending  on  the  formula  used,  as  against  concrete 
weighting  from  140  lbs.  to  155  lbs.  per  cubic  foot).  It  has 
no  expansion  or  contraction  under  ordinary  building  con- 
ditions; that  is  of  such  a  texture  that  nails,  screws  or  tacks 
can  be  driven  therein  at  any  time,  except  when  an  extra- 
ordinary strong  material  is  desired;  in  which  case,  after 
the  material  has  developed  its  full  strength,  it  would  be 
necessary  to  drill  holes. 

Strength  in  pounds  per  square  inch 

Tensile  Transverse        Compressive 

70  to  600  100  to  500         400  to  2500 

depending  on  the  formula  used. 

Should  there  arise  a  case  where  strength  alone  was 
required,  and  not  the  property  of  taking  in  nails  or  screws 
greater  strength  than  that  given  above  could  be  developed. 

Force  Required  to  pull  nail 

Material  Size  of  Nail    Depth  Driven    Pounds 

Bass-wood 2  inch  1.5  inch  47 

Spruce "  "  47 

Pine "  "  77 

Hemlock "  "  153 

Ash "  "  223 

Birch "  "  263 

Red  Oak "  "  336 

Maple "  "  430 

Nailacrete "  "  50  to  480 

depending  on  the  formula  used. 

Volume 

The  volume  of  one  ton  of  Nailacrete  in  the  plastic  state 
varies  somewhat  with  the  formula  used.  With  the 
formula  used  for  the  manufacture  of  the  Nailacrete  as 
placed  in  the  New  Parliament  Buildings,  Ottawa,  one  ton 
produced  28.63  cubic  feet  of  the  material  laid  in  place. 

Usages 

Nailacrete  may  be  applied  over  concrete  slabs,  clay 
tile,  or  other  material,  as  a  basis  to  which  a  wooden 
floor  may  be  nailed.  It  may  be  used  with  a  reinforcement 
(in  light  construction)  instead  of  concrete,  tile  or  other 
material  to  which  a  wooden  floor  may  be  nailed.  It  may 
be  used  with  a  reinforcement,  or  on  metal  lath,  as  a  roofing 
material  to  which  a  metal,  shingle  or  other  kinds  of 
roofing  may  be  nailed  or  fastened.  It  may  be  used  as  a 
plaster  for  walls  and  ceilings.    Further,  it  may  be  used  as 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


233 


a  flooring  in  itself  by  treating  the  surface  with  a  hardener, 
a  filler,  paint,  varnish  or  wax,  or  on  the  finished  surface  of 
same,  linoleum  may  be  laid  and  glued  if  necessary. 

Application 

The  material  may  be  deposited  in  place  in  a  plastic 
state  similar  to  the  way  in  which  concrete  is  laid,  or  it 
may  be  moulded  into  any  shape  and  put  into  position. 

Calgary  Branch 

C.  M.  Arnold,  M.E.I.C.,  Secy.-Treas. 

At  a  meeting  of  the  Executive  Committee  of  the 
Calgary  Branch,  held  on  December  13th,  the  following 
committees  were  appointed:  Applications  and  Creden- 
tials, F.  H.  Peters,  A.  S.  Dawson,  A.  S.  Chapman,  B.  L. 
Thorne,  F.  W.  Alexander;  Finance,  G.  W.  Craig,  A.  S. 
Dawson,  C.  M.  Arnold;  Membership,  Wm.  Pearce,  P.  M. 
Sauder,  W.  J.  Gale,  J.  S.  Tempest,  M.  H.  Marshall, 
S.  K.  Pearce,  E.  L.  Miles;  Legislation,  F.  H.  Peters, 
Wm.  Pearce,  G.  N.  Houston. 

On  January  15th  Eugene  Coste  gave  an  address  on 
Petroleums  and  Coals,  and  on  January  29th  the  subject 
introduced  by  Dr.  T.  H.  Blow  was  Technical  and  Scien- 
tific Education. 

A  general  meeting  of  the  Branch  was  held  in  the 
Board  of  Trade  Rooms  on  the  evening  of  Wednesday, 
Jan.  29th,  1919.  The  meeting  was  preceded  by  an  address 
by  Dr.  T.  H.  Blow,  M.L.A.,  on  Technical  and  Scientific 
Education.  The  speaker  declared  himself  to  be  some- 
what diffident  in  addressing  a  body  of  engineers  upon  such 
a  subject  but  as  it  was  one  in  which  he  took  considerable 
interest  he  would  like  to  place  some  of  his  views  before  the 
meeting.  He  advocated  the  establishment  of  a  university 
for  Southern  Alberta,  the  logical  situation  for  which  was  in 
the  vicinity  of  Calgary.  The  speaker  was  warmly 
applauded  upon  the  conclusion  of  his  address. 

Messrs.  Craig,  Houston  and  Arnold  were  appointed 
as  a  committee  to  draft  a  resolution  to  the  Minister  of 
Education  in  reference  to  the  early  establishment  of  a 
School  of  Technology  in  Calgary.  It  was  decided  to 
submit  this  resolution  to  the  Alberta  Division  at  the 
Annual  Meeting  Feb.  1st. 

The  meeting  came  to  order  at  10.45  p.m.  and  the 
Secretary  read  the  minutes  of  the  last  meeting  and  exe- 
cutive meetings  held  since.  These  were  approved  and 
signed  by  the  Chairman  G.  W.  Craig.  Mr.  Houston 
read  the  report  of  the  Legislative  Committee  and  gave  a 
resume  of  the  reasons  which  had  led  to  the  decision  not  to 
present  the  Act  dealing  with  the  profession  of  engineering 
at  the  coming  session  of  the  Alberta  Legislature. 

Mr.  Craig  corroborated  Mr.  Houston's  statements 
and  stated  that  the  Edmonton  Branch  had  adopted  a 
similar  report. 

Mr.  Marshall  moved  the  adoption  of  the  report  and 
the  approval  of  the  action  taken  by  the  Executive  and 
the  Committee  on  legislation.  Seconded  by  Mr.  Chapman 
and  carried. 

The  Secretary  read  a  letter  from  Manitoba  Branch 
suggesting  that  we  send  a  delegate  to  Ottawa  to  attend  the 
adjourned  Annual  Meeting  in  the  interest  of  the  legisla- 
tion movement.  The  Saskatchewan  Branch  had  also 
written  that  they  were  sending  a  delegate.  Mr.  Craig 
suggested  that  as  Mr.  Pearce  was  in,  and  would  probably 


be  in  Ottawa  at  that  time,  that  we  ask  him  to  be  our 
delegate.  As  it  was  stated  that  Mr.  Peters  might  be 
present  at  this  meeting  it  was  decided  to  ask  both  gentle- 
men to  act  as  delegates. 

Messrs.  Marshall,  Gale  and  Miles  were  appointed  as 
a  Committee  to  arrange  a  Ladies'  night,  which  it  was 
decided  to  hold  on  Mr.  Craig's  suggestion.  The  meeting 
adjourned  at  11  p.m. 

Quebec  Branch 

J.  A.  Buteau,  A.M.E.I.C,  Secy.-Treas. 

On  Monday,  January  20th,  members  of  the  Quebec 
Branch  met  to  hear  a  lecture  by  Professor  M.  Koetz  of 
the  Technical  Schools  of  Quebec,  on  the  subject  of  the 
manufacture  of  artificial  colours.  This  meeting  was  held 
under  the  auspices  of  the  L'Ecole  Polytechnique. 

Toronto  Branch 

W.  S.  Harvey,  A.M.E.I.C,  Secy.-Treas. 

The  public  spiritedness  of  our  Branch  is  illustrated 
in  the  recent  action  of  the  Toronto  Branch  Executive  in 
appointing  a  Committee  for  the  purpose  of  reviewing  and 
discussing  the  Toronto  Building  By-Laws.  The  subject 
of  Building  By-Laws  is  one  of  paramount  interest  to 
engineers  and  their  advice  is  necessary. 

The  committee  consists  of  A.  H.  Harkness,  M.E.I.C., 
Chairman,  Prof.  Peter  Gillespie,  M.E.I.C.,  and  Geo.  Clark, 
M.E.I.C. 

Discussion  on  By-Laws. 

Following  the  Annual  Meeting,  the  Toronto  Branch 
has  lost  no  time  in  getting  its  members  together  to  discuss 
important  questions  concerning  The  Institute.  Under 
date  of  February  24th  a  letter  was  sent  to  all  the  members, 
signed  by  A.  H.  Harkness,  chairman,  and  W.  S.  Harvey, 
secretary-treasurer,  as  follows: — 

Dear  Sir, 

An  open  Meeting  of  the  Branch  will  be  held  in  the  Rooms  of 
The  Institute,  at  the  Engineers'  Club,  96  King  Street  West,  at  7.45  p.m., 
on  Friday,  February  28th,  1919. 

A  few  short  papers  will  be  read  by  members  of  the  Branch  on  the 
subject,  "  ]\'hat  the  Institute  Can  do,"  to  be  followed  by  discussion. 

This  meeting  promises  to  be  of  great  interest  to  all  engineers, 
as  the  discussion  will  bear  on  the  economic  and  social  status  of  the 
profession,  and  suggestions  are  invited  as  to  the  necessary  steps  to  be 
taken  to  bring  about  an  improvement. 

The  Legislation  Committee  of  the  Council,  and  a  Special 
Committee  of  the  Montreal  Branch  have  prepared  a  set  of  Branch 
By-laws,  with  the  object  of  having  uniform  By-laws  for  all  Branches. 
A  committee  appointed  by  the  Executive  of  the  Toronto  Branch,  has 
examined  these  proposed  By-laws  and  has  suggested  several  amend- 
ments. 

A  copy  of  the  proposed  By-laws,  with  the  suggested  amendments 
printed  in  a  parallel  column  is  enclosed. 

If  time  permits  the  By-laws  will  be  submitted  to  the  meeting 
for  discussion  before  being  forwarded  to  the  Council  at  Montreal. 

Attached  to  this  circular  is  a  copy  of  the  Branch 
by-lays,  approved  by  Council  under  of  December  17th, 
and  in  parallel  column  amendments  suggested  by  the 
committee  appointed  by  the  executive  of  the  Toronto 
Branch.  Several  branches  have  already  sent  in  sugges- 
tions, so  that,  as  a  result  of  all  the  work  being  done  in  this 
connection,  it  is  confidently  expected  that  an  ideal  set 
of  by-laws  will  result. 


234 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Halifax  Branch 

K.  H.  Smith,  A.M. E.I. C,  Sec'y.-Treas. 

The  First  Annual  Meeting  of  the  Halifax  Branch  was 
held  on  Wednesday,  January  15.  As  the  business  to  be 
transacted  was  not  large,  a  luncheon  meeting  was  arranged 
as  it  is  found  most  convenient  for  the  greater  number  of 
the  members  to  attend  a  meeting  at  such  a  time. 

The  chief  business  was  ascertaining  and  announcing 
the  result  of  the  ballot  for  officers.  The  new  Executive 
Committee  is  as  follows: — F.  A.  Bowman,  Chairman; 
K.  H.  Smith,  Secretary-Treasurer;  J.  L.  Allan,  L.  H. 
Wheaton,  A.  G.  Robb,  W.  P.  Morrison  and  A.  F.  Dyer. 

Subsequently  a  meeting  of  the  newly-elected  Execu- 
tive Committee  was  held  for  organization  purposes  and  a 
general  discussion  of  the  work  for  the  coming  year.  One 
special  feature  discussed  was  the  question  of  making  the 
regular  meetings  of  the  branch,  supper  meetings.  It  was 
felt  that  such  meetings  would  be  most  convenient  for  the 
majority  of  the  members  and  would,  therefore,  result  in 
increased  attendance.  They  would  also  largely  increase 
the  opportunity  for  social  intercourse  between  members 
which  is  highly  desirable.  This  idea  can  be  carried  out 
very  conveniently  in  Halifax  where  first  class  facilities 
exist  for  meetings  of  this  kind. 

The  regular  monthly  meeting  of  the  Halifax  Branch 
was  held  on  Thursday  evening,  February  20th,  at  6  p.m. 
While  supper  and  luncheon  meetings  have  previously 
been  held  by  the  local  branch  for  special  purposes,  this  was 
the  first  of  the  regular  meetings  to  be  of  such  type.  The 
results  secured  however,  both  from  the  standpoint  of 
attendance,  social  intercourse  and  general  interest,  highly 
justified  this  type  of  meeting.  Hon.  E.  H.  Armstrong, 
Commissioner  of  Works  and  Mines  whose  department 
until  recently  embraced  the  roads  of  the  province  was 
present  as  a  guest  of  The  Institute. 

The  early  part  of  the  meeting  was  devoted  to  a 
paper  read  by  Capt.  T.  S.  Scott,  M.E.I.C.  on  Roads. 
This  paper  was  unique  for  its  combination  of  technical 
and  literary  qualities.  The  manner  in  which  it  was  read 
added  a  great  deal  to  its  interest. 

The  reading  of  Capt.  Scott's  paper  was  followed  by 
a  most  interesting  discussion  participated  in  by  Hon. 
Mr.  Armstrong,  F.  W.  W.  Doane,  City  Engineer,  R. 
McColl  and  others.  The  discussion  brought  out  some  of 
the  special  difficulties  in  building  roads  in  Nova  Scotia 
and  also  the  fact  that  the  economic  side  of  road  building 
must  be  given  consideration.  That  is  to  say,  that  in  a 
particular  case  such  a  road  should  be  built  as  will  be 
warranted  by  the  amount  of  the  traffic  to  be  served. 
It  appeared  from  the  discussion  that  for  a  large  part  of 
the  country,  all  that  is  warranted  or  in  fact,  all  that 
can  be  expected  with  any  reasonable  expenditure  of  money, 
is  an  improved  type  of  earth  road  with  proper  provision 
for  maintenance  of  the  same.  Hon.  Mr.  Armstrong 
pointed  out  the  beneficial  influence  which  engineers  as 
a  whole  could  exercise  by  directing  public  opinion  along 
rational  lines  in  this  matter.  A  formal  vote  of  thanks 
moved  and  seconded  by  Messrs.  Dodwell  and  Doane 
respectively  was  tendered  to  Capt.  Scott. 

The  latter  part  of  the  meeting  after  several  guests 
present  had  retired,  was  devoted  to  general  business  and 
a  report  from  C.  E.  W.  Dodwell,  Branch  delegate  of  the 
annual  meeting  at  Ottawa. 


Hamilton  Branch 

H.  B.  Dwight,  A. M.E.I.C,  Sec'y.-Treas. 

A  meeting  of  the  Hamilton  Branch  of  The  Engineering 
Institute  of  Canada  was  held  in  the  Recital  Hall  of  the 
Conservatory  of  Music  on  January  30th,  1919,  the  attend- 
ance being  about  two  hundred.  The  speaker  of  the 
evening  was  E.  L.  Cousins,  chief  engineer  and  general 
manager  of  the  Toronto  Harbour  Commission,  who  gave 
a  lecture  illustrated  by  a  large  collection  of  lantern  slides, 
on  the  development  of  Toronto  Harbour  during  the  past 
four  years.  Since  the  formation  of  the  Toronto  Harbour 
Commission  in  1914,  nearly  one  thousand  acres  of  marsh 
land  have  been  reclaimed  and  made  suitable  for  factory 
sites,  the  facilities  for  shipping  have  been  largely  increased, 
and  several  miles  of  sheltered  lagoons  for  pleasure  boating 
and  many  acres  of  park  lands,  have  been  provided.  Mr. 
Cousins  pointed  out  that  similar  results  could  be  obtained 
at  Hamilton  with  fewer  natural  difficulties. 

A.  C.  Garden,  of  the  Hamilton  Harbour  Board,  gave 
a  short  talk  on  Hamilton  Harbour.  He  stated  that  by  the 
time  the  new  Welland  Canal  was  completed,  the  develop- 
ment of  Hamilton  Harbour  would  be  accomplished  suffi- 
ciently to  accommodate  the  large  vessels  which  would  then 
be  admitted  to  Lake  Ontario  from  the  upper  Lakes. 

J.  M.  Eastwood  gave  a  description  of  reclamation 
work  and  the  building  of  shipping  terminals  which  had 
been  carried  out  in  Hamilton  Harbour  a  few  years  ago. 

E.  R.  Gray,  city  engineer  and  chairman  of  the 
Hamilton  Branch  of  the  Institute  presided  at  the  meeting. 
A  vote  of  thanks  to  Mr.  Cousins  was  moved  by  J.  W.  Tyrrell 
and  J.  A.  McFarlane. 

On  February  10th,  Dr.  F.  B.  Jewett,  chief  engineer 
of  the  Western  Electric  Company,  will  give  a  lecture  on 
Industrial  and  Scientific  Research. 

On  February  10th  a  very  instructive  and  interesting 
lecture  on  Industrial  and  Scientific  Research  was  given 
by  Lt.-Col.  F.  B.  Jewett,  Ph.D.,  Chief  Engineer,  Western 
Electric  Co.,  New  York,  and  Vice-President,  American 
Institute  of  Electrical  Engineers,  at  a  meeting  of  the 
Hamilton  Branch  of  The  Engineering  Institute  of  Canada, 
in  the  Royal  Connaught  Hotel.  The  lecture  room  was 
filled  to  capacity,  and  the  numerous  questions  which 
were  asked  Dr.  Jewett  at  the  close  of  the  lecture  showed 
the  keen  interest  taken  by  the  audience. 

Dr.  Jewett  first  gave  a  discussion  of  the  large  problems 
of  starting  up  and  developing  research  work  for  manufac- 
turing concerns  in  general.  Very  few  companies  are  large 
enough  to  establish  complete  research  departments,  as 
the  Bell  Telephone  Co.  of  the  United  States,  and  some 
other  companies,  have  done.  However,  the  smaller 
companies  should  not  be  deprived  of  the  benefits  of  having 
their  problems  worked  out  by  modern  scientific  research 
methods,  and  some  co-operative  research  organization 
should  be  developed.  In  this  the  universities,  the 
government,  and  the  manufacturing  interests  should  take 
part,  various  methods  by  which  they  could  do  so  being 
discussed  by  Dr.  Jewett. 

One  of  the  greatest  difficulties  encountered  in  carrying 
on  research  work  on  a  large  scale  is  the  lack  of  thoroughly 
trained  scientific  investigators.  Although  Dr.  Jewett 
expressed  himself  as  being  a  firm  believer  in  the  great 
results  to  be  obtained  from  properly  conducted  scientific 
research,  he  repeated  a  note  of  warning  against  attempting 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


235 


to  build  up  research  organizations  without  thoroughly 
educated  and  experienced  research  workers.  He  consider- 
ed that  such  organizations  should  not  be  built  up  too 
rapidly,  but  should  have  a  normal  rate  of  growth,  and  he 
also  gave  warning  against  taking  from  the  universities 
the  men  who  are  training  future  investigators. 

Dr.  Jewett  then  showed  an  interesting  collection  of 
slides,  illustrating  the  results  of  the  work  of  his  organiza- 
tion. The  long  distance  telephone  line  from  New  York 
to  San  Francisco,  the  multiplex  telephone,  the  wireless 
telephone  as  used  on  war  ships,  destroyers,  aeroplanes, 
and  other  remarkable  developments  in  telephone  work 
were  described. 

A  vote  of  thanks  to  Dr.  Jewett  was  moved  by 
H.  U.  Hart,  chief  engineer  of  the  Canadian  Westinghouse 
Co. 

Dr.  Jewett  addressed  the  Canadian  Manufacturers' 
Association  earlier  in  the  day  on  the  subject  of  research, 
and  his  visit  is  expected  to  be  productive  of  valuable 
results  in  the  campaign  for  increased  research  work  in 
Canada. 

Manitoba  Branch 

Geo.  L.  Guy,  M.E.I.C.,  Sec'y.-Treas. 

Luncheon  was  held  at  the  Fort  Garry  Hotel  on 
February  1st.  After  the  lunch  an  address  on  "  Present 
Practice  on  Carbonizing  and  Briquetting  of  Coal"  was 
given  by  R.  de  L.  French,  M.E.I.C.,  which  was  listened 
to  with  interest  by  the  members. 

On  Wednesday,  February  5th,  a  meeting  was  held  in 
the  Engineering  Building,  Manitoba  University,  and  a 
paper  was  read  by  J.  G.  Sullivan,  M.E.I.C,  entitled, 
Can  the  Standard  Measure  of  Value  be  Improved.  Mr. 
Sullivan  took  for  his  subject  the  present  unscientific 
standard  of  value  of  the  gold  dollar,  and  suggested  the  use 
of  a  multiple  standard.  The  paper  created  considerable 
interest  and  discussion.  There  were  present  at  the 
meeting  many  of  the  prominent  bankers  and  members  of 
the  legal  profession,  among  whom  was  Isaac  Campbell, 
K.C.,  who  took  part  in  the  discussion. 

A  Committee  was  appointed  to  have  an  illuminated 
address  prepared  to  be  presented,  at  a  dinner,  to  Capt. 
C.  N.  Mitchell,  V.C.,  M.C.,  upon  his  return  to  Winnipeg. 
Capt.  Mitchell,  who  is  an  Associate  Member  of  The 
Institute,  was  well  known  in  the  city  and  active  in  the 
Manitoba  Branch  before  his  enlistment  with  the  overseas 
forces. 

In  view  of  the  unrest  and  dissatisfaction  among  the 
returned  soldiers  taking  the  vocational  training  course  in 
Winnipeg  a  Committee  of  four  was  appointed  to  look  into 
the  question  and  report  to  the  Branch,  so  that  the  Branch 
can  make  recommendation,  if  necessary,  to  improve  the 
present  method  of  training. 

The  ballot  for  members  of  the  Executive  Committee 
was  counted:  G.  C.  Dunn,  M.E.I.C,  W.  M.  Scott, 
M.E.I.C,  and  J.  G.  Sullivan,  M.E.I.C,  being  elected. 
G.  C  Dunn,  M.E.I.C,  was  eleced  as  representative  of  the 
local  branch  on  the  Nominating  Committee. 

A  good  representation  of  the  local  members  is  expected 
at  the  Annual  General  Meeting  in  Ottawa  on  February 
11,  12  and  13.  In  addition  to  J.  M.  Leamy,  M.E.I.C, 
and  G.  C  Dunn,  M.E.I.C,  several  other  members  have 
stated  their  intention  of  being  present.  It  is  hoped  that 
some  appreciable  progress  will  be  made  on  the  proposed 
legislation  for  engineers. 


St.  John  Branch 

A.  R.  Crookshank,  M.E.I.C,  Secy.-Treas. 

The  regular  monthly  meeting  of  the  St.  John  Branch 
was  held  February  20th. 

After  reading  the  minutes  of  the  annual  meeting, 
scrutineers  were  appointed  to  examine  the  ballots  returned 
in  the  vote  on  the  by-laws  as  revised  by  the  Executive 
Committee  to  conform  as  closely  as  possible  to  the 
standard  by-laws  of  The  Institute.  They  reported  that 
the  necessary  two-thirds  vote  had  been  cast  in  approval 
of  the  new  code,  which  was  then  declared  to  be  carried 
by  the  Chairman. 

A  discussion  on  the  resolution  of  December  7th  last 
of  the  Quebec  Branch  then  took  place,  and  on  motion  it 
was  decided  to  endorse  their  action.  This  resolution 
calls  upon  the  Council  to  request  the  Government  to 
issue  instructions  to  their  Commissions  and  Depart- 
ments to  only  appoint  members  of  The  Engineering 
Institute,  or  graduates  from  recognized  engineering  univer- 
sities to  fill  all  engineering  positions  and  thus  protect 
the  public  and  raise  the  standing  of  The  Institute  and  of 
the  profession. 

The  Chairman  then  gave  a  verbal  report  of  the  meet- 
ing of  the  legislation  committee,  held  at  Ottawa  during 
the  annual  meeting  of  The  Institute,  February  11-13,  to 
which  he  was  a  delegate  from  this  Branch.  He  explained 
the  action  taken,  and  read  the  resolution,  which  was 
adopted  by  the  meeting  and  prensented  at  the  annual 
meeting,  which  called  upon  The  Institute  to  constitute  a 
special  committee  to  be  composed  of  one  delegate  appoint- 
ed by  each  Branch  to  meet  at  headquarters  before  April 
15th,  to  draw  up  such  sample  draft  of  act  as  it  may  deem 
necessary  and  advisable  in  order  that  the  members  of 
The  Institute  throughout  the  different  Provinces  may  ask 
for  legislation  on  the  same  uniform  basis,  to  the  end  that 
it  may  be  submitted  to  Council  by  the  1st  of  May,  and  to 
the  membership  for  ballot  by  June  1st.  Mr.  Kirby 
was  appointed  delegate  with  power  to  send  a  substitute 
if  unable  to  attend  himself. 

The  Chairman  gave  a  general  outline  of  the  Ottawa 
meetings  and  mentioned  particularly  the  effort  being 
made  by  the  Committee  of  The  Institute  to  endeavor  to 
secure  proper  remuneration  for  the  engineers  in  the 
Civil  Service. 

A  very  interesting  talk  was  then  given  by  C  O.  Foss, 
M.E.I.C,  Chief  Engineer  of  the  St.  John  &  Quebec 
Railway  on  "  Reminiscences  of  the  early  days  of  Railway 
Location  "  a  synopsis  of  which  is  as  follows: — 

The  first  railroad  in  the  United  States  was  built 
from  Boston  to  Lowell  in  the  early  forties,  was  about 
twenty-five  miles  in  length,  and  followed  the  general  line 
of  the  Canal.  This  road,  like  most  of  the  early  railroads 
was  built  without  an  engineer,  the  technical  adviser 
being  a  Harvard  professor.  He  placed  a  rough  quarried 
stone  post  under  the  ends  of  each  tie.  These  soon  had 
to  be  removed  as  the  rails  and  wheels  became  badly 
racked. 

The  road  was  extended  from  Lowell  to  Nashua, 
about  sixteen  miles,  and  later  on  to  Concord,  the  objective 
being  to  reach  the  White  Mountains  for  handling  tourist 
traffic.  Previous  means  of  locomotion  to  the  now  famous 
resorts  in  the  mountains,  were  by  means  of  carriers,  a 
man  named  Crawford  having  carried  many  persons  on 
his  back. 


236 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


About  this  time  a  company  was  formed,  which 
erected  a  stone  house  on  top  of  Mount  Washington.  The 
location  was  so  exposed  that  it  was  necessary  to  fasten 
the  roof  on  with  chains.  A  bridle  path  was  built  over 
the  mountains  from  the  Crawford  House  to  Mount 
Washington,  which  at  that  time  was  the  only  means  of 
communication.  In  1866  one  Sylvester  Marsh  of  Little- 
ton perfected  the  rack  road  to  the  top  of  Mount 
Washington,  which  was  then  the  first  of  its  kind  in  the 
world.  The  speaker  gave  a  description  of  the  construction 
and  operation  of  the  road,  outlining  the  safety  devices  used 
to  guard  against  accidents,  and  stated  that  it  is  believed 
no  fatal  accidents  had  over  occurred. 

For  some  years  tourists  coached  the  twenty-five 
miles  from  Littleton  to  the  base  of  the  Mountains,  until 
in  1872  a  turnpike  road  was  built  to  the  Fabyan  House, 
then  a  large  hotel  of  some  four  hundred  rooms.  In 
1874  the  speaker  had  his  first  experience  in  locating  a 
railroad,  from  the  Fabyan  House  to  the  base  of  the 
Mountain.  Later  both  sides  of  the  Valley  were  carefully 
cross  sectioned  and  contoured,  and  in  1875  a  final  location 
made  to  within  a  half  mile  of  the  rack  road,  the  question 
then  being  whether  to  extend  the  line  to  the  rack  road 
up  the  Mountain  or  to  bring  the  rack  road  down.  The 
latter  course  was  finally  decided  upon.  Track  laying 
was  commenced  in  1876,  the  method  being  fully  explained, 
with  many  amusing  incidents  of  getting  engines  off 
tracks  and  so  forth. 

The  maximum  grade  on  this  line  was  five  per  cent, 
and  the  weight  of  the  engines  twenty  tons. 

An  interesting  account  was  given  of  the  United  States 
Signal  Station  on  top  of  Mount  Washington,  where  two 
men  remained  throughout  the  winter. 

The  meeting  closed  after  a  discussion  on  the  definition 
of  the  term  "  engineer,"  and  each  member  of  the  Branch 
is  asked  to  hand  in  his  definition  of  the  word  at  the 
next  meeting. 

Montreal  Branch 

Frederick  B.  Brown,  M.E.I.C,  Secy.-Treas. 

Nothing  of  unusual  importance  has  transpired  since 
our  Annual  General  Meeting.  The  weekly  meetings 
are  still  being  held,  three  having  taken  place  since  the  last 
issue  of  The  Journal;  on  February  6th,  "  Some  Problems 
in  Ocean  Transportation,"  by  A.  W.  Robinson,  M.E.I.C., 
and  motion  pictures;  on  February  20th,  Construction  of 
Canadian  Northern  Railway  Tunnel,  Montreal,  an 
excellent  paper  by  J.  L.  Busfiled,  A.M.E.I.C,  showing  the 
construction  and  electrification  of  the  tunnel,  which 
attracted  a  great  deal  of  attention,  there  being  an  audience 
of  over  two  hundred,  and  on  February  27th  a  paper 
by  R.  M.  Wilson,  M.E.I.C,  on  The  Effect  of  Ice  on 
Hydro-Electric  Plants,  an  illustrated  paper  giving  the 
results  of  operation,  and  of  specially  conducted  observa- 
tions on  ice  action.  A  discussion  on  this  paper  took  place 
at  the  Ottawa  General  Professional  Meeting  but  was  cut 
short  owing  to  lack  of  time  and  its  continuation  at 
this  meeting  produced  some  lively  and  timely  comments. 
Many  prominent  hydraulic  engineers  and  hydraulicians 
were  present  at  the  meeting  and  took  part  in  the  discussion, 
making  a  valuable  contribution  to  the  literature  of  the 
hydro-electric  branch  of  engineering. 

The  executive  is  meeting  every  week;  the  subject 
of  legislation  is  taking  up  a  great  deal  of  time,  being  very 
carefully  considered. 


PERSONALS 


J.  R.  W.  Ambrose,  M.E.I.C,  Member  of  Council, 
has  been  honored  with  the  presidency  of  the  Engineers 
Club  in  Toronto. 

Major  W.  T.  Wilson,  A.M.E.I.C,  and  officers  of  the 
256th  Tunnelling  Company,  R.E.,  in  a  handsome  greeting 
card  received,  extend  their  good  wishes  to  the  members  of 
The  Institute. 

E.  W.  Oliver,  M.E.I.C, Toronto,  has  received  recogni- 
tion from  the  Dominion  Government  in  receiving  the 
appointment  to  the  important  position  of  Superintendent 
of  the  Toronto  Niagara  &  St.  Catherines  electric  railway. 

Capt.  H.  R.  Carscallen,  A.M.E.I.C,  arrived  in 
Canada  about  the  middle  of  January.  Capt.  Carscallen 
went  to  the  front  in  the  early  days  of  the  war  and  saw  a 
great  deal  of  active  service.  He  was  seriously  wounded 
resulting  in  the  loss  of  one  of  his  legs. 

Brig.-General  Andrew  G.  L.  McNaughton,  A.M. 
E.I.C,  of  Montreal,  commanding  the  Canadian  Corps 
Heavy  Artillery,  sends  his  thanks  to  members  for  remem- 
bering him  at  Christmas  and  expresses  his  appreciation  for 
the  cigarettes  which  he  received. 

Capt.  G.  A.  Bennet,  J. E.I.C,  3rd  Batt.,  Canadian 
Engineers,  acknowledged  his  parcel  of  tobacco  from 
Cologne,  Germany.  He  says  :  Your  parcel  received 
yesterday  for  which  I  thank  you  very  much.  Players  are 
always  gratefully  received.  Boche  cigarettes  are  "napoo." 
Hope  to  visit  The  Institute  in  a  few  months  in  Montreal. 

H.  T.  Routly,  A.M.E.I.C.  honor  graduate  of  the 
University  of  Toronto,  has  received  the  appointment 
from  the  Ontario  Government  of  construction  engineer 
of  the  Ontario  Provincial  Highways,  to  carry  out  the 
contract  work  of  road  development  now  under  way  by 
the  Province  of  Ontario. 

Lieut.  A.  H.  Milne,  B.Sc,  (McGill,  1917),  J.,  E.I.C 
returned  from  England  to  his  home  in  Montreal  on 
January  23rd,  having  landed  at  Halifax  on  the  "  Empress 
of  Britain  "  on  the  previous  day.  Before  enlisting  with 
the  Canadian  Engineers  Lieut.  Milne  was  with  the 
Dominion  Bridge  Company,  at  Lachine,  Que. 

Lieut.  Frederick  O.  Mills,  R.N.  A.M.E.I.C.  has 
returned  from  active  service,  and  while  enroute  to  his 
home  in  Vancouver  called  at  headquarters  office.  Lieut. 
Mills  was  engaged  with  the  Motor  Patrol  of  the  British 
Navy,  and  was  stationed  on  the  "  Adriatic  "  at  the  time 
of  the  famous  scrimmage  with  the  Austrian  fleet.  Before 
going  overseas  he  was  with  the  Greater  Vancouver 
Sewerage  and  Water  Board,  and  returns  to  resume  his 
former  position. 

Major  E.  C  Goldie,  A.M.E.I.C,  Canadian  Engineers, 
who  went  to  the  front  with  the  1st  Canadian  Contingent, 
sent  a  greeting  card  from  the  Canadian  Corps  Head- 
quarters, Belgium,  extending  good  wishes  for  Christmas 
and  the  New  Year  and  expressing  his  thanks  for  the  parcel 
of  cigarettes.  His  card  embodies  the  crest  of  the  Canadian 
Engineers  of  which  the  beaver  is  the  central  figure,  the 
body  of  the  crest  being  the  words  "Canadian  Engineers," 
surmounted  by  a  crown  and  surrounded  by  a  wreath  of 
maple  leaves. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


237 


John  W.  Roland,  M.E.I.C.,  has  been  appointed  chief 
engineer  of  the  Nova  Scotia  Highway  Board  in  succession 
to  W.  G.  Yorston,  M.E.I.C.,  who  retires  on  account  of 
ill  health.  Mr.  Roland  is  a  Nova  Scotian.  He  was  for 
a  time  on  the  engineering  staff  of  the  Panama  Canal 
and  on  the  completion  of  that  work,  held  a  professorial 
chair  in  the  Nova  Scotia  Technical  College,  later  becoming 
chief  engineer  for  Foley  Bros.,  Welch,  Stewart  & 
Fauquier,  in  the  construction  of  the  Halifax  Ocean 
Terminals.  Mr.  Roland  is  an  active  member  of  the 
Halifax  Branch  of  The  Institute  and  is  interested  in  all 
matters  concerning  the  public  welfare. 

Col.  C.  H.Mitchell,  C.M.G.,  D.S.O., Croix de Guerre, 
M.E.I.C.  whose  cable  of  greetings  was  read  at  the  Annual 
Meeting  at  Ottawa,  from  London,  has  been  appointed 
Dean  of  the  Faculty  of  Applied  Science  and  Engineering 
at  Toronto  University.  It  has  been  known  for  some  time 
that  this  post  has  been  kept  open  for  Col.  Mitchell  but 
the  official  announcement  has  just  been  made  by 
President  Falconer.  Col.  Mitchell's  hosts  of  friends 
in  The  Institute  will  receive  this  announcement  with 
feelings  of  gratification  and  pleasure,  for  the  work  he 
has  accomplished  during  the  war  has  firmly  established 
his  position  to  a  high  place  in  the  engineering  profession. 

Capt.  Hobart  R.  Carscallen,  M.C.,  A.M.E.I.C.  Capt. 
Gerald  M.  Hamilton,  B.A.Sc,  M.C.,  A.M.E.I.C.  Among 
the  list  of  soldiers  who  were  decorated  with  the  Military 
Cross  for  conspicuous  services,  according  to  a  despatch 
from  London  dated  February  6th,  the  above  are  of  part- 
icular interest  to  members  of  The  Institute.  Capt. 
Carscallen,  M.C.,  is  an  associate  member  of  The  Institute 
and  comes  from  Calgary,  Alta.  Capt.  Hamilton  is  also 
an  associate  member,  having  been  admitted  in  1917 
while  on  active  service.     His  home  is  in  Toronto,  Ont. 

Capt.  W.  Cornwallis  Bate,  M.C.,  A.E.I.C,  has  been 
awarded  a  bar  to  his  Military  cross  for  work  done  at 
Amiens.  Unfortunately  in  the  engagement  at  which 
Captain  Bate  was  awarded  this  further  honor,  he  was 
severely  wounded  in  the  head  and  right  arm.  He  is 
expected  to  return  to  Canada  shortly. 

Greetings  from  Germany 

Lieut.-Col.  Harry  F.  Meurling,  M.C.,  M.E.I.C, 
has  forwarded  to  the  Secretary,  greetings  from  the 
officers  of  the  2nd  Canadian  Motor  Machine  Gun  Brigade, 
from  Bonn,  Germany,  where  the  Brigade  was  established 
under  his  command  at  that  time.  These  greetings  are 
contained  in  a  handsomely  printed  menu  and  toast  list 
of  the  Christmas  dinner  held  by  the  officers'  mess.  It  is 
evident  that  there  was  no  lack  of  real  Christmas  food  and 
the  toast  list  and  musical  programme  was  of  a  high  order. 

Since  this  greeting  card  was  received  it  is  a  pleasure 
to  announce  that  Lieut.-Col.  Meurling  has  also  been 
awarded  the  Croix  de  Guerre. 

Capt.   Mitchell  Wins  V.C. 

Capt.  Coulson  Norman  Mitchell,  V.C,  M.C, 
A.M.E.I.C.  The  following  citation  from  the  London 
Gazette  of  February  3rd,  contains  details  of  how  Capt. 
C  N.  Mitchell,  M.C,  won  the  Victoria  Cross: 

Captain  Coulson  Norman  Mitchell,  M.C,  Fourth 
Battalion,  Canadian  Engineers,  for  most  conspicuous 
bravery  and  devotion  to  duty  on  the  night  of  Oct.   8-9, 


1918.  At  Canal  Lescault,  northeast  of  Cambrai,  he  led  a 
small  party  ahead  of  the  first  wave  of  infantry,  in  order  to 
examine  various  bridges  on  the  line  of  approach,  and  if 
possible  to  prevent  their  demolition.  On  reaching  the 
canal,  he  found  the  bridge  already  blown  up.  Under  a 
heavy  barrage,  he  crossed  to  the  next  bridge  where  he 
cut  a  number  of  lead  wires.  Then,  in  total  darkness, 
unaware  of  the  position  and  strength  of  the  enemy 
bridgehead,  he  dashed  across  the  main  bridge  over  the 
canal  bridge.  This  he  found  to  be  heavily  charged  for 
demolition. 

Whilst  Captain  Mitchell,  assisted  by  his  non-com., 
was  cutting  the  wires,  the  enemy  attempted  to  rush  the 
bridge  in  order  to  blow  up  the  charges,  whereupon  he 
at  once  dashed  to  the  assistance  of  his  sentry  who  had 
been  wounded.  He  killed  three  of  the  enemy,  captured 
twelve,  and  maintained  the  bridgehead  until  reinforced. 
Then  under  a  heavy  fire,  he  continued  the  task  of  cutting 
the  wire,  removing  charges  which  he  well  knew  might  at 
any  moment  have  been  fired  by  the  enemy.  It  was 
entirely  due  to  his  valor  and  decisive  action  that  this 
important  bridge  across  the  canal  was  saved  from 
destruction. 

Capt.  Mitchell  has  been  connected  with  The  Institute 
since  April  1911  and  was  transferred  to  associate  member- 
ship in  November  1917,  while  overseas.  His  home 
address  is  310  Furby  Street,  Winnipeg. 


OBITUARIES 


Richard  L.  X  arm  mi,  M.E.I.C. 

Word  has  reached  Montreal  of  the  death  from 
influenza  of  Richard  L.  Newman,  at  West  Point,  Virginia, 
on  January  28th,  1919.  The  late  Mr.  Newman  was  born 
at  Weymouth,  England,  July  15th,  1865,  and  received 
his  training  in  the  British  Navy.  He,  however,  later 
severed  his  connection  with  the  Navy,  and  has  been  a 
resident  of  Canada  and  United  States  since  1890,  follow- 
ing the  profession  of  naval  architect  and  consulting 
engineer,  at  one  time  designing  and  supervising  the 
construction  of  vessels  for  the  Marine  and  Fisheries 
Dept.  Mr.  Newman  has  also  supervised  the  construction 
of  ships  in  different  parts  of  the  world,  having  been  in 
Russia  in  this  capacity  in  1916.  At  the  time  of  his  death 
he  was  supervising  the  construction  of  ships  in  the  United 
States  for  the  United  States  Emergency  Fleet.  He  was 
elected  a  full  member  of  The  Institute  in  August  1914. 

Mr.  Newman  is  survived  by  his  wife  and  two 
daughters. 

Norman  M.  Thornton,  M.E.I.C. 

As  we  go  to  press  just  word  is  received  of  the  death 
of  Norman  M.  Thornton,  M.E.I.C,  of  Edmonton, 
Alberta.  Mr.  Thornton  was  chairman  of  the  Edmonton 
Branch  for  1918  and  had  been  re-elected  for  the  current 
year. .  Further  particulars  will  be  given  in  the  April 
number.  

A  British  firm  of  Boiler  makers  wish  to  be  placed  in 
touch  with  members  of  The  Institute  who  would  be 
interested  in  taking  delivery  of  English  build  stationary 
boilers  and  erect  same. 


238 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


EMPLOYMENT  BUREAU 


Situations  Vacant 

Electrical  Engineer. 

Electrical  Engineer  required  who  has  had  sufficient 
experience  to  design  the  layout  of  a  power  plant  and 
supervise  the  installation  of  machinery.  Salary  $250.00. 
Apply  Box  No.  28. 

Municipal  Engineer. 

Competent  municipal  engineer  with  experience  in 
building  municipal  streets  and  capable  of  taking  care  of 
public  utilities,  water  and  sewerage  systems.  Salary 
from  $2,400  to  $3,000.    Apply  Box  No.  29. 

Municipal  Assistant. 

General  Foreman  for  Municipal  work.  Must  be 
experienced  in  construction  and  maintenance  of  sewers 
and  pavements.  Preference  will  be  given  to  men  having 
been  on  Active  Service.  State  experience,  salary  expected 
and  reference.    Box  No.  31. 

Mechanical  Draughtsman. 

Mechanical  draftsman  for  large  industrial  plant, 
must  be  thoroughly  competent  with  technical  and  executive 
ability.  In  replying  state  if  strictly  temperate,  age, 
experience,  education,  and  salary  expected.  Married 
man  between  28  and  38  preferred.    Address  Box  No.  30. 

Engineer  Agents  Wanted. 

Agents  to  represent  a  high  class  specialty  manufac- 
tured by  a  firm  in  United  States,  for  the  selling  of  which 
technical  knowledge  is  advantageous.  Any  reliable  dis- 
tributing concern  or  agency  handling  engineering  specialties 
may  apply  for  this  Agency  by  addressing  to  Box  No.  27. 

Timber  Scaler. 

A  timber  scaler  for  the  New  Westminster  Timber 
Agency,  Department  of  the  Interior,  at  a  salary  of  $2,000 
per  annum.  Candidates  must  hold  a  scaler's  license  from 
the  British  Columbia  Government  and  must  have  had 
experience  in  the  measurement  of  timber.  Address 
Wm.  Foran,  Secretary,  Civil  Service  Commission  of 
Canada,  Ottawa,  Ont. 

General  Secretary  Wanted. 

For  the  new  Association  of  Canadian  Building,  and 
Construction  Industries.  Preference  will  be  given  to  young 
men,  who  have  had  engineering  education,  and  construc- 
tion experience.  Good  salary  to  the  right  man.  Head- 
quarters will  be  at  Ottawa.  Must  be  good  organizer. 
Send  Applications  to  President  of  the  Association,  65 
Victoria  St.,  Montreal. 

Astrophysical  Observer. 

An  observer  for  the  Dominion  Astrophysical  Obser- 
vatory at  Victoria,  B.C.,  Department  of  the  Interior,  at 
salary  of  $1,700  per  annum.  Candidates  must  be  gra- 
duates in  Arts  of  a  recognized  university  and  must  have 
taken  an  honour  course  in  Astronomy  and  Mathematics. 
They  should  have  practical  experience  in  observational 
and  measuring  work  in  some  observatory.  Address 
Wm.  Foran,  Secretary,  Civil  Service  Commission  of 
Canada,  Ottawa,  Ont. 


Engineering  Clerk. 

An  assistant  clerk  of  works  in  the  Department  of 
Public  Works  at  Regina,  at  a  salary  of  $1,500  per  annu  m 
Candidates  must  be  fairly  well  educated.  They  must  be 
competent  mechanics  with  a  few  years  experience  in 
supervising  building  construction.  They  must  be  capable 
of  preparing  sketch  plans  and  descriptions,  also  estimates 
of  repairs  and  alterations  to  buildings.  Address,  Wm. 
Foran,  Secretary,  Civil  Service  Commission  of  Canada, 
Ottawa,  Ont. 

Town  Engineer. 

An  Ontario  town  requires  a  town  engineer  capable 
of  planning  a  system  of  good  roads,  specifying  the 
composition  of  the  roads,  estimating  costs,  and  super- 
vising construction.  Applicants  should  state  education 
and  experience  both  regarding  roads  and  other  municipal 
work,  giving  dates  and  places,  references  and  salary 
expected.    Address  Box  No.  32. 

Immigration  Commissioner. 

A  Commissioner  of  Immigration  for  the  Western 
District,  Department  of  Immigration  and  Colonization, 
at  a  salary  of  $2,500  per  annum.  The  office  of  the 
Commissioner  shall  be  in  Winnipeg.  The  appointee 
must  be  capable  of  assuming  responsibility  for  the 
direction,  control  and  supervision  of  all  Immigration 
employees  within  his  territory  and  for  the  transaction 
of  all  official  business  arising  from  the  Immigration  Act. 
Candidates  must  have  a  good  general  education,  a 
knowledge  of  business,  together  with  executive  ability 
and  personality.  They  should  produce  credentials  as  to 
their  general  experience  and  qualifications  for  the  position. 

Application  forms  must  be  filed  in  the  office  of  the 
Civil  Service  Commission  not  later  than  the  18th  day  of 
March.  Application  forms  may  be  obtained  from  the 
Postmasters  at  Vancouver  and  Kamloops  or  the  Secretary 
of  the  Civil  Service  Commission,  Ottawa. 

By  order  of  the  Commission, 

W.  Foran, 

Secretary. 
New  Welland  Canal  Staff. 

Applications  will  be  received  from  persons  quali- 
fied to  fill  the  following  positions  on  the  construction  staff 
of  the  New  Welland  Canal;  Assistant  engineers,  instru- 
ment men,  levellers,  rodmen,  draughtsmen,  inspectors, 
time-keepers,  accountants,  store-keepers  and  chauffeurs. 
Applicants  should  apply  in  writing,  on  their  own  paper, 
to  the  Secretary  of  the  Civil  Service  Commission  not 
later  then  Saturday,  March  the  8th.  Applicants  should 
give  full  particulars  as  to  name,  address,  age,  qualifica- 
tions, experience  and  previous  employment,  and  should 
furnish  the  names  of  three  reputable  citizens  as  referees 
as  to  qualifications  and  character. 

Application  forms  must  be  filed  in  the  office  of  the 
Civil  Service  Commission  not  later  than  the  18th  day  of 
March.  Application  forms  may  be  obtained  from  the 
Postmasters  at  Vancouver  and  Kamloops  or  the  Secretary 
of  the  Civil  Service  Commission,  Ottawa. 


By  order  of  the  Commission, 


Ottawa,  13th  February,  1919. 


W.  Foran, 


Secretary. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


239 


Preliminary  Notice  of  Application  for  Admission 
and  for  Transfer 

20th  February,  1919. 

The  By-Laws  now  provide  that  the  Council  of  the  Society  shall 
approve,  classify  and  elect  candidates  to  membership  and  transfer 
from  one  grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names  of  his 
references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list 
submitted  herewith  and  to  report  promptly  to  Secretary  any  facts 
which  may  affect  the  classification  and  election  of  any  of  the  candidates. 
In  cases  where  the  professional  career  of  an  applicant  is  known  to  any 
member,  such  member  is  specially  invited  to  make  a  definite  recom- 
mendation as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The  Council  will  consider  the  applications  herein  described  in 
March,  1919. 

Fraseb  S.  Keith,  Secretary. 


•The  professional  requirements  are  as  follows: — 

Every  candidate  for  election  as  MEMBER  must  be  at  least  thirty  years  of  age, 
and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  twelve  years, 
which  period  may  include  apprenticeship  or  pupilage  in  a  qualified  engineer's  office 
or  a  term  of  instruction  in  some  school  of  engineering  recognized  by  the  Council.  The 
term  of  twelve  years  may,  at  the  discretion  of  the  Council,  be  reduced  to  ten  years 
in  the  case  of  a  candidate  who  has  graduated  in  an  engineering  course.  In  every  case 
the  candidate  must  have  had  responsible  charge  of  work  for  at  least  five  years,  and  this 
not  merely  as  a  skilled  workman,  but  as  an  engineer  qualified  to  design  and  direct 
engineering  works. 

Every  candidate  for  election  as  an  ASSOCIATE  MEMBER  must  be  at  least 
twenty-five  years  of  age,  and  must  have  been  engaged  in  some  branch  of  engineering 
for  at  least  six  years,  which  period  may  include  apprenticeship  or  pupilage  in  a  qualified 
engineers'  office,  or  a  term  of  instruction  in  some  school  of  engineering  recognized  by 
the  Council.  In  every  cast  the  candidate  must  have  held  a  position  of  professional 
responsibility,  in  charge  of  work  as  principal  or  assistant,  for  at  least  two  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  shall  be  required  to  pass  an  examination  before  a  Board  of  Examiners 
appointed  by  the  Council,  on  the  theory  and  practice  of  engineering,  and  especially 
inoneof  the  following  branches  at  his  option  Railway,  Municipal,  Hydraulic,  Mechanical, 
Mining,  or  Electrical  Engineering. 

This  examination  may  be  waived  at  the  discretion  of  the  Council  if  the  candidate 
has  held  a  position  of  professional  responsibility  for  five  years  or  more  years. 

Every  candidate  for  election  as  JUNIOR  shall  be  at  least  twenty-one  years  of 
age,  and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  four  years. 
This  period  may  be  reduced  to  one  year,  at  the  discretion  of  the  Council,  if  the  candidate 
is  a  graduate  of  some  school  of  engineering  recognized  by  the  Council.  He  shall  not 
remain  in  the  class  of  Junior  after  he  has  attained  the  age  of  thirty-five  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  first  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  the  following  subjects  Geography,  History 
(that  of  Canada  in  particular).  Arithmetic,  Geometry  Euclid  (Books  I.-1V.  and  VI.), 
Trigonometry,  Algebra  up  to  and  including  quadratic  equations. 

Every  candidate  for  election  as  ASSOCIATE  shall  be  one  who  by  his  pursuits, 
scientific  acquirements,  or  practical  experience  is  qualified  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names 
of  certain  members  as  references  does  not 
necessarily  mean  that  their  applications 
are  endorsed  by  such  members. 


FOR  ADMISSION 

BALDWIN— ROBERT  ARCHER,  of  Toronto,  Ont.  Born  at  Ottawa,  Ont., 
Jan.  10th,  1875.  Educ,  Ottawa  Coll.  Inst,  and  private  tuition,  etc.  1895-97,  with  the 
topog.  surveys  dept.,  as  rodman,  dftsman,  etc.;  1897-99,  with  Chas.  E.  Goad,  Toronto 
and  Montreal,  dftsman  and  suveyor;  1899-1900,  with  G.T.R.,  as  dftsman  and  asst. 
supervisor  of  bridges  and  bldgs.;  1900-01,  dftsman,  transitman,  asst.  to  bridge  engr., 
Algoma  Central  Ry. ;  Sept.  1901- May  1904,  with  N.Y.  Central  Ry.,  as  follows:  1901-02, 
transitman;  1902-03,  asst.  supervisor  of  tracks;  1903-04,  asst.  engr.  (L.  S.  &  M.  D.); 
1904-05,  ch.  dftsman  and  in  chg.  of  constrn.,  Wabash  Ry.,  St.  Louis,  Mo.;  with 
Mackenzie,  Mann  &  Co.,  as  follows:  1905-07,  asst.  engr.;  1907-11,  ch.  dftsman; 
1911-12,  dsgning  engr.;  1912-13,  div.  engr.  on  constrn.;  1913-14,  dist.  engr., 
Toronto-Ottawa  line  and  on  surveys,  also  C.  N.  R.  engr.;  1914-16,  engr., 
1914-10,  engr.  maintenance  of  way,  and  since  March  1916  to  date,  asst.  engr.,  C.N.R. 

References:  A.  F.  Stewart,  T.  W.  White,  F.  D.  Anthony,  G.  A.  McCarthy,  E.  L. 
Cousins. 


BARNES— FRANCIS  MOUNTFORT,  of  St.  John,  N.B.  Born  at  Bristol,  Eng., 
Feb.  13th,  1887.  Educ,  Colston's  School,  Bristol,  Eng.,  1904.  (1909,  certificate 
prelim,  exams.  D.L.S.).  1904-07,  articled  pupil  in  surveying  and  munic.  eng.;  1907-10, 
dftsman,  water  and  sewerage  dept.,  St.  John,  N.B.;  1910-12,  dftsman,  leveller,  instru- 
mentman,  C.  P.  R.;  1913-14,  dftsman,  C.  G.  Ry.,  Moncton,  N.B.,  and  instru'man  and 
res.  engr.,  C.  N.  O.  Ry.;  1914  to  date,  asst.  engr.,  D.  P.  W.,  St.  John,  N.B. 

References:  A.  Gray,  A.  R.  Crookshank,  C.  L.  Wetmore,  W.  M.  Wilkie,  G.  N. 
Hatfield. 

BLACK— JOHN  R.,  of  Sault  Ste.  Marie,  Ont.  Born  at  Dutton,  Ont.,  Dec. 
24th,  1881.  Educ,  private  study,  and  Correspondence  School.  1903-05,  with  G.T.P. 
Ry.,  as  rodman  on  survey  and  topog.;  1905-07,  instrumentman  on  constrn.,  N.T.C.Ry.; 
1907-10,  res.  engr.,  N.T.C.Ry.;  1910-12,  with  A.C.  &  H.B.Ry.,  first  as  res.  engr., 
later  as  div.  engr.  in  responsible  chg.  of  constrn.;  1912-14,  engr.  in  direct  chg.  of  constrn. 
of  substructure  of  swing  bridge  over  Little  Current  Channel  and  constrn.  of  freight  and 
passenger  terminals,  for  A.E.Ry.;  Feb.  1914  to  present  date,  sr.  asst.  engr.,  D.P.W. 
Sault  Ste.  Marie,  Ont. ;  has  been  engaged  in  dsgning  and  constrn.  of  wharves,  warehouses, 
etc.,  and  in  direct  chg.  of  dredging  works. 

References:  J.  A.  Heaman,  H.  L.  Bucke,  J.  W.  LeB.  Ross,  W.  J.  Fuller,  B.  E. 
Barnhill. 

CREIGHTON— CHARLES  SYDNEY,  of  Dartmouth,  N.S.  Born  at  Dart- 
mouth, Aug.  15th,  1890.  Educ,  B.Sc  (C.E.),  N.  S.  Tech.  Coll.,  1913.  1908  (4  mos.), 
bridge  assembling;  1909-11,  leveller,  etc.,  on  railway  location;  1912  (4  mos.),  railway 
constrn.,  as  rock  measurer;  18  mos.shopwork,  assembling  and  drafting  on  steel  constrn.; 
4  yrs.,  officer  in  chg.  of  works  for  eastern  sub.  command  of  3rd  div.  of  Halifax  Fortress, 
and  at  present  time,  transitman  for  R.  W.  McKenzie,  Crown  Land  Surveyor. 

References:  W.  P.  Morrison,  W.  A.  Hendry,  J.  L.  Allen,  J.  F.  Pringle,  T.  S.  Scott, 
L.  G.  Van  Tuyl. 

CUTHBERT— ALLAN  DAVID  WATT,  of  New  Glasgow,  N.S.  Born  at  Glas- 
gow, Scot.,  May  5th,  1885.  Educ,  3  yr.  course  in  C.E.,  Glasgow  and  West  of  Scot. 
Tech.  Coll.  1900-05,  apprentice;  1905-07,  asst.  engr.,  on  constrn.,  Dambrick  Eng. 
Works;  1907-08,  asst.  engr.  on  constrn.,  Montreal  L.  H.  &  P.  Co.,  Montreal;  1909-10, 
asst  engr.  with  Can.  Gen.  Development  Co.;  1910-12,  transitman  in  chg.,  C.  P.  R. 
Place  Vigcr  improvements;  1912-15,  sr.  transitman  Montreal  Terminals,  C.  P.  R.; 
1015-16,  transitman  in  ehg.  bridge  replacements,  Sydney  sub-div.,  C.G.Ry.;  1916  to 
date.  sr.  transitman,  Can.  Nat.  Rys. 

References:  C.  B.  Brown,  R.  M  Wilson,  S.  B.  McConnell,  C.  C.  Kilby,  R.  Mont" 
gomerie,  A    N.  Jones,  M.  A.  Fullington. 

DAVIDSON     JAMES  McNAUGHTON,  oi  Winnipeg,  Man.     Horn  at  Glasgow, 

Scotland,  June  4th,  ls7s.  Educ,  private  tuition  and  1  yr.  Dalhousie  Coll.  Rodman 
and  instr'man,  G  T.  Ry.  2  yrs.;  transitman  1  yr.;  res.  engr.,  on  constrn.,  Man.  and 
Sask  .  1  yrs  :  and  2  yrs.  through  B.C  ;  1  yr.  res.  engr.,  in  dig.  of  rip-rapping  with 
(i.  T.  Ry  .  along  Fraser  River.  B.C.,  and  since  3  yrs.,  res.  engr.,  at  Winnipeg,  for 
('an.  Nat.  Rys. 

References:  G.  C  Dunn..!  Y  Heaman,  H  A  K.  Drury,  \  W.Smith,  W.Burns 
A    V    Redmond. 

HALLOCK  -BYRON,  oi  Winnipeg,  Man  Horn  at  Forest,  Ont.,  March  211th, 
1876.  Educ  ,  public  and  business  schools  1901-03,  rodman,  leveller  and  transitman; 
1905,  in  dig.  of  all  surveying  and  field  operations;  1007,  in  chg.  of  all  field  eng.  and 
inspection  of  constrn.;  1015  to  date  ch.  held  engr.,  and  supt.  of  constrn.,  under  city, 
engr.  of  Winnipeg. 

References:   II    N.  Ruttan,  \\    P.  Brereton,   W.   Udridge,  S,  Wilkins,  G.  Guy. 

HAYCOCK  RICHARD  LAFONTAINE,  of  Ottawa,  (Int.  Horn  at  Ottawa, 
Dec.  -'2nd,  is?)  Educ,  B.Sc.  (M  E.),  McGill  Univ.,  1807.  While  at  college  and  up 
bo  1901  worked  in  Can  Atlantic  Ry  shops;  1901-02,  with  C  I' .  B  .  Winnipeg,  in  constrn. 
dept  ;  1902-03,  with  Dom.  Iron  &  Steel  Co.,  Sydney,  N.S,  in  drafting  office,  then 
asst.  to  mech.  supt.,  on  constrn.  work,  etc.;  1903-06,  with  Lackawanna  Steel  Co., 
Buffalo,  NY.,  in  chg  of  mill  maintenance;  constrn,,  etc.;  later  in  eng.  dept.,  in  chg.  of 
roll,  stock,  hydraulic  machinery,  etc.;  May  1906-1910,  in  eng.  dept.  of  Internat.  Marine 
Signal  Co.,  Ottawa,  in  ehg.  of  drafting  office;  then  installing  buoys,  etc.,  in  Brazil; 
1010-1  I,  member  ol  firm  Cauchon  &  Haycock,  Consulting  Engineers,  Ottawa;  1914-16, 
acting  waterworks  engr.,  Ottawa;  1916-18,  with  Algoma  Steel  Corp.,  Sault  Ste.  Marie, 
(Int.,  as  supt.  of  transportation,  etc.;  Sept.  1018  to  present  time,  with  Gen.  Supply 
Co.,  Ottawa,  doing  mech.  eng.  work. 

References.  A.  St-Laurent,  R.  deB.  Corriveau,  G.  A.  Mountain,  J.  Murphy,  G. 
Grant,   N.  Cauchon,  C.  R.  Coutlee,  J.  B.  McRae. 

HOGG  I!'  (BERT  LEWIS,  of  Campbellton,  N.B.  Born  at  Harrington  Passage, 
\ ,B  ,  April  10th,  1886.  Educ.  high  school.  1906,  rodman,  etc.,  N.  Y.  C.  &  H.  R.  R.; 
1906-07,  instr'man  and  concrete  inspector;  1907-08,  leveller  on  B.  &  A.  Ry.,  Boston; 
1908-09,  asst.  supt.  and  gen.  labor  foreman,  with  C.  A.  Dodge  Co.,  contractors;  1909-10, 
inspector  of  concrete,  etc.,  with  St.  M.  Ry.;  1910-11  (8  mos.),  dftsman  and  res.  engr., 
with  N.  T.  C.  Ry.,  at  Mouche  Lake,  Que.;  1911-12  (fi  mos.),  member  of  firm  Habicht 
&  Hogg,  engrs.  and  architects,  at  Springfield,  Mass.;  1912  (3  mos.),  estimator  on  location 
for  K.  V.  Ry.,  B.C.;  April  1912-Sept.  1911,  res.  engr.  on  constrn.  with  K.  V.  Ry.; 
June   1917  to  date,  transitman  on  constrn.,  Internat.  Ry.,    Moffat,   N.B. 

References:  R.  A    Black,  A    I,    McCulloch,  A.  E,  Doucet,  J.  L.  Wilson. 

JACOBS— LIONEL    LESLIE,    of    Sault,    Ste.     Marie,    Ont.     Born   at    London, 

Kng.,  March  1st,  1884.  Educ,  high  school,  1898;  city  of  London  School  (science), 
1000;  Bwanley  Coll.  (scholarship),  1003;  Goldsmiths  Coll.,  1910,  did  not  complete 
course  for  B.Sc  degree,  on  account,  of  being  sent  to  Canada.  1908-10,  with  Dom. 
Tar  &  Chemical  Co.,  London,  Eng.;  1910-15,  complete  installation  of  tar  distilling 
plant  at  Soo,  for  Dom.  Tar  &  Chem.  Co.,  latterly  as  works  mgr.;  installation  of  Benzol 
Extraction  &  Refrigerating  plant  for  Toronto  Chem.  Co.,  Soo,  and  crude  naphthalene 
plant  for  Dom.  Tar  &  Chem.  Co.;  1916-17,  supt.  and  oven  engr.,  for  Algoma  Steel  Corp., 
in  chg.  of  extensive  repairs;  1917,  to  date,  purchasing  agent,  Algoma  Steel  Corp., 
Sault  Ste    Marie. 

References:  B.  E.  Barnhill,  L.  R.  Brown.  F.  F.  Griffin,  C.  H.  E.  Rounthwaite, 
V  L   Somen..  W.  8.  Wilson.  .1.  W.  LeB.  Ross,  R.  S.  McCormick,  J.  S.  H.  Wurtele. 


240 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


JAMES^-ATLEE,  of  Wymark,  Sask.  Born  at  Oberlin,  Kan.,  July  2nd,  1891. 
Educ,  matric.,  St.  John's  Coll.,  Winnipeg.  1908-12,  rodman,  leveller,  transitman, 
instrumentmnn,  elf.,  O.  P,  R.;  1913-14,  res.  engr.,  ('.  P.  K.,  Wpg.;  1915-16,  instr'man, 
Connaught  Tunnel  Glacier,  B.C.,  and  at  the  present  time,  transitman  on  C.  P.  K. 
location  party. 


References:  J.  G.  Sullivan;    W.   A.  James, 
Macredie. 


M.    MeKenzie,  C.  L.  Bates,  J.  R.  C. 


SCHOFIELD— STEWART,  of  Winnipeg,  Man.  Born  at  Monaghan,  Ireland, 
Auk.  25th,  1887.  Educ,  matric.,  Man.  Univ.  (B.O.L.S.  Ass'n.).  1905-08,  with 
(-  •  P.  R.,  as  rodman,  dftsman;  1909,  dftsman  on  r.  r.  location,  P.  G.  E.  Ry.;  1909-13, 
asst.  to  B.  C.  land  surveyor,  in  chg.  of  party;  1913-15,  asst.  engr.,  C.  N.  R.,  in  chg.  of 
layout  and  erection  of  round  houses,  water  supply  and  sewers,  etc.,  at  Calgary  and 
Lucerne,  B.C.;  1918  to  date,  valuation  engr.,  Can.  Nat.  By. 

References:  T.  I.ces,  A.  V.  Redmond,  T.  Turnbull,  T.   White,  W.  T,  Moodie. 


KYLE— DAVID,  of  Sault  Ste.  Marie,  Out.  Born  at  Dairy,  Scotland,  Jan.  29th 
1885.  Educ.,  assoc.  (M.E.),  Royal  Tech.  Coll.,  Glasgow,  Scot.  (1906,  nassed  exam' 
for  A.M.,  I.C.E.  (London).)  1911-12,  mech.  supt.,  Algoma  Steel  Corp.;  1912-14' 
asst.  gen.  .supt.;  at  present  time,  vice-pres.,  in  chg.  of  operations,  Algoma  Steel  Corp.  ' 


References:  J.  W.  IeB.  Ross,  R.  S.  McCormick,  J.  S. 
R.  Brown. 


H.  Wurtele,  A.  G.  Tweedie, 


LA  NDRY— JOSEPH  HONORE,  of  Montreal,  Que.  Born  at  Maskinonge,  Que., 
Feb.  27th,  1889.  Educ.,  B.  A.,  1909,  IS.Sc  (C.E.),  1913,  Laval  Univ.  Vacation,  1911, 
on  survey  with  IT.  P.  Boucher;  1913  (2  mos.),  asst.  engr.,  Outremont;  1913-May  1917, 
asst.  engr.,  D.  P.  W.,  Canada,  Montreal  (list  ;  1917-18,  inspector,  Dept.  of  Naval 
Service,  on  constrn.  of  trawlers;  1918  to  date,  sr.  asst.  engr.,  P.  W.  D. 

References:  J.  L.  Dansereau,  A.  E.  Dubuc,  U.  P.  Boucher,  P.  E.  Mercier,  S.  A. 
Baulne,  L.  A.  Desy,  C.  C.  Leluau,  A.  Frigon. 

LANZON— SILVIO  A.,  of  Toronto,  Out.  Born  at  Valletta,  Malta,  March  4th, 
1885.  Educ,  School  of  Fug.,  Malta  CJniv  ,  1906.,  licensed  surveyor  and  architect 
for  the  Island  of  Malta.  Jr.  dftsman,  rodman,  leveller,  Dry  Docks,  Naval  Yards, 
Malta;  dftsman.  instrumentman  and  eh.  of  party,  C.  N.  I!.;  2  yrs.  eh.  of  party,  asst. 
engr.,  etc.,  Welland  Ship  Canal,  St.  Catharines,  Ont  ;  1912-13,  right  of  way  dept., 
C.  N.  R.;  1913-16,  asst.  engr.  of  constrn.,  Welland  Ship  Canal,  work  including  laying 
outlines  for  cuts  and  fills,  water-tight  banks  and  foundations  of  structures,  supervision 
of  all  materials  used,  pile  driving,  mixing  and  placing  of  concrete,  etc.;  at  the  present 
time,  dftsman,  Toronto  Harbor  Comm, 

References: 
G.  F.  Clark. 


-F.  F.  Clarke,  J.  L.  Weller,  W.  H.  Sullivan,  E.  G.  Cameron,  A.  Bradt, 


MacDERMOT— SIDNEY  GUY,  of  Montreal.  Born  at.  Jamaica,  B.W.I., 
Jan.  27th,  1885.  Educ,  B.Sc,  McGill  Univ.,  1905.  1905-12,  asst.  to  elec.  engr.. 
C.P.R.;  1912-16,  elec.  contracting;  1916  to  date,  sup.  in  chg.,  mgr.  mech.  and  elec. 
depts.,  Can.  Johns  Manville  Co.  (Montreal  branch). 

References:  J.  M.  Robertson,  R.  S.  Kelsch,  F.  S.  Keith,  E.  Brown,  L.  A.  Hcrdt, 
J.  A.  Shaw. 


SHEP.RIN— PHILLIP,  of  Ottawa,  Ont.  Born  at  Chelmsford,  Eng.,  Jan.  4th, 
1873  Educ,  St.  Edmunds  Coll.,  Ware,  Eng.,  and  Coll.  Feldkireh,  Austria.  1890, 
served  articles  with  his  father  as  architect;  1891,  with  Carron  Iron  Works,  Scotland; 
18  »6,  with  ('.  P.  Kendall  &  Co.,  heating  engrs.,  of  London,  Eng.,  dsgning,  laving  out, 
buying;  1898,  engr.  on  Queen  Gold  Mine,  Rhodesia,  until  Boer  War;  returned  to  Eng- 
land and  took  position  as  agent  anil  engr.  with  A.  ,1.  Kellett,  contractor;  1903,  built 
furniture  works,  buying  all  materials,  installed  power  house,  gas  plant,  etc.;  1905, 
with  Moran  &  Son,  as  agt.  and  engr.  on  Midhurst  Sewerage  Scheme,  later  res.  engr. 
with  VVillcox  &  Raikes,  of  Birmingham  and  London;  1910,  mgr.  of  North  British 
Plumbing  Co.,  carrying  out  the  sanitary  work  of  the  Houses  of  Parliament,  The  Law 
Courts,  etc;  1912,  in  chg.  of  staff  in  Russia,  completing  drainage  and  sanitary  work 
for  Prince  B.  G.  Narischkine;  returned  to  England  and  accepted  position  as  engr. 
with  Moras  A  Stapleton;  191  1,  with  Dept.  of  Interior,  and  at  the  present  time  super- 
vising engr.,  tech.  plant,  Dept.  of  Nat.  Resources,  Intelligence  Branch,  Ottawa. 

References:  G.  G.  Gale,  J.  Murphy,  J.  Blizard,  J.  B.  McRae,  N.  Cauchon. 

SMITH— WILLIAM  NELSON,  of  Winnipeg,  Man.  Born  at  Brattleboro,  Vt.; 
.Tune  5th,  1868.  Educ.,  M.E.,  Cornell  Univ.,  1890.  1894-97,  elec.  engr.,  in  chg.  of 
constrn.,  maintenance  power  plants,  and  roll,  stock,  New  Orleans  Traction  Co.; 
1899-1911,  elec.  traction  engr.,  dsgn.  elec  ry.  layouts,  etc.,  with  Can.  Westinghouse 
Kerr  Co.,  N.Y.;  1912,  consl.  engr.,  with  Wash.  &  Old  Dom.  Ry.,  Washington,  D.C.; 
1911,  consl.  engr.,  S.  F.  &  O.  Ry.;  1915,  consl.  engr.,  Fort  Pitt  Bridge  Works;  1916-18, 
efficiency  engr.,  Amer.  Agric.  Chem.  Co.,  Boston,  improving  steam  power  plants; 
1918,  estimating  for  elec.  power  transmission,  with  S.  10.  Junkins  &  Co.,  Vancouver; 
1918  to  present  time,  consl.  elec.  engr.,  Wpg.  Elec.  Ry.,  Winnipeg. 

References:  S.  E.  Junkins,  T.  K.  Thomson,  E.  J.  Beuglcr,  W.  M.  Scott,  G.  L.  Guy. 

TAIT— ERNEST  LeROY,  of  New  Westminster,  B.C.  Born  at  Duart,  Ont., 
Dec  6th,  1881.  Educ,  undergrad.,  Toronto  Univ.  1902,  field  dfting,  N.  T.  C.  Ry.; 
1903-05,  level  and  transit  man;  1905,  instrumentman  on  gen.  constrn.,  C.  P.  R.,  gen. 
track  work;  1906,  drafting  and  levelman  on  location  of  spiral  tunnels;  1906-08,  levelman 
and  dftsman,  on  B.  C.  Elec  Ry.,  in  chg.  of  constrn.  and  maintenance  of  way;  May 
1918  to  date,  acting  engr.  of  constrn.  and  way. 

References:  F.  S.  Easton,  C.  G.  Moon,  J.  McHugh,  J.  H.  Dcvey,  J.  H.  Kilmer, 
F.  Silverton. 


MORRIS— WILLIA  M  ROBERT  CARNAC,  of  Vernon,  B.C.  Born  at  Madras, 
B.I.  Educ,  Eastbourne  Coll.,  and  private  tuition  <  M.I. CIO.)  Articled  pupil  to 
Sir  Douglas  Fox  and  Partners,  3  yrs.;  asst.  engr.,  to  Sir  D.  Fox,  on  railway,  parlia- 
mentary and  reclamation  work  in  British  Isles,  5  yrs.;  res.  engr.  on  Interoceanic  Ry., 
of  Mexico;  engr.  in  chg.  of  section  of  Galway  &  Clifden  Ry.,  Ireland,  also  of  Liverpool 
Overhead  Ry.  tunnel  for  the  Construction  Co.;  engr.  in  chg.  of  section  of  Great  Cen. 
Rv.;  1898-1903,  engr.  in  chg.  of  Soudbury  Tunnel, and  G.  N.  P.  <fe  B.  R.  R.,  for  S. 
Pearson  &  Son;  1903-06,  engr.  in  chg.,  for  the  London  County  Council,  eng.  dept.,  of 
the  Holborn  to  Strand  improvements;  1907-09,  private  practice  in  B.C.;  1910-15, 
acting  dist.  engr.,  for  the  water  branch,  lands  dept.,  of  B.C.;  1915  to  date,  on  munition 
inspection  in   Montreal,  Imperial  Min.  of   Munitions. 

References:  J.  M.  R.  Fairbairn,  P.  B.  Motley,  W.  M.  Young,  R.  J.  Durley,  P.  W. 
St.  George,  E.   Wragge. 

PATTERSON— HARRY  W.,  of  Windsor,  Ont.  Born  at  Merritton,  Ont., 
Feb.  22nd,  1891.  Educ,  London  Coll.,  I.  C.  S.  (C.  E.  course).  1907-08,  apprenticed 
rodman,  instrumentman,  etc.;  1908-10,  with  F.  W.  Farncombe,  London,  on  sub-div., 
surveys,  paving,  etc.;  1910-11,  rodman,  etc.,  with  C.  P.  R.  Guelph;  6  mos.,  with  Ont. 
div.,  C.  P.  R.,  on  yard  surveys,  bridge  replacements,  etc.;  3  mos  ,  Tavistock  Water 
Works,  on  constrn.,  reservoir,  etc.;  1912-13,  on  layout  and  constrn.  of  underground 
conduits  with  Detroit-Edis  on  Illuminating  Co.;  Feb.  1913,  to  date,  with  Owen 
McKay  on  sub-divs.,  surveys,  prelim,  and  constrn.  of  city  and  township  paving  etc., 
in  Walkerville,  Ford  and  Sandwich. 

References:  O.  McKay,  F.  C.  McMath,  G.  E.  Roehm,  F.  H.  Kester,  M.  E.  Brian, 
O.  Rolfson. 

RICKETTS— SYDNEY  FRANK,  of  Winnipeg,  Man.  Born  at  London,  Eng., 
Jan.  28th,  1883.  Educ,  E.  E.  course,  Finsbury  Tech.  Coll.,  London,  Eng.,  and 
evenings,  Regent  Street  Polytechnic  (A.M.I.E.E.,  England).  1900-03,  shift  engr.,  in 
chg.  sub.  stations,  London  United  Elec.  Tramways  Ltd.;  1904-09,  res.  engr.,  China 
Light  &  Power  Co.  Ltd.,  Canton,  S.  China,  supervision  of  all  work  in  connection  with 
erection  and  operation  of  steam  plants,  etc.;  later  exec,  mgr.,  in  Hong  Kong,  head 
office  of  above  company;  1909-11,  organized  and  managed  machinery  dept.  for  Shewan 
James  Co.,  gen.  importers  and  exporters;  1911-18,  gen.  supt.,  North  Arm,  S.  S.  Co., 
Vancouver,  management  and  supervision  refitting  of  steamers;  1912-16,  in  chg  of 
constrn.  work,  new  power  plant,  City  of  Moose  Jaw,  Sask.;  1916-17,  joint  responsibility 
for  Can.  Gen.  Elec  sub-contract  on  T.  C.  Ry.,  elec.  work,  etc.,  asst.  mech.  supt., 
Ross  Rifle  Co.  (on  economical  research  work),  Quebec,  Nov.  1917,  sales  engr.,  Can. 
Gen.  Elec.  Co.,  Toronto;  1917  to  date,  apparatus  sales  engr.  and  asst.  mgr.,  C.  G.  E., 
Winnipeg  dist. 

References:  E.  V.  Caton,  J. 
Brereton. 


M.  Leamy,   G.   L.  Guy,  E.   Brydone-Jack,    W.  P. 


ROSS— KENNETH  GEORGE,  of  Sault  Ste.  Marie,  Ont.  Born  at  Toronto,  Ont., 
Aug.  2nd,  1884.  Educ,  S.  P.  S.,  Toronto  Univ.,  O.  L.  S.  Is  member  of  firm  Lang  & 
Ross,  Soo,  Out.,  work  including  road  constrn.,  railway  constrn.  contracts,  power 
lines,  highways  bridges,  etc.     Has  recently  returned  from  overseas. 

References:  C.  H.  Rogers,  E.  L.  Cousins,  A.  L.  MacLennan,  W.  Chipman,  J.   W. 
LeB.  Ross,  R.  E.  Chadwick,  R.  S.  McCormick,  A.  H.  Greenlees,  A.  E.  Beck. 


TULLY— ARTHUR  PHILIP  HOLDEN,  of  New  Glasgow,  N.S.  Born  at 
Kentville,  N.S.,  April  25th,  1886.  Educ,  3  yr.  course  in  eng.  at  Univ.  St.  Francois 
Xavier.  1908-12,  dftsman,  N.  T.  C.  Ry.,  St.  John;  1912-18,  with  C.  P.  R.,  as  follows: 
1912-14,  bridge  inspector  in  chg.  of  constrn.  of  Bear  River,  Windsor  and  Weymouth 
Bridges,  also  on  North  Mountain  Ry.;  1916-17,  bridge  and  bldg.  inspector;  May 
1917-1918,  sr.  transitman;  May  1918  to  present  time  with  C.  G.  Rys.,  as  transitman, 
etc. 

References:  C.  O.  Foss,  H.  Longley,  G.  G.  Hare,  C.  C.  Kirby,  R.  Montgomerie, 

B.  Ripley,  J.  L.  F.  Millar. 

TYRELL— JAMES  W.,  of  Hamilton,  Ont.  Born  at  Weston,  Ont.,  May  10th, 
1863.  Educ,  3  yrs.,  S.  P.  S.  General  practice  for  36  yrs.  (Was  formerly  a  Member 
of  The  Institute.) 

References:  E.  R.  Gray,  A.  F.  Macallum,  W.  F.  Tye,  N.  Cauchon,  R.  W.  Leonard. 

VENNEY,  LEONARD  THOMAS,  of  Windsor,  Ont.  Born  at  Brockville,  Ont., 
Feb.  29th,  1888.  Educ  B.A.Sc,  Univ.  of  Tor.,  1911;  D.  L.  S.;  1907,  (6  mos.),  asst.  on 
exploration  work  in  mining  district,  Northern  Ontario;  1908-9,  field  dftsman,  H.  B.  Ry.; 
1910  (7  mos.),  dftsman  &  inst'man  in  chg.  of  residenevs  Nos.  35  and  36,  N.  T.  Ry.; 
1911-12,  in  chg.  of  20  miles  of  constrn.,  Algoma  Central  Ry.;  1912-13,  asst.  to  F.  M. 
Eagleson,  Winchester  Ont.;  1913-15,  on  D.  L.  Surveys;  1915-16,  mine  surveyor  with 
Hollinger  Gold  Mine,  Timmins,  Ont.;  1916-17,  with  Aluminum  Co.  of  America,  on 
constrn.  of  town  and  plant  at  Badin,  N.C.;  on  constrn.  of  Yadkin  Narrows  Dam 
and  investigations  for  Yadkin  Falls  Dam;  1917  to  date,  with  Can.  Steel  Cor.,  Ojibway, 
Ont.,  on  estimates  and  design  of  sewers,  water  supply  system,  etc 

References:  A.  E.  Eastman,  C.  B.  Thome,  H.  Thorne,  R.  S.  McCormick,  P, 
Gillespie,  J.  Armstrong,  J.  S.  Nelles. 

WALCOTT— WILLIAM  DANIEL,  of  Toronto,  Ont.  Born  at  Lucea,  Jamaica, 
May  31st,  1887.  Educ,  B.A.Sc,  Toronto  Univ.,  1912.  1909  (5  mos.),  asst.  chemist, 
Can.  Iron  Corp.,  Midland;  1910,  shop  work,  etc  ,  Can.  Foundry,  Toronto  ;1911  (5  mos)., 
dftsman,  C.  N.  R.,  Winnipeg;  1912,  structural  dftsman,  Dom.  Bridge  Co.,  Montreal; 
1912-13  (9  mos),  dftsman,  Can.  Foundry,  Toronto;  1913  (3  mos.),  topog.  on  survey, 
Hydro  Elec.  Power  Comm.;  1913-14  (6  mos.),  estimator,  roadways  dept.,  Toronto; 
1914-15,  read  locating  engr.,  and  dept.  surveyor,  D.  P.  W.,  Jamaica;  1915  (7  mos.),  res. 
engr.  on  canal  constrn.;  Jan.  1916-Julv  1917,  with  C.  10.  F.;  1917-18,  constrn.  engr., 
Standard  Chem.  Iron  &  Lumber  Co.,  Toronto;  July-Dec  1918,  estimator,  Can. 
Aeroplanes  Ltd.;  Dec.  1918  to  date,  asst.  laboratory  engr.,  Hydro  Elec.  Power  Comm., 
Toronto. 

References:  E.  B.  Merrill,  M.  A.  Stewart,  J.  H.  Curzon,  P.  Gillespie,  R.  B.  Y'oung 

WARING  — JAMES  ATKINSON  WILLIS,  of  St.  John,  N.B.  Born  at 
St.  John,  N.B.,  Jan.  3rd,  1875.  Educ,  grammar  school.  1891-94,  apprentice 
machinist  and  architect;   1891-95,   marine  engr.,   B.W.I.   Govt.;   1895-97,  machinist, 

C.  P.  R.;  1898-1900,  rodman  and  dftsman,  C.  P.  R..  St.  John,  N.B.;  1900,  machinist, 
Westgarth  Furness  Co.,  and  Bhiir's  Ship  Yard,  England;  1901  to  date,  dftsman,  res. 
engr.  and  asst.  engr.,  C.  P.  R.,  St.  John. 

References:  J.  H.  Barber,  C.  L.  Wetmore,  C.  C.  Kirby,  G.  G.  Murdoch,  G.  S. 
Baxter. 


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241 


WHEATLEY— JAMES  HOWARD,  of  Westmount,  Que.  Born  at  Troy,  N.Y., 
July  Ut,  1890.  Educ,  B.Sc.  (M.E.),  McGill  Univ.,  1912.  Machine  shop  training  in 
Montreal  plants  of  Steel  Co.  of  Canada;  several  months  with  Robt.  W.  Hunt  &  Co., 
as  inspector,  supervising  mfr.  of  railway  and  gen.  industrial  equipment;  with  Northern 
Elec.  Co.,  1912-15,  in  the  cable  eng.  dent.,  including  the  design  and  mfr.  of  elee.  power, 
telegraph,  signal  cable  and  wires,  etc.;  Feb.  1916-July  1918,  with  British  Munitions  Co., 
Verdun,  Que.,  organizing  and  in  chg.  of  eng.  dept.,  including  design  of  gauges,  jigs, 
etc.;  later  factory  supt.  in  chg.  of  production,  etc.;  From  July  191S  with  C.  E.  F., 
and  at  the  present  time  is  not  employed. 

References:  H.  M.  Lamb,  E.  Brown,  C.  M.  McKergow,  H.  M.  Goodman,  A.  R. 
Roberts,  J.  S.  Cameron,  C.  Warnock. 

WHITMAN— CLYDE  OLIVER,  of  Sault  Ste.  Marie,  Ont.  Born  at  New 
Albany,  N.S.  May  11th,  18S9.  Educ,  2  yrs.,  app.  science,  Acadia  Univ..  1917. 
Aug.  1910-Sept.  1914,  maintenance  dent.,  C.  P.  R.,  as  stenographer  and  clerk;  9  mos. 
in  res.  engr's.  office  and  doing  gen.  rodman's  work;  summer  1916,  on  eng.  staff,  Cape 
Split  Development  Co.,  instrumentman,  keeping  records  of  tides,  etc.;  1915  (6  mos.), 
on  field  eng.  staff,  Algoma  Steel  Corp.,  Sault  Ste.  Marie,  as  rodman;  Oct.  1917,  to  date, 
instrumentman  on  maintenance  and  constrn. 

References:  W.  W.  Benny,  L.  M.  Jones,  J.  Bowie,  H.  W.  Harris,  B.  E.  Barnhill, 
N.  L.  Somers,  L.  R.  Brown. 

FOR  TRANSFER  FROM  THE  CLASS  OF  ASSOCIATE   MEMBER  TO  THAT 

OF  MEMBER 

CRAIG— JOHN  CORMACK  (Major),  D.S.O.,  of  Vancouver,  B.C-  Born  at 
Aberdeen,  Scotland,  July  10th,  1874.  Educ,  Robt.  Gordon  Coll.,  1890-93, 
apprentice,  Hall  Russell  &  Co.,  shiobldrs.,  and  engrs.;  1894-1900,  apprentice  and  gen. 
asst.  to  city  engr.,  Aberdeen;  1900-03,  asst.  res.  engr;  1903-05,  asst.  engr.,  under 
J.  W.  D.  Bradley,  London,  Eng.,  in  chg.  of  reconstrn.  of  sewers,  etc.;  1905-08,  res. 
engr.,  P.  W.  D.,  on  constrn.;  1908-13,  res.  engr.,  in  chg.  of  harbor  extension  works, 
etc.;  1914  (4  mos.),  dftsman,  P.  C.  E.  Ry.,  Vancouver;  Oct.  1915-1916,  capt.,  front  line 
trenches,  tunnelling  roads,  light  railways,  etc.;  1916  to  1918,  Major,  ch.  engr.  and  2nd 
in  command  of  Railway  Troops;  1918  to  present  time,  asst.  director  of  constrn.,  light 
ry.  section  (awarded  D.S.O.  and  3  times  mentioned  in  despatches). 

References:  G.  R.  G.  Conway,  P.  R.  Warren,  J.  Callaghan,  A.  D.  Creer,  R.  F. 
Leslie. 

CRAIG— JOHN  DAVIDSON,  of  Ottawa,  Ont.  Born  at  Kingston,  Ont.,  Jan. 
30th,  1876.  Educ,  B.A.,  1897,  B.Sc.  (mining),  1900.  Queen's  Univ.,  D.L.S.  Summer 
1899,  assayer's  asst.,  Greenwood,  B.C.;  1901,  articled  pupil,  D.L.S. ;  1900-02,  on  staff  of 
surveyor-general,  Ottawa,  drafting,  gen.  tech.  office  work,  etc.;  1901,  inspector  of 
contracts,  Dom.  Land  Surveys,  Man.  and  Sask.;  1905,  attache,  representing  Can. 
Boundary  Comm.  on  U.  S.  party,  Alaska  survey;  1905-08,  on  survey  of  boundary 
between  Alaska  and  B.C.;  1909-13,  in  chg.  for  Canada,  of  survey  of  boundary  between 
Alaska  and  the  Yukon;  1914-17,  asst.  supt.,  geodetic  survey;  1918  to  date,  engr.  with 
the  Internat.  Boundary  Comm.,  Ottawa. 

References:  J.  J.  McArthur,  C.  A.  Bigger,  C.  R.  Coutlee,  J.  B.  Challies,  S.  J. 
Chapleau,  G.  B.  Dodge,  H.  B.  R.  Craig. 

DRYSD ALE—  WILLIAM  FLOCKHART,  of  Paris,  France.  Born  at  St; 
Andrews  East,  Que.,  July  16th,  1881.  Educ,  private  tuition,  B.Sc,  McGill  Univ. 
1904.  1899-1904,  apprentice  with  G.  T.  P.  Ry.;  1901-05,  dsgn.  and  cajculating  loco- 
motives for  American  Locomotive  Co.,  Schenectady;  1905-08,  cost  estimating  engr., 
Am.  Locomo.  Co.,  N.  Y.  C;  1905-08,  asst.  to  ch.  engr.,  on  elec  locomo.  and  trucks, 
shop  machinery  and  power;  1908-11,  power  engr.  of  all  plants  of  Am.  Loco.  Co.; 
1911-14,  mech.  engr.  and  asst.  supt.  of  motor  power,  Ferrocarilde  Costa  Rica,  C.  A.,  and 
Northern  Ry.  of  Costa  Rica;  dsgning  and  erecting  re-inforced  concrete  bldgs.,  for 
United  Fruit  Co.,  in  Costa  Rica;  snecial  observation  car,  new  loco,  and  car  shops, 
etc.;  1914-15,  asst.  to  works  mgr.,  Steel  Co.  of  Canada;  1915-16,  asst.  to  vice-pres., 
Am.  Loco.  Sales  Corp.,  N.  Y.;  July  1916  to  date,  special  engr.,  representative  in 
Europe,  having  chg.  of  all  contracts  and  erection  of  loco,  for  France  and  Italy. 

References:  F.  S.  Keith,  F.  A.  McKay,  F.  B.  Brown,  A.  Roberts,  H.  H.  Vaughan, 
H.  M.  Jaquaya. 

ELLIOT— LAURIE  BENJAMIN,  of  Edmonton,  Alta.  Born  at  Dartmouth, 
N.S.,  May  16th,  188.3.  Educ,  B.Sc,  Dalhousie  Univ.,  1903,  private  study  and 
I.  C.  S.  1903-04,  2nd  asst.  engr.,  city  engr's  office,  Halifax,  N.S.;  1904-09.  with  T.  C. 
Ry.,  as  rodman,  leveller,  transitman,  res.  engr.;  1909,  engr.  in  chg.  of  party,  C.  P.  R. 
irrigation  dept.;  1909-10,  asst.  engr.,  P.  W.  D.,  Calgary;  1910-12,  acting  diat.  engr., 
P.  W.  D.,  Canada,  Calgary;  1912-to  date,  dist.  engr.,  P.  W.  D.,  Edmonton. 

References:  J.  L.  Cot6,  D.  Donaldson,  A.  T.  Fraser,  R.  J.  Gibb,  A.  W.  Haddow. 

MOORE— ERNEST  VIVIAN,  of  Montreal.  Born  at  Peterboro,  Ont.  July 
2.3rd,  1878.  Educ,  B.Sc,  McGill  Univ.,  1900.  1901-03,  asst.  engr.,  Dept.  of  Rail- 
ways 4  Canals,  on  Port  Colborne  Entrance  improvements;  1901-05,  research  work 
connected  with  mfr.  of  peat  fuel;  1916-17,  built  and  managed  plant  of  the  Joliette 
Steel  Co.;  Sept.  1917-Jan.  1918,  consl.  engr.,  Montreal;  Feb.  1918  to  date,  consl. 
engr.,  Peat  Committee  of  the  Ont.  and  Dom.  Govts.,  in  full  chg.  of  investigations. 

References:  R.  A.  Ross,  B.  F.  Haanel,  F.  S.  Keith,  F.  B.  Brown,  J.  M.  R. 
Fairbairn. 

FOR  TRANSFER  FROM  CLASS  OF  JUNIOR  TO  HIGHER  GRADE 

DALZIEL— WILLIAM,  of  Montreal.  Born  at  Summerside,  P.E.I.,  Aug. 
1st,  1885.  Educ,  B.Sc,  Queen's  Univ.,  1913.,  accounting  and  commercial  law. 
Was  with  accounting,  eng.  and  commercial  firms  for  9  yrs.;  1  yr.  machine  shop  work 
and  1  yr.  mech.  dftsman;  engr.  in  chg.  of  constrn.  and  hydraulic  power  plants  under 
Henry  Holgate;  1915-16,  efficiency  and  constrn.  engr.,  Ross  Rifle  Co.;  Jan. -July 
1916,  asst.  inspector  of  ammunition.  Imperial  Ministry  of  Munitions;  July-Nov.  1916, 
dist.  inspec  of  ammunition,  Montreal  dist  ;  1916-18,  inspec  of  shell  components,  etc., 
Nov.  1918  to  present  time,  mech.  supt.,  Caron  Bros.,  Longue  Pointe. 

References:  H.  Holgate,  H.  II.  Vaughan,  R.  J.  Durley,  J.  L.  Allison,  H.  M.  Jaquays, 
S.  F.  Rutherford. 


McLAREN— WALTER  CORNING,  of  Toronto,  Ont.  Born  at  Buckingham, 
Que.,  Feb.  15th,  1887.  Educ,  McMaster  Univ.  1906-07,  topo.  N.  T.  C.  Ry.;  1908-09, 
rodman  on  constrn.,  G.  T.  P.  Ry.;  1909,  instrumentman  on  constrn.;  1911-13,  res. 
engr.,  C.  N.  P.  Rv.;  1913-14,  instru'man,  K.  V.  Ry.;  1916,  instru'man,  on  Toronto 
Harbor,  with  T.  Stewart  Constrn.  Co.;  1917,  inspector,  reinforced  concrete  subway, 
C.  P.  Ry.;  1918  to  date,  dftsman,  estimating,  res.  engr.,  C.  N.  R.  and  H.  &  S.  F.  Ry., 
Toronto. 

References:  A.  F.  Stewart,  H.  T.  Hazen,  J.  R.  MacKenzie,  S.  H.  Sykes,  R. 
Ferguson. 

OLIVER— STUART  ERSKINE,  of  Quebec.  Born  at  Quebec,  Feb.  23rd,  1888. 
Educ,  B.Sc.  (C.E.),  McGill  Univ.,  1911.,  Q.  L.  S.,  1914.  Summers  1906-10,  rodman, 
and  leveller  on  prelim,  and  locative  surveys.  C.  N.  R.,  T.  C.  and  Que.  Ry.  Light  & 
Power  Co.:  1911-12  (9  mos.)  transitman  and  ch.  of  party  on  surveys  Q.  E.  Ry.;  1912-13 
(7  mos.)  ch.  of  party,  C.  &  G.  T.  Ry.;  1913-14,  with  Evans  &  Oliver,  consl.  engrs.  and 
land  surveyors;  1915,  res.  engr.,  transmission  line  constrn.,  Laurentian  Power  Co,. 
1916  (3  mos.),  surveys  for  same  company;  1916  to  date,  res.  engr..  Que.  &  Sag.  Ry.,  on 
constrn. 

References:  E.  A.  Evans,  J.  Ruddick,  S.  S.  Oliver,  E.  S.  Holloway,  A.Dick. 
W.  Lefebvre. 

PERRIE— WILLIAM  WALLACE,  of  Hamilton,  Ont.  Born  at  Hamilton,  Ont., 
June  3rd,  1894.  Educ,  private  tuition,  high  school  and  I.  C.  S.  (C.E.).,  O.  L.  S.,  1917. 
Since  April  1913,  with  MaeKav,  MacKay  &  Webster,  Hamilton,  as  follows:  3  yrs., 
apprentice;  1914  (6  mo3.),  field  engr.,  on  sewer  constrn.,  London,  Ont.;  since  1914, 
has  been  in  chg.  of  gen.  county  and  township  eng.  work  and  surveying,  including  dsgn. 
and  constrn  of  roads,  bridges,  etc.;  and  at  the  present  time  is  carrying  on  gen.  civil 
eng.  and  surveying  practice  with  MacKay,  Mackay  &  Perrie. 

References:  E.  H.  Darling,  F.  W.  Paulin,  W.  B.  Ford,  J.  Taylor,  J.  B.  Nicholson, 
E.  R.  Gray. 

FOR  TRANSFER  FROM  ASSOCIATE  TO  HIGHER  GRADE 

GRUNSKY— HERMAN  WASHINGTON,  of  Ottawa,  Ont.  Born  at  Stockton, 
Cal.,  Jan.  16th,  1873.  Educ,  A.  B.  Standford  Univ.,  1S99,  LL.B.,  Harvard  Law 
School.  1903,  passed  exam,  given  by  the  U.  S.  Dept.  of  Agric  (Irrigation  Branch),  as 
Irrigation  Engineer.  1910-12.  in  chg.  of  irrigation  investigations  (U.  S.  Dept.  of 
Agric).  Oregon;  1912,  directed  dutv-of-water  investig'ns,  in  Deschutes  River  Basin; 
also  directed  preparation  of  special  reports  on  irrigation  in  Oregon  for  the  Div.  of 
Irrigation,  Washington.  D.  C.j  reported  under  Dr.  Portier,  on  arid  parts  of  B.C.,  to 
the  B.C.  lands  dept.;  1912-13,  in  chg.  of  prep,  of  annual  report  of  B.C.  water  rights 
Branch;  1912-14,  specialized  on  water  power  administrative  problems  in  B.C.,  being 
major-author  of  the  B.C.  water  rental  regulations,  including  tech.  features.  Since 
1914,  legal  advisor  on  water  power  matters,  Dept.  of  Interior,  Ottawa,  covering  eng. 
and  economic  aspects. 

References:  R.    A.    Ross,   J.    B.    Challies,   H.  G.  Acres,  A.  Amos,  F.  H.Peters. 

FOR  TRANSFER  FROM  CLASS  OF  STUDENT  TO  HIGHER  GRADE 

BOISSEAU— LOUIS  JOSEl'H  GUSTAVE,  of  Montreal.  Born  at  Montreal, 
Oct.  29th.  1892.  Educ,  B.A.Sc,  Boole  Poly.,  1916.  1913  (vacation),  on  constrn.  of 
roads;  1915,  on  survey  of  Quebec  harbor,  in  chg.  of  soundings;  since  June  1916,  with 
Quebec  Streams  Comm.,  as  follows:  1916,  transitman  and  ch.  of  party  on  survey  of 
Lake  Kenogami;  1917,  in  complete  chg.  of  survey  near  Great  Lake  Jacques-Cartier; 
later  was  engaged  in  gauging  of  rivers,  and  at  the  present  time,  supervisor  of  constrn. 
of  Lake  Burle  storage  (lain. 

References:  O.  Lefebvre,  A.  Surveyer,  A.  O.  Bourbonnais,  H.  Massue, 
L.  Hurtubisc. 

LuCLAIR—  WILLIAM  JAMES  (Capt),  of  Ottawa,  Ont.  Born  at  Ottawa, 
Aug.  21th,  1891,  Educ,  matric.  for  McGill  Univ.,  1  yr.  Queen's  Univ.,  and  C.E. 
course  in  S.  P.  S.  Was  for  several  yrs  in  the  water  power  development  and  power 
house  constrn.  of  the  Bronson  Co.,  Ottawa  Power  Co.,  and  Ottawa  Elec.  Co.,  at  Ottawa; 
6  yrs.  in  the  P.  W.  D.,  of  Can.,  latterly  as  asst.  engr.  in  chg.  of  work;  for  the  past 
3  yrs.,  Tech.  officer  in  the  Can.  Forestry  Corps,  in  Britain  and  France. 

References:  C.  R.  Coutlee,  S.  B.  Johnson,  J.  B.  McRae,  J.  Murphy,  A.  McDougall. 

McNEICE— LEONARD  G.,  of  Wallaceburg,  Ont.  Born  at  Draper  Township, 
Ont.,  May  31st.  1S90.  Educ,  B.Sc,  Queen's  Univ.,  1913.  0  mos.  apprentice  on  Dom. 
land  surveys;  1913-11.  transitman  on  A.  &  H.B.Ry.;  1914-16,  asst.  with  Chipman  & 
Power,  Toronto;  1910,  to  present  time.  mgr.  of  Wallaceburg  Hydro-Elec  System, 
water  works  supt.  and  town  engi.,    Wallaceburg. 

References:    W.  Chipman,  J.  A.  McPhail,  L.  Malcolm,  G.  H.  Power,  E.  M.  Proctor. 

SCOTT— EDWIN  HARRY,  of  Toronto,  Ont.  Born  at  Belmont,  Ont.,  May, 
28th.  1NX9  Educ  .  HAS-,  Toronto  Univ.,  1915.  With  Algoma  Steel  Corp.;  1910 
(3  mos),  rodman,  inspector,  etc.;  1911,  rodman  on  constrn.,  C.  N.  R.;  1911  (3  mos.) 
with  A.  C.  Ry.,  as  instr'man  and  inspector;  1914,  location  rodman,  C.  N.  R.; 
Sept. -Oct.  1915,  ballasting  instr'man,  etc,  C.  N.  R.;  1915-18,  on  active  service;  and  at 
the  present  time  with  Can.  Nat.  Rys.,  as  instr'man. 

References:  A.  F.  Stewart,  H.  K.  Wicksteed,  P.  Gillespie,  C.  R.  Young,  T.  R. 
Louden. 

THORN — GEORGE  OLIVER,  of  Saskatoon,  Sask.  Born  at  Bristol,  Eng., 
Dec.  12th,  lssc.  Educ,  B.Sc.  (C  E.),  Sask,  Univ.,  1916.  1906-10,  mason  on  bldg. 
constrn.;  1912.  in  city  engr's  dept..  Saskatoon;  1913,  inspector  of  sidewalks,  sewer  and 
water  mains;  1914  (7  mos),  inspector,  testing  cement  and  gravel  and  in  chg.  of  pouring  of 
concrete;  since  May  1910,  lieut.  in  Can.  Engrs.,  at  present  awaiting  discharge. 

References:  A.  R.  Grcig,  G.  T.  Clark,  H.  Mel.  Weir,  J.  E.  Underwood .  W.  M. 
Stewart. 

WILLIAMS— JACK  NORTH  MORE,  of  Paris.  Ont.  Born  at  Burlington, 
Ont.,  July  29th.  1892.  Educ  ,  B.A.Sc,  Toronto  Univ.,  1915.  With  Tyrrell  &  Mackay, 
engr.  and  surveyors,  Hamilton,  15  mos.,  as  rodman,  instrumentman,  etc;  later  with 
C.  N.  H.,  as  rodman  on  constrn.  (5  mos.);  asst.  dsgnr  and  inspector  with  Frank  Barber, 
consl.  engr.,  Toronto  (6  mos);  later  engr.  with  Wells  &  Gray,  engrs.  and  contrs., 
Toronto;  1915-18,  with  O.  E.  F.  on  active  service;  at  present  time,  principal  asst.  engr. 
on  constrn.  of  Paris  dam  for  the  Foundation  Co.  Ltd.,  Montrea 

References:  F.  Barber,  R.  E.  Chadwick,  P.  Gillespie,  J.  Rankin,  F.  W.  Paulin, 


242 


JOURNAL     OF    THE    ENGINEERING    INSTITUTE     OF      CANADA 


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profession  and  to  every  branch  of  the  profession. 


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Operates  by  Single-Phase  Commutator  Motors  (Systemo  de  freinago  avee 
recuperation  d'energie  pour  vehicules  actionnes  par  moteurs  monophases 
a  collccteur).  Behn-Eschenburg.  Revue  Geri£rale  de  1' Electricity,  vol.  4 
no.  23,  Dec.  7,  1918,  pp.  877-881  5  figs.  Description  and  theory  of  system 
adopted  at  Oerlikon  Construction  Works  for  the  St.  Gothard  locomotives, 
which  permits  operation  of  brakes  with  recuperation,  at  all  loads  and  speeds. 
A  coil  of  known  reactance  is  only  apparatus  added  to  normal  installation 
of  motor.  Also  abstracted  in  Eicon.,  vol.  81,  no.  2118,  Dec.  20,  1918,  pp. 
708-710,  4  figs. 

Coasting  Clock.  The  Electric  Coasting  Clock.  Ry.  &  Locomotive  Eng.,  vol. 
32,  no.  1,  Jan.  1919,  pp.  22-23,  3  figs.  Instruments  which  records  actual 
number  of  minutes  an  electric  train  is  operated  without  use  of  power  or  brakes. 

Government  Ownership.  Public  Ownership  the  Obvious  Policy  for  Electric  Hail- 
ways,  Richard  McCuIlough.  Elec.  News,  vol.  28,  no  1,  Jan.  1,  1919,  pp. 
27-28,  Analysis  of  present  situation;  advantages  of  public  ownership  to 
public  and  investor      Paper  before  Elec.   Ry.  Assn 

Locomotives.  Oscillations  of  Electric  Locomotives  (Oscillations  des  locomotives 
e4ectriques),  P.  Leboucher.  Revue  Generale  de  l'Electricito,  vol.4.  No.  24, 
Dec'  1918,  pp.  914-930,  35  figs.  Mathematical  analysis  of  forces  developed 
in  members  when  continuous  torque  is  transmitted  by  a  crank  The  different 
dispositions,  adopted  in  electric  locomotives  of  this  class  are  considered 
separately.  Writer  shows  that  the  combination  of  crank  and  connecting  rod 
gives  rise  to  serious  vibrations  of  chassis;  he  advocates  suppression  of  this 
mode  of  transmission  on  electric  locomotives. 

Motor-Generator  Sets.  Performance  of  Motor-Generator  Sets  for  the  Chicago 
Milwaukee  &  St.  Paul  Ry.,  F.  T.  Hague.  Elee.  JL,  vol.  Hi,  no.  2,  Feb. 
1919,  pp.  47-52,  11  figs.  Power-factor  curves  of  synchronous  motor,  tempera- 
ture curves  at  full  load,  and  1.5  load,  and  direct  current  short-circuit  test  at 
9.25  load.  Special  reference  is  made  to  eommutating  machinery  of  large  units. 

Track  Circuits.  The  influence  of  Zinc  Ties  on  Track  Circuits,  Ry.  Age,  vol.  6fi, 
no.  5,  Jan.  31,  1919,  pp.  305-306.  Report  of  discussion  at  the  convention  of 
Ry.    Signal   Assn. 

Leakage  Resistance  of  Electric  Railway  Roadbeds,  E.  R.  Shepard. 
Elec.  Ry.  JL,  vol  53,  no.  4,  Jan.  25,  1919,  pp.  172-178,  7  figs.  Results  of 
tests  covering  a  period  of  more  than  three  years  made  upon  railway  tracks 
in  Washington,  D.  C,  and  upon  short  sections  of  experimental  track  on  the 
Bureau  of  Standard  grounds. 

ELECTRIFICATION 

Advantages.  Railroad  Electrification  Facts  and  Factors,  A.  J.  Manson.  Ry. 
Elec.  Engr.,  vol.  10,  no.  1,  Jan.  1919,  pp.  3-4,  1  fig.  Reason  for  adoption  of 
electric  motive  power  and  advantages  obtained  from  its  use. 

C.  M.  &  St.  P.  Chicago,  Milwaukee  and  St.  Paul  Electrification  in  Washington 
W.  A.  Scott,  Elec.  Rev.,  vol  74,  no.  1.  Jan.  4,  1919,  pp.  If, IK,  1  fig.  Prin- 
cipal features  of  power  feeder  and  trolley  lines,  substation  and  locomotive 
equipment. 

France.  The  Partial  Electrification  of  the  French  Southern  Railway  (electrification 
partielle  des  ehemins  de  fer  de  la  Compagnie  d'Orleans).  G6nie  Civil,  vol. 
74,  no.  1,  Jan.  4,  1919,  pp.  4-9,  4  figs.  Program  of  the  Paris  &  Orleans  R.  H. 
Conference  before  the  Society  d'Encouragement  pour  l'lndustrie  Nationale. 

Sot  tii  Africa.  S.  A.  R.  Annual  Report.  S.  A.  Min.  JL  &  Eng.  Rec.  vol.  28,  pt 
l.iio.  1416,  Nov.  16,  1918,  pp.  227-228.  Electrification  and  control  of  shipping 
in  South  African  Railways.  From  report  of  general  manager  of  railways 
and  harbors. 

Western  States.  Transportation  and  Western  Power  problems,  John  II.  Lewis, 
Jl.  Elec,  vol.  42.  no.  1,  Jan.  1,  1919,  pp.  14-15.  Suggestions  in  roKiinl  to 
railway  electrification  and  development  of  navigable  streams. 

KQUIPMENT 

Cinder-Handling  Plant.     A    New    Type   ol    Locomotive   Cinder-Handling    Plant, 

Ry.  Age,  vol.  (SB,  no.  5,  Jan. 31,  1919,  pp. 319-320,  2  figs  Description  of  a 
plant  for  the  Pittsburg  and  Lake  Erie  .'it  Hasleton  Yard,  Youngstown,  ()., 
which  includes  an  inclined  hoistway  to  a  storage  bin. 


Coaling  Station.  New  Philadelphia  and  Reading  Coaling  Station.  Ry.  Rev 
vol.  64,  no.  5,  Feb.  1,  1919,  pp.  174-170,  6  figs.  Plant  arranged  to  handle 
both  anthracite  and  bituminous;  elaborate  sand-handling  features;  general 
description  of  what  is  believed  to  be  the  largest  concrete  coaling  station  in 
the  world. 

FOREIGN 

British.  British  Railways  Under  War  Conditions.  Engineer,  vol.  126,  no.  3283, 
Nov.  29,  1918,  pp.  454-455,  Railwaymen  with  the  colors.       (Tenth  Article). 

Government  Ownership,  British.  Nationalization  of  British  Railways.  Ry.  Gaz., 
vol.  29,  no.  24,  Dec.  13,  1918,  pp.  671-674,  1  fig.  Factors  bearing  on  policy 
of  railroad  Government  ownership;  discussion  of  basis  for  arriving  at  price 
which  will  be  fair  alike  to  state  and  shareholders. 

Peru.  Peru  and  Its  Principal  Railways,  Clayton  Sedgwick  Cooper,  Ry.  Rev.,  vol. 
64,  nos.  1  &  2,  Jan.  4  and  11,  1919,  pp.  1-5,  6  figs,  and  pp.  61-65,  8  figs. 
Geography  and  history  of  railway  construction  in  Andes. 

LOCOMOTIVES 

Mkitish  Express.  The  New  Express  Engines  of  the  London  &  South- Western  Rail- 
way. Ry.  Gaz.,  vol.  29,  no.  14,  Dec.  13,  1918,  pp.  662-669,  13  figs.  Sec- 
tional drawings,  photographic  illustrations,  general  dimensions  and  data 
of  4-6-o  passenger  locomotives  recently  completed  at  Eastleigh   Works. 

Diesel-Electric.  Diesel-Electric  Locomotives  (Automotrices  Diesel-electriques) . 
Bulletin  Technique  de  la  Suisse  Romande,  year  44,  nos.  14,  15,  16  and  17, 
July  13  and  27,  Aug.  10  and  24,  1918,  pp.  129-132,  137-140,  145-149  and  157- 
158,  13  figs.  Extensive  descriptions  of  mechanical  arrangement  and  elec- 
trical schemes.  A  Diesel  engine  operates  a  d.  c.  dynamo;  current  from  the 
dynamo  feeds  traction  motors;  Ward-Leonard  system  followed.  Abstract 
in  Revue  Generale  de  l'Electricito,  vol.  4,  no.  23,  Dec.  7,  1918,  pp.  891-896, 
6    figs. 

Feedwater  Heating.  Locomotive  Feed  Water  Heating.  H.  S.  Vincent.  Ry. 
Mech.  Eng.,  vol.  93,  no.  1,  Jan.  1919,  pp.  44-47,  4  figs.  Discussion  of  exhaust- 
steam  and  waste-gas  methods  of  pre-heating  for  locomotive  boilers.  (Sec- 
ond article  ) 

Fireboxes.     A    New   Departure   in   Firebox   Construction.     Ry.   Rev.,   vol.   64,   no. 

2,  Jan.  11,  1919,  pp..  47-51,  5  figs.      Means  of  taking  advantage  of  pricniple 
of  radiant  heat  transfer. 

Lubricators.  Force  Feed  Lubricator.  Ry.  &  Locomotive  Eng.,  vol.  32,  no.  1,  Jan. 
1919,  pp.  11-12,  1  fig.  Records  obtained  with  Schlacks  system  of  forced- 
feed  lubrication  as  applied  to  locomotives. 

Mallet.  The  U.  S.  Standard  Light  Mallet  Type  Locomotive.  Ry.  Age,  vol.  66, 
no.  5,  Jan.  31,  1919,  pp.  290-292,  4  figs.  2-6-6-2  wheel  arrangement  with 
weight  on  drivers  of  358,000  lb.  and  tractive  effort,  compound,  of  80,0001b.. 
Description  with  principal  data  and  drawings. 

Mallet  Type   Locomotive  for   Utah   Railway.     Ivy.   Rev.,   vol.   64.   no. 

3,  Jan.  18,  1919,  pp.  85-86,  1  fig.     Description  with  principal  data  of  arti- 
culated compound  built  for  heavy  freight  and  pusher  service. 

Mountain  Type.  Mountain  Type  Locomotives  for  the  Atchison,  Topeka  &  Santa 
Fe.  Ry.  &  Locomotive  Eng.,  vol.  32,  no.  1,  Jan.  1919,  pp.  3-4,  1  fig.  Par- 
ticulars of  4-8-2  type  recently  completed  at  Baldwin  Locomotive   Works. 

New  Zealand  Narrow  Gage.  Express  Locomotives  for  3-ft.,  6-in.  Gauge.  En- 
gineering, vol.  100,  no.  2760,  Nov.  22,  1918,  pp.  576-579,  31  figa.  Principal 
data,  drawings  of  details,  test  results  and  general  description  of  certain  loco- 
motives on  New  Zealand  Government  Railways. 

Pennsylvania  2-10-2.  Heaviest  2-10-2  Type  Built  for  Pennsylvania  Lines.  Ry. 
Age,  vol.  00,  no.  4,  Jan.  24,  1919,  pp.  249-251,  4  figs.  Principal  data,  drawings 
and  description. 

Rock  Island  2-10-2.  Rock  Island  2-10-2  Locomotive.  Ry.  Mech.  Eng.,  vol.  93, 
no.  1,  Jan.  1919,  pp.  41-43,  5  figs.  New  designs  cf  cab  and  spark  arrester; 
grease  lubrication  used  on  crossheads  and  trailer. 

Stokers.  New  Locomotive  Stoker  Tested  Out  on  Erie.  Ry.  Age,  vol.  66,  no.  3, 
Jan.  17,  1919,  pp.  202-204,  4  figs.  Mechanical  distribution  of  coal;  maintains 
light  fire  and  reduces  cinder  and  standby  losses. 

The  Elvin  Mechanical  Stoker  for  Locomotives.  Ry.  Rev.,  vol.  64, 
no.  4,  Jan.  25,  1919,  pp.  132-134,  4  figs.  Imporatnt  features  are  minimum 
power  requirements  and  a  mechanical  means  of  fuel  distribution. 

Switches,  Geared.  Lima  Locomotive  in  Switching  Service  With  the  Tennessee 
Coal,  Iron  and  Railway  Company.  Ry.  and  Locomotive  Eng.,  vol.  32, 
no.  1,  Jan.  1919,  pp.  10-11,  2  figs.  Service  given  by  geared  locomotive  switch- 
ing; its  special  advantages. 

Tenders  Canadian  Pacific  Railway  Locomotive  Tenders.  Can.  Ry  &  Marine 
World,  no.  251,  Jan.  1919,  pp.  11-12,  4  figs.  Coal  container  with  slope  and 
bottom  sheets  independent  of  tank.  Coal  automatically  delivers  itself  at 
shovel  sheet  without  coal  passer. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


243 


Thermic  Siphons .  Chicago,  Milwaukee  &  St.  Paul  Railway  Test  of  Locomotive 
equipped  with  the  Nicholson  Termic  Syphons.  Hy.  &  Locomotive  Eng., 
vol.  32,  do.  1,  Jan  1919,  pp.  7-9,  1  fig.  Principal  dimensions,  data  and  per- 
formances of  two  engines.  Firebox  of  one  as  equipped  with  Nicholson 
thermic  syphons  supporting  brick  arch;  other  had  ordinary  type  of  arch 
supported  on  four  3-in.  arch  tubes. 

Tires.  Shrinkage  of  Locomotive  Tires.  Ry.  Gaz.,  vol.  29,  no.  25,  Dec.  20,  191s,  pp. 
703-704,  1  fig.  Methods  adopted  at  Doncaster  Works  for  determining  tire 
shrinkage  and  for  checking  allowance  for  tires. 

U.  S.  Standard.  Two  More  Standard  Locomotives.  Ry.  Mcch.  Eng.,  vol.  93,  no. 
1,  Jan.  1919.  pp.  25-30,  12  figs.  Heavy  4-8^  and  light  2-10-2  types  are  well 
proportioned  and  have  essentially  same  boiler. 

Standard  2-10-2  and  2-8-2  Type  Locomotives,  Ry.  Rev.,  vol.  64,  no. 
1,  Jan.  4,  1919.  pp.  7-12,  9  figs.  Principal  data  and  drawings  with  general 
description.  Two  government  standard  engines  whose  boilers  come  nearest 
interchangeability. 

New  Locomotives  if  Standard  Design.  Boiler  Maker,  vol.  19.,'  no.  1, 
Jan.  1919,  pp.  1-2,  4  figs.  Dimensions  of  four  locomotives  recently  delivered 
to  U.  S.  R.  R.  Administration.  Totals  of  boiler-heating  surfaces  vary  from 
1891  to  1285  sq.  ft. 

NEW  CONSTRUCTION 

A  vlona-  Monastir.  Avlona-  Monastir  Railroad  Project  (Jrojecto  del  ferrocarril 
Avlona-Monastir).  Revista  de  Obras  Publicas,  year  66,  no.  2257.  Dec. 
26,1918,  pp.  645-647,  2  figs.  General  plan  for  consolidation  of  various  lines 
into  Trans-Balkan  Italian  System  with  ferry  boat  service  across  Otranto 
Canal.     From  Giornale  del  Genio  Civile. 


Kama-Simla.     The   Kalka-Simla  Railway  and   Rollins 
no.  3283,  Nov.  29,  1918,  pp.  455-453,   IS  figs 
tion  of  railway  and  of  rolling  stock. 


Stock.     Engineer,  vol.   126, 
General  illustrated  descrip- 


K\tanga.  The  Katanga  Railway.  Engineer,  vol.  126,  no..  3285,  Dec.  13,  1918, 
pp.  501-504,  17  figs.  Description  of  its  construction,  some  engineering  fea- 
tures and  equipment. 

OPERATION   AND    MANAGEMENT 

British.  British  Railways  Under  War  Conditions.  Engineer,  vol.  126,  no.  3286, 
Dec.  20,  1918,  pp.  528-529.  Twelfth  article.  The  dispatch  of  the  expeditionary 
force. 

British   Railways   Under    War  Conditions.     Engineer,   vol.127,  no.  3289, 
Jan.  10,  1919,  pp.  38-39.     Fourteenth  article.     The  first  six  months. 

Freight  Handling.  Proper  Methods  of  Handling  Freight,  E.  P.  Nowlin.  Ry. 
Rev.,  Vol.  64,  no.  1,  Jan.  4,  1919,  pp.  5-6.  Introducing  scheme  of  reorgani- 
zation whereby  to  reduce  loss  and  damage  expense. 

French.  French  Railroads-During  the  War  (Los  ferrocarriles  franceses  durante  la 
guerra)  Boletin  de  Minos,  vol.  10,  noa.  7-9,  Sept.  30,  191s,  pp,  106-110. 
Organization  and  operation.  Executive  direction  of  each  road  in  hands  of 
a  commission  composed  of  a  military  officer  and  a  technical  expert.  From 
documents  published  by  Chamber  of  Commerce,  Paris,  June,  1918. 

Post- War  Conditions.  The  Railway  Situation  Created  by  the  War.  I  I.a  crisis 
ferroviaria  ante1-  de.la  guerra  y  situacion  creada  por  esta).  Revista  de  Obras 
Publicas,  year  06,  no.  2246,  Oct  10.  1918,  pp.  509-51 1  Points  out  critical 
financial  condition  of  railways  in  Spain  and  generally  throughout  the  world, 
shown  by  constantly  diminishing  scale  oi  profits  due  to  rising  expenses  for  fuel 
labor  and  materials.  Financial  results  obtained  by  railway  working  in  France 
England  and  Germany  for  period   1901-1911  arc  given  in  tabular  form. 

Supervision.  Supervision,  I..  I,.  Wilkes.  Ry.  (lull  of  Pittsburg,  vol.  18,  no.  1, 
Dec.  19,  1918,  pp.  6-17  and  (discussion)  pp.  17-26.  Duties  of  railroad  super- 
visors; qualifications  required  to  fill  positions  completely;  suggestions  to 
supervisors  in  regard  to  efficiency  in  discharge  of  their  functions. 

I'.  8,  Railroad  Administration.  The  Fe  lcral  Railroad  Administration  of  the  United 
States, W.  M  Acworth.  Ry.  Gaz  ,  vol  29.  no.  24,  Dec.  13,  1918,  pp.  651-660. 
Historical  account  of  conditions  in  the  railroads  during  the  years  of  the  war, 
specially  since  the  Government  took  over  their  operation.  Compiled  from .  . 
newspapers,  unofficial  reports,  private  correspondence,  and  public  documents 

PERMANENT    WAY    AND   BUILDINGS 

Landslip.  A  Railway  Landslip.  Times,  ling.  Supp.,  no.  530,  Dec.  1918,  p.  253, 
Incidents  attending  movement  of  wall  at  Wembley  on  Great  Central  Ry.; 
method   of   reconstruction. 

Montreal  Tunnel.  The  Canadian  Northern  Railway's  Montreal  Tunnel  from  an 
Economic  Point  of  View,  H.  K.  Wickstcad.  Can.  Ry.  &  Marine  World, 
no.  251,  Jan.  1919,  pp.  1-5,  1  fig.  Economical  considerations  which  decided 
on  selction  of  tunnel  route  at  Montreal  with  general  reference  to  economic 
aspect  of  tunnel  construction  in  railway  lines. 

Siims  Screw-Spikes  versus  Dog-Spikes.  Indian,  Eng.,  vol.  64,  no.  10  17,  18, 
19  and  20,  Oct.  19,  26,  Nov.  2,  9,  16,  1918,  pp.  223-221,  237-238,  251-252, 
265-266,  279-280.  Reports  ofexperienee  on  Indian  Railways  of  comparative 
efficiency  of  dog-spikes  and  screw-spikes  for  hard  and  soft  wood  sleepers. 
Following  points  are  touched:  holding  power,  gage  keeping,  creep  holding, 
ease  of  maintenance  and  estimated  comparative  costs,  relative  advantages 
in  construction,  and  relative  cracking  effect  on  sleepers.     (To  be  continued). 

Water  Tanks.  Concrete  Railway  Water  Tanks.  Ry.  Gaz.,  vol.  29,  no.  26,  Dee. 
27,  1918,  p.  728,  2  figs.     Details  of  type  commonly  used  for  settling  basins. 


RAILS 

Corrugation.  Hail  Corrugaton.  Ry.  Gaz  .  vol.  29,  no.  26.  Dec  27,  1918,  pp.  725-728 
3  figs.  Wheel  tire  is  provided  with  groove,  the  corners  ol  which  present  angular 
cutting  edge  or  edges.  This  form  is  said  to  prevent  tendency  of  rails  to  develop 
corrugation. 

ROLLING  STOCK 

COUPLERS.  Development  and  Construction  of  Standard  Couplers.  Ry.  &  Locomo- 
tive Eng.  vol.  32.  no.  1,  Jan.  1919,  pp.  5-6.  4  tigs.  Review  of  work  done  by 
committees  of  Master  Car  Rudders'  and  Master  Mechanics'  Assns.  to  stan- 
dardize various  parts  and  contour  of  couple. 

Northern  Pacific  Box  Cars.  Northern  Pacific  Builds  Box  Cars.  Ry  Mech. 
Eng.  vol.  93,  no.    1,  Jan.   1919,  pp.  37-40,  7  figs.  Interesting  design  of 

undcrframe  and  end  on  cars  being  constructed  in  company  shops. 

TlMBBB.  Use  of  Treated  Timber  in  Car  Construction.  Ry.  Age,  vol.  66,  no.  5. 
Jan.  31,  1919,  pp.  295-298,  Influence  of  decay  on  life  of  wooden  car  parts, 
methods  of  treating  and  results  secured.  From  a  report  presented  at  the 
convention  of  the  Am.    Wood  Preservers'  Assn. 

Tricks  Car  Trucks  I.  Brown.  Can.  Ry.  Club,  vol.  17,  no.  9,  Dec.  1918,  pp. 
17-28  and  (discussion)  28-35,  1  fig.  Manufacture  and  mounting  of  wheels; 
uses  of  Master  Car  Builder's  standard  mounting;  preparation  of  journal 
beatings  and  dust  guards;  requirements  of  bolsters;  location  of  brakes. 

SAFETY    AND  SIONALING  SYSTEMS 

Cab  Repairmen.  To  Prevent  Injuries  to  Car  Repairers,  H.  W  Johnston.  Official 
Proc.  Car  Foremen's  Assn.,  Chicago,  vol  14,  no.  3,  Dec.  1918,  pp.  13-25, 
t  figs  Records  of  accidents  on  N.  Y.  C.  R.  R.  show  that  accidents  are 
minimized  by  careful  observation  of  practices  of  employees  and  thoughtful 
instruction  of  new  men  as  to  hazards  peculiar  to  work;  hence  responsibility  for 
accidents  is  placed  on  foremen. 

GRADE  Crossings  The  Prevention  of  Accidents  at  Grade  Crossings,  C.  L.  Addison, 
\m.  City,  vol.  20,  no.  1,  Jan.  1919,  pp.  7-10,  1  fig.  Plan  of  the  Grade- 
crossing  publicity  campaign  conducted  by  Long  Island  R.  R.  Co.    means    of 

grade-crossing    protection 

» 

sdlOPS 

BalBOA  Shops       War  Tune  Work  at   Balboa  Shops,  Panama  Canal.   R.  D.  Gatewood. 

Am.  Much.,  vol.  50.  no.  5.  .Ian.  30.  1919.  pp.  191-191,  11  figs.  A  brief  des- 
cription of  some  of  the  great  variety  oi  work  being  done  at  the  Balboa  Shops 

SUPERVISION.  Efficient  Supervision  of  Railroad  Shops,  Frank  McManamy.  Boiler 
Maker,  vol.  19,  no.  1,  Jan.  1919,  pp.  4-5  Locomotive  mileage  incieased 
by  speedy  repair  work  at  roundhouse;  essential  of  adequate  supervision; 
responsibility  of  executives. 

Welding,  Arc  Welding  in  Railroad  Shops,  B.  C.  Tracy.  Gen.  Elec.  Rev.,  vol.  21, 
no.  12,  Dec  1918,  pp  887^898,  20  figs.  Describes  more  important  appli- 
cations  of  electric   welding   in   making  locomotive  repairs. 

\\  i  s  i  Burlington  Shops  West  Burlington  simp^  .,i  the  C  Ii.  &  Q.  Ry.  Mech. 
Eng.,  vol.  93,  no.   1.   Ian    1919,  pp.  5-16,  21  ligs.     Equipment  and  operation 

ol   new  creeling  and  machine  shop,  blacksmith  shop  ana  power  plant. 

SPECIAL  LINES 

Narrow-Gage  Railroads,  Narrow-Gage  Railroads  (Chemins  de  for  a  voie  dtroite 
G.  Mungin  Genie  Civil,  vol  73,  no  26,  Dec.  1918,  pp.  504-510.  32  figs. 
Material  used  in  construction  of  German  strategical  military  railways.  Gage 
23.6  in.  (69  em  )  Data  taken  from  inspection  of  evacuated  areas.  Organi- 
zation of  road  construction  given  from  official  documents  left  in  field  by  re- 
treating  Germans.  Supplements  article  in  Genie  Civil,  vol.  72,  no.  14,  Apr. 
i,,    1918,  p.  229. 

TERMINALS 

CLEVELAND  I  NION  STATION,  Union  Depot  Project  lor  Cleveland,  W.  E.  Pease. 
Jl   Cleveland,  Eng.  Soc,  vol    1 1,  no.  3,  Nov,  1918,  pp.  179-185  and  (discussion) 

ftp.  185-191  Studies  of  traffic  movements  undertaken  at  New  York  pre- 
iminary  to  designing  some  of  its  terminals;  application  to  conditions  in  Cleve- 
land 

ERIE.  New  Car  Rain  and  Trainsmen's  Room  at  Erie.  II  P.  Ainthor.  Elec.  Traction, 
vol.  15,  no  1,  Jan  15,  1919,  pp.  15-19,  4  figs  Description  of  terminal  of 
Muffalo  and  Lake  Erie  Traction  Co  ,  giving  details  of  construction,  type  of 
skylight,  pit  construction  and  method  ol  fastening  rails  to  pit  piers. 

RlCHBOROUOH,       The   Riehborough    Transportation  Depot  and  Train  Ferry  Terminus. 

Engineer,  vol.  127,  no.  3289,    Jan    10.  1919,  pp.  31-31,  9  ligs.     Construction; 

railway  facilities;  traffic  organization;  signalling  arrangements;  rolling  stock; 

barge  and  train  ferry  services. 
St.  John,  N.  R.      The  Railway  Terminals,  etc.,  at  St.  John,  N.  B.,  C.  C.  Kirby,  Can. 

Ry.    &    Marine    World    no.  251,  Jan     1919,  pp.  9-11,   1  fig.      Problem  of  their 

future  extension  to  meet   developmnct  of  port. 

SeBASTOPOL,  Cm..  New  Passenger  Depot  at  Scbastopol,  California.  Elec.  Traction, 
vol  15,  no.  !,  Jan.  15,  1919,  pp.  19-21,  2  figs.  Layout  of  station  of  central 
point    where    railrod    radiates   in    three   directions. 

TRAMWAYS 

EMERGENCY  WORK.  Some  Emergency  Special  Work  Construction.  Thomas  B. 
McMarth.  Elec.  Ry.  Jl.,  vol.  53,  no.  3.  Jan.  18,  1919,  pp.  145-140,  4  figs. 
Indianapolis  company  utilizes  acetylene  cutting  and  thermit  welding  in  build- 
ing up  curve  crosses. 


244 


JOURNAL     OF     THE    ENGINEERING     INSTITUTE    OF     CANADA 


Fares.  Is  the  Zone  System  the  Fare  Solution?  Thos.  Conway  Jr.  Elec.  News, 
vol.  27,  no.  24,  Dec.  15,  1918,  pp.  29-31.  Comparison  of  fare  collection  and 
regulation  systems  used  in  U.  S.  Paper  before  Am.  Elec.  Ily.  Assn.  Also 
in  Street  Ry.  Bui.  vol.  18,  no.  12,  Dec.  1918,  pp.  519-521. 

Franchises.  Features  of  Service-at-Cost  Plan  Franchise.  Elec.  News,  vol.  28, 
no.  1,  Jan.  1,  1919,  pp.  29-30.  Ordinance  containing  following  principal 
provisions;  General  Transfer  system;  complete  control  of  service  and  operation 
by  city;  right  of  city  to  reroute;  authority  of  council  to  order  extensions 
and  establish  new  and  addtional  routes;  and  franchise  tax  to  be  paid  to  city. 

Motors,  High-Power.  High  Power  Motors  in  Tramway  Service  (Sur  l'emploi  do 
moteurs  puissants  par  les  tramways),  I. ucien  Pahin.  Industrie  Electrique, 
year  27,  no.  636,  Dec  25,  1918,  pp.  464-467,  6  figs.  Equipment  of  95-hp. 
Westinghouse   Motors  used  byfhe  Compagnie  de  Chemins  de  fer  de    Paris. 

Skit-Stops.  Skip-Stop  Proves  Safety  Measure.  Electric  Traction,  vol.  15,  no. 
1,  Jan.  1.5,  1919,  pp.  4-0,  3  figs.  Diagrams  showing  reduction  in  hazard 
of  collisions  and  boarding  and  alighting  with  skip-stop  operation,  prepared 
fron   records  of   Detroit    United    Railway. 

Tests.  Car  Equipment  Service  Tests  Determine  Fitness  of  Apparatus,  C.  W.  Squier, 
Elec.  Ry.  Jl.,  vol.  53,  no.  3,  Jan.  18,  1919,  pp.  128-133,  12  figs.  Method  of 
making  operating  tests  and  heat  runs;  how  sections  of  track  can  be  best  laid 
out  to  represent  actual  service  requirements;  organization  necessary  for  pro- 
per test  force;  results  obtained  in  specific  case. 

Track  Construction.  Removing  Old  Paving  for  New  Track  Construction,  C.  W. 
Geiger.  Elec.  Traction,  vol.  15,  no.  1,  Jan.  15,  1919,  pp.  30-31,  8  figs.  To 
cut  through  asphalt  a  flange  was  heated  and  shrunk  onto  roller  of  a  heavy 
si eam-roller;  flange  was  then  sharpened  so  as  to  cut  down  through  asphalt 
when  roller  was  run  over  it. 

METALLURGY 

ALUMINUM 

Alloys.  Aluminum  and  Its  Light  Alloys — IV,  Paul  D.  Merica.  Metal  Rec  &  F.loc- 
troplater,  vol.  4,  no.  11,  Dec.  1918,  pp.  384-386,  Importances  of  these  light- 
weight metals  for  motor  and  aircraft  construction;  metallography  of  com- 
mercial aluminum;  chemical  and  physical  properties  at,  hinli  and  low  tempe- 
ratures; tensile  properties  of  zinc-aluminum  alloys.*    (To  be  continued.) 

Analysis.  The  Analysis  of  Aluminum  Alloys  and  Metallic  Aluminum,  J.  J.  Fox, 
E.  W.  Skelton  and  F.  R.  Ennos,  Jl.  Soc.  Chem.  Indus.,  vol.  37,  no.  24,  Dec. 
31,  1918,  pp.  328T-333T.  Methods  writers  have  found  suitable  for  general- 
work.  Reagents  used  are  a  10  per  cent,  solution  of  pure  sodium  hydroxide, 
and  nitro-sulphuric  acid  made  by  mixing  300  cc  concentrated  sulphuric  acid 
with  300  cc  of  water:  cooling  and  adding  200  cc  of  pure  nitric  acid. 

Analysis  of  hard  Aluminum  Alloys  (Analyse  des  alliages  durs  d'aluminum) 
A.  Travers,  Chimie  &  Industrie,  vol.  1,  no.  7,  Dec.  1,  1918,  pp.  708-711. 
Methods  in  use  at  Creusot  Works  for  quantitative  analysis  of  zinc,  aluminum, 
magnesium  and  copper  in  light  alloys. 

Dust,  Inflammability.  The  Inflammability  of  Aluminum  Dust,  Alan  Leigh  ton. 
Department  of  Interior,  Bur.  of  Mines,  Tech.  Paper  152,  15  pp.  Review 
of  available  literature;  experimental  work;  properties  affecting  explosibility 
precautions  to  be  observed. 

Metallography.  The  Metallography  of  Aluminum,  Robert  J.  Anderson,  Jl.  Franklin 
Inst.,  vol.  187,  no.  1,  Jan.  1919,  pp.  147,  0.5  figs.  Discussion  of  amorphous 
theory  and  plastic  deformation;  observations  on  grain-growth  phenomena; 
micrographs  of  various  forms  of  aluminum,  cast,  worked,  and  annealed; 
annealing  and  recrystallization  of  aluminum  which  has  undergone  plastic 
deformation;  experimental  investigation  of  exaggerated  grain  growth 
in  aluminum;  process  of  polishing  and  etching  aluminum  microsections 
preparatory  to  microscopic  examination. 

BLAST  FURNACES 

Car  Dumper.  Movable  Car  Dumper  with  Rotary  Cradle,  A.  F.  Case.  Blast  Furnace 
vol.  7,  no.l,  Jan.  1919,  pp.  60-61,  2  figs.  Machine  located  near  storage  yard 
for  handling  ore  and  limestone  at  blast-furnace  plant.  Said  to  be  capable  of 
unloading  30  to  35  cars  an  hour. 

Gas  Operation.  Blast  Furnace  Plant  Blows  in  First  Stack,  Blast  Furnace,  vol  7, 
no.  1,  Jan.  1919,  pp.  50-56,  6  figs.  Installation  of  combined  blast-furnace 
gas  and  chain  grate  stokers  firing  on  heavy  mill  loads.  Gas  cleaning  design 
to  keep  both  stoves  and  washer  clean  and  in  operation  throughout  entire  blast. 

Potash.  Potash  Content  of  Blast  Furnace  Charges,  N.  H.  Gellert.  Iron  Age, 
vol.  103,  no.  6,  Feb.  6,  1919,  pp.  355-356.  Alabama  iron  ores  and  foreign 
manganese  ores  contain  the  most;  potash  in  the  burden  of  American  furnaces. 

Slag.  Widening  Demand  for  Blast  Furnace  Slag,  Clarence  E.  Wright.  Iron  Age, 
vol.  103,  no.  4,  Jan.  23,  1919,  pp.241-243,  5  figs.  Uses  to  which  it  has  been  put; 
a  possible  $20,000,000  income  to  industry. 

Thickener.  Dorr  Thickener  in  Blast-Furnace  Field.  Iron  Age,  vol.  103,  no.  2, 
Jan.  9.  1919,  pp.  112-115,  3  figs.  Used  in  clarification  of  washer  discharge 
water,  it  eleminates  troublesome  problems  and  yields  valuable  product; 
simplicity  of  operation. 

COPPER 

Boron  Deoxidizer.  The  Boronic  Deoxiding  of  Copper,  James  Scott,  Foundry  Trade 
Jl.,  vol.  20,  no.  203,  Nov.  1918,  pp.  598-599,  3  figs.  Experimental  research 
of  proceedure  followed  by  boronic  compounds  when  acting  on  copper  and  its 
alloys. 

Bronze  Heat  Treatment.  Effect  of  Heat  Treatment  on  Bronze,  F.  F.  Hausen 
and  O.  A.  Knight.  Iron  Age,  vol.  103,  no.  6,  Feb.  6,  1919,  pp.  347-349, 
12  figs.  Characteristics  disclosed  by  Brinell  hardness  tests  and  photomi- 
cropraghs;  quenching  and  drawing  give  greater  hardness  than  quenching  alone. 


Bronze  Inclusions.  Nonmetallic  inclusions  in  Bronze  and  Brass,  C.  F.  Comstock, 
Foundry,  vol.  47,  no.  318,  Feb.  1919,  pp.  79-83,  21  figs.  From  a  paper  present- 
ed  at  the  October  meeting  of  the  Institute  of  Metals  Division  of  the  Am. 
Inst,  of   Min.  Engrs. 

Heap-Leaching.  Metallurgy  of  Copper,  Arthur  L.  Walker.  Eng.  &  Min.  Jl., 
vol.  107,  no.  2,  Jan.  11,  1919,  pp.  90-92.  Heap-leaching  experiments  being 
conducted  in  south-western  copper  centers;  Anaconda  fume-dust  collector. 

FLOTATION 

Flotation  Machines.  The  Flotation  Process,  A.  W.  Allen.  Eng.  &  Min.  Jl., 
vol.  107,  no.  2,  Jan.  11,  1919,  pp.  97-100.  New  flotation  machines;  progress 
in  selective  flotation;  development  of  Galena  flotation  :  separate  treatment 
of  colloids. 

IRON  AND  STEEL 

Case-hardening.  Ancient  and  Modern  Carbonizing  Methods.  Theodore  G.  Selleck, 
Am.  Drop  Forger,  vol.  5,  no.  1,  Jan.  1919,  pp.  7-12,  4  figs.  Discusses  use  of 
compounds  for  case-hardening  and  describes  improved  methods.  Uniform 
results  secured  by  pre-heating. 

Chrome  Steel.  Physical  Qualities  of  High  Chrome  Steel,  L.  R.  Seidell  and  G.  J. 
Horvitz.  Iron  Age, vol.  103,  no.  5.  Jan.  30,  1919,  pp.  291-294,  4  figs.  Relation 
between  hardness  and  double  carbides  in  solution;  critical  temperatures; 
maximum  tensile  strength  and  ductility. 

■  Density.  Specific  Density  of  Steel,  H.  E.  Roerr.  Irom  Age,  vol.  103,  no.  3,  Jan.  16, 
1919.  p.  184,  1  fig.  Extent  to  which  forging  compresses  or  consolidated 
metal.     From  paper  for  Feb.  meeting  of  Am.  Inst,  of  Min.  Engrs.  New  York. 

Furnaces.  Pulverized  Coal  for  Metallurgical  Furnaces.  Charles  E.  Longe- 
necker.  Iron  Age,  vol.  103,  no.  6,  Feb.  G.  1919,  pp.  351-352,  1  fig.  Greater 
efficiency  claimed  for  furnaces  of  correct  design;  continuous  service  more  cer- 
tain; average  combustion  figures  for  different  furnace  types. 

Germany.  The  Future  of  the  German  Iron  Industry.  H.  Mungesheimer.  Cassier's 
Eng.  Monthly,  vol.  51,  no.  6,  Dec.  1918,  pp.  340-341.  Opinion  of  General 
Director  of  Gelsenkirchen  Steel  and  Iron  Works. 

Heat  Treatment  and  Grain  Size.  Grain  Limits  in  Heat  Treated  Alloy  Steels 
R.  S.  Archer.  Iron  Age,  vol.  103,  no.  6,  Feb.  1919,  pp.  266-367,  12  figs. 
New  etching  process  which  defines  the  crystals,  boundaries  and  assists  in  detect- 
ing fiaulty  heat  treatment.  From  a  paper  to  be  presented  at  the  February 
meetng  of  the  American  Institute  of  Mining  Engineers,  New  York. 

High-Speed  Steel.  Durability  of  High  Speed  Steels,  R.  Poliakoff.  Iron  Age, 
vol.  103,  no.  5,  Jan.  30,  1919,  pp.  295-296,  2  figs.  Russian  cutting  tests 
with  nine  brands;  chemical  composition  and  requirements;  results  compared 
with  Taylor's  conclusions. 

Hot  Deformation  on  Steel.  Influence  of  Hot  Deformation  on  Steel.  George  Char- 
py.  Am.  Drop  Forger  vol.  4,  no.  12,  Dec.  1918,  pp.  482-488,  3  figs.  Tech- 
nical discussion  on  effect  of  rolling  and  forging  on  structure  of  steel;  data 
concerning  changes  on  exterior  and  interior  of  forgings.  From  paper  presented 
before  Iron  &  Steel  Institute. 

Literature  for  19 18.  Review  of  Iron  and  Steel  Literature  for  19 18,  E.  H.  McClelland 
Blast  Furnace,  vol.  7,  no.  1,  Jan.  1919,  pp.  73-75.  Classified  list  of  important 
books,  serials  and  trade  publictions. 

Molybdenum  Steel.  Molybdenum  Steel  Versus  Gun  Erosion.  Masatosi  Okfichi, 
Massaichi  Majima  and  Naoshi  Sato.  Jl.  College  of  Eng.,  Tokyo  Imperial 
Univ.,  vol  9,  no.  5,  Oct.  15,  1918,  pp.  153-195,  50  figs.  Experimental  deter- 
mination of  modulus  elasticity,  modulus  of  rigidity,  Brinell  hardness  number 
thermal  dilatation,  thermal  conductivity  and  magnetization  at  high  tempera- 
tures of  specimens  of  gun  steel,  nickel  steel,  nickel-molybdenum  steel  and 
tungsten  steel. 

Phosphorus.  Effect  of  Phosphorous  in  Soft  Acid  and  Basic  Open  Hearth  Steels, 
J.  S.  Unger.  Proc.  Steel  Treating  Research  Soc,  vol.  2,  no.  1,  1919,  pp.  11-23, 
11  figs.  None  of  the  steels  used  in  the  experiments  showed  the  bnttleness 
under  cold  working,  due  to  phosphorus.  Results  of  various  mechanical  tests, 
cold  bending  of  rivets  under  hammer,  upsetting  in  making  large-headed  nails 
or  rivets,  or  fabrication  on  barrels,  automobile  parts,  and  cream  separator 
bowls,  indicated  increase  of  hardness  with  increase  of  phosphorus. 

Phosphorus  in  Malleable  Cast  Iron.  J.  H.  Teng.  Iron  &  Steel  Can. 
vol.  .lno.  11, Dec.  1918  pp,  445-453,  7  figs.  Effects  of  proportions  of  phosphor- 
us varying  from  0.05  to  0.5  per  cent,  on  mechanical  properties  of  malleable 
cast  iron.  Writer  concludes  that  ill  effects  become  marked  at  0.2  per  cent. 
Paper  presented  before  Iron  &  Steel  Inst.,  Sept.  1918. 

Rolling  and  Grain  Size.  The  Grain  size  in  Steel  as  Influenced  by  Rolling.  W.  G. 
Dauncey.  Monthly  Bui.  Can.  Min.  Inst.,  no.  82,  Feb.  1919,  pp.  164-166, 
4  figs.     Photomicrographs  of  portion  of  rolled  basic  steel  bar. 

Steel  Failure.  The  Cause  and  Mechanism  of  Steel  Failures.  Z.  W.  Zimmerschied. 
Proc.  Steel  Treating  Research  Soc.,  vol.  2,  no.  1,  1919,  pp.  24-25  and  28-29. 
Analysis  of  Reasons  for  usual  failures  of  automobile  parts. 

Steel  Industry  in  1918..  General  Review  of  Steel  Industry  in  1918.  B.  E.  V.  Luty. 
Blast  Furnace,  vol.  7,  no.  1,  Jan.  1919,  pp.  62-65.  Quantity  and  character 
of  output;  alignment  of  belligerents;  labor  and  wages;  necessity  of  labor  saving 
machinery. 

Tests.  Tension,  Impact  and  Repeated  Impact  Test  of  Mild  and  Hard  Steels,  Tsuruzo 
Matsumura.  Memoirs  College  of  Eng.,  Kyoto  Imperial  Univ.,  vol  2,  no.  2, 
July  1918,  pp.  63  69,  16  figs.  Experiments  on  six  flat  bars  varying  in  percen- 
tage of  carbon  from  0.102  to  0.65,  to  detect  cause  of  unexplained  fractures. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


245 


OCCLUDED  GASES 

Reactions.  Notes  on  the  Occlusion  of  Gases  in  Metals.  Alfred  W.  Porter.  Chem. 
Engr.,  vol.  26,  no.  13,  Dec.  1918,  pp.  499-500,  1  fig.  Phases  of  reactions  be- 
tween gases  and  metals  as  determined  by  various  experimenters. 

ALLOYS,  FERROUS 

Production.  Ferroalloys  Production  Stimulated  Iron  Trade  Rev.,  vol.  64,  no.  1, 
Jan.  2,  1919,  pp.  11S-120.  Imports  and  domestic  production  of  manganese 
alloys;  imports  of  manganese  ore;  stimulation  in  production  of  spiegeleisen. 

1918.  Ferro-AUoys  in  1918,  Robert  J.  Anderson.  Eng.  &  Mini  JI.  vol  107,  no.  2, 
Jan.  11,  1919.  pp.  83-86.     Technical  advances  in  metallurgical  processes. 


NOX-FERROUS  ALLOYS 


Flattening-Oct  of  Aeroplanes.  Flattening  out  of  Aeroplanes  after  Steep  Glides 
Genjiro  Hamabe.  Memoirs  College  of  Eng.,  Kyoto  Imperial  Univ.,  vol. 
2,  no.  1,  June  1819,  pp.  7-52,  8  tigs.  Derivation  of  general  equations  of 
rigid  dynamics  with  center  of  gravity  of  aeroplane  as  origin;  discussion  of 
symmetric  motion  of  aeroplane;  problem  of  recovery  from  a  steep  dive  a  thigh 
speed  treated  by  method  of  approximate  calculations  to  various  cases  of 
sharp  flattening-out  of  a  military  Curtiss  JN2  tractor. 

PLANES 

Christmas.  The  Christmas  Strutless  Biplane.  \erial  Age,  vol.  8,  no.  19,  Jan.  20, 
1919,  pp.  918-919,  s  figs.  Struts,  cables  and  wires  are  entirely  eliminated 
in  machine  reported  to  make  170  miles  an  hour  with  a  6-cylinder  Liberty  motor. 

German  Planes.  The  Trend  of  German  Aeroplane  Design.  Engineer  vol.  127, 
no.  32SO,  Jan.  10,  1919,  pp.  25-26.  From  a  report  issued  by  the  Airplane 
Production  (Technical)   Department  of  the   Ministry  of   Munitions. 


Stellite.  Stellite — Its  Manufacture  and  Uses.  Can.  Mir.,  vol.  39,  no.  1.  Jan.  1919, 
pp.  77-78,  2  fig.     How  it  is  manufactured  at  Deloro,  Ont. 

Welding.  Behaviour  of  Non-Ferrous  Metals  Under  Oxy-Acetylene  Torch — 11, 
J.  F.  Springer.  Metal  Rec.  &  Electroplater,  vol.  4,  no.  11.  Dec.  1918,  pp. 
381-3S  i.  How  cooper  alloys  are  welded;  process  when  working  with  magnesium 
nickel,  silver,  gold,  lead,  tin  and  zinc. 

Zinc  Alloys.  Zinc  Alloys  instead  of  Copper  Alloys.  Iron  Age,  vol.  103,  no.  3, 
Jan.  10,  1919,  p.  17.3,  French  experiments  on  certain  combinations  of  zinc, 
aluminum  and  copper  as  cast,  rolled  or  drawn  under  a  press. 


AERONAUTICS 
Aeroplane  parts. 

Starters.     The  Bijur  Airplane  Engie  Starter.     Aviation,  vol.  (i,  no.   1,  Feb.  1,  1919, 
pp.  33-34,  3  figs.     Character]  barter  designed  with  minimum  weight 

and  low  current  consumption  combined  with  maximum  of  cranking  power 
to  break  a  stiff  engine.     It  is  used  particularly  on  seasplanes. 

Bijur    Starters    for    Seaplanes    and    Blimps.     Automotive    Industries, 
vol.  40,  no.  2,  Jan.  9,  1919,  p.  51, 3  tigs.     Fitted  to  Liberty  Engines  at  propeller 
end  iand   crank  engine   through  double-reduction  gear  with   Bijur  am 
screw  shift. 


Halberstadt.  Report  on  the  Halberstadt  Two-Seater  Tvpe.  C.  L.  IV.  Aero- 
nautics, vol.  15,  no.  209,  Dec.  11,  1918,  pp  550-552.  12  pfigs.  Flight, 
vol.  10.  no.  50,  Dec.  12,  1918,  pp.  1101-1107,  12  figs.  Aeronautics:  Biplane 
equipped  with  180-hp.  Mercedes  engine;  carries  one  fixed  and  one  movable 
gun.  Flight:  Similar  to  C.  L.  11.  type:  Issued  by  Technical  Department, 
Aircraft  Productions,    Ministry  of   Munitions. 

Loenino.  The  Loening  Two-Seater  Fighting  Monoplane  Aviation,  vol.  5,  no.  11, 
Jan.  1.  1919,  p.  689,  1  fig.  Brief  description  of  simplified  type  of  fighting 
airplane  designed   to   facilitate  production. 

I..  V.  G.  The  L.  V.  G.  Two-Seater  Biplanes.  Engineer,  vol.  120,  nos.  3284  and  3286, 
Dec.  0  and  20,  litis,  ,,„  183-486  and  525-527,  26  figs,  and  17  figs,:  Flight, 
vol.  10,  nos.  51  ami  r,2.  Dee,  1')  and  26,  1918,  pp.  1426-1431  and  1457-1401, 
20  figs;  Aero- nautics,  vol.  15,  no.  267,  Nov.  27,  1918,  pp.  196-303,  48  figs, 
Engineer  Dec  6,  Description  and  illustrations  of  details  of  construction; 
Flight.  Dei  If);  C.  V.  and  C  VI,  types;  Her.  28;  Wing  construction,  struts, 
ailerons,  undercarriage  controls,  engine  mounting,  oil  system,  accessories. 
Issued  by  Technical  Department  Aircraft  Production  Ministry  of  Munition; 
Aeronautics,  Nov.  27,  C.  V.  and  V.  I.  types.  Report  of  Technical  Depart- 
ment of  Air  Ministry. 

Martin.  The  Martin  Twin-Engine  Bomber.  Donald  W.  Douglas  Aviation, 
vol.  5,  no  II,  .Ian.  1.  1919,  pp.  677-680,  9  figs.  Machine  built  to  fulfill  require- 
ments of  night  bomber,  day  bomber,    long-distance  photography,    and    gun 

machine. 


AEROSTATICS 

Airship  Possibilities.     The  Case  for  the  Airship,   W.  Lockwood    Marsh.      \ 

vol    5,  no.   11,  Jan.   1,    1919    pp.   69  la-nt  features  and  adaptability 

of  lighter-than-air  and  of  heavtcr-than-air  craft. 

Future  of  the  Helium  Airship,  I.adislas  d'Orcy.  Aviation,  vol.  5.  no. 
11,  Jan.  1,  1919.  pp.  695-697,  2  figs.  How  helium  was  produced;  military  as- 
pects of  discovery. 


P.i.u.z  Report  on  tin'  Pfalz  (Dxii)  Single-Seater  Fighter.  Aeronautics,  vol.  15, 
no.  269,  Dei-.  11,  1918,  pp.  544-549,  If)  figs.  Biplane  equipped  with  ISO-hp. 
Mercedes  engine;  carries  two  Spandan  fixed  guns.  By  Technical  Department, 
Aircraft  Production,   Ministry  of  Munitioons. 

Standard  C-l.  The  Standard  C  L  Single-Seater  Serial  \g<\  vol.  8,  no.  20,  Jan.  27, 
1919,  pp,  985-987,  6  figs  Characteristics  of  Standard  Aero  Corporation 
biplane  designed  as  secondary  training  machine. 


AIRCRAFT  PRODUCTION 

Naval  Aircraft  Factory.  The  Naval  Aircraft  Factory.  Aviation,  vol.  0,  no.  1, 
Feb.  1,  1919,  pp.  28-30,  7  figs.     Site,  dim.  i  internal  organization; 

naval   flying  boats. 

The  Naval  Aircraft  Factory.  Mech.  Eng.,  vol.  11.  no.  2,  Feb.  1919, 
pp.  142-146,  14  figs.  Organization  of  staff  and  working  force;  employment 
of  women;  operation  of  the  various  departments;  features  of  standardized 
seaplane  manufacture  tit  the  plant. 

APPLICATIONS 

American  View.  The  Opnortunity  of  Aviation.  William  B.  Stout.  .11.  Soc.  Auto- 
motive Kngrs,  vol.  4,  no.  1,  Jan.  Iftio,  pp.  39-41  and  (discussion)  pp.  11-12. 
Difficulties  to  be  overcome;  engine  development  in  the  war;  problem  of 
landing;  cost  of  production. 

British  View.     Lord   Weir  on  the    Future   of   Flying.     Flight,  vol.  11,    no.  1,    Jan. 
2,  1919,  pp.  16017.     Measures  upon  which  development  of  operation 
of  air  transport  depends  and  part  the  State   is  to  play  in  this  development. 

Commercial  Aeronautics.  Problems  of  Commercial  Aeronautics,  G,  Lepere. 
Aviation,  vol.  5,  no.  11,  Jan.  1.  191'),  p.  091.  Commercial  uses  of  existing 
military  planes;  present  possibilities  of  design. 

Commercial  Transport  by  Airplane.  Aviation,  vol.  6,  no.  1,  Feb.  1, 
1919,  pp.  31-32;  Aeronautics,  vol  15,  nos.  270  and  271,  Dec.  Is  and  25, 
1918.  pp.  577-592  and  603-638;  Flight,  vol.  10,  nos.  50.  51,  52  and  vol.  11, 
no.  1,  Dec.  12,  19,  2  1,  1918  and  Jan.  2,  191  I,  pp.  1 113-1  US,,  1 11 3-1415,  1465- 
1170,  and  22-27.  Rernrt  of  special  committee  on  law  and  policy;  interim 
report  of  special  committee  on  technical  and  practical  questions  of  aerial 
transport;  memorandum  on  exnerimental  air  service;  business  questions 
relating  to  aircraft  industry  and  aerial  services;  labor;  research  and  export 
education. 

DYNAMICS 

Aerofoil  Sections.  Selecting  Aerofoil  Sections  for  Speed  Range,  V.  E.  Clark, 
Aviation,  vol.  6,  no.  1,  Feb.  1,  1919,  pp.  20-22,  2  figs  Charts  for  selecting 
approximately  best  aerofoil  section  for  speed  range  and  to  estimate  speed 
performance  to  be  expected  in  a  given  airplane. 

Calculation-  or  Performance.  Performance  of  Aeroplanes,  W.L.Cowley.  Flight, 
vol.  11,  no.  1,  Jan.  2,  1919,  pp.  13-15,  7  figs.  Mathematical  relations  between 
horse  power,  rate  of  climb  and  turning  circle;  conditions  under  which  cir- 
cular flight  may  be  extende  1  with  greatest  rapidity. 


ENGINES 

Untitles      Performance  of  Aeronautic  Engines  af   Sigh  Altitudes,  II.  C.  Dickinson, 

Aeronautics,  vol     15,  no    259,  Dec.   II,   lflfs,  pp.    512-513.  3  figs.      Describes 

a  laboratory  buil  ling  where  il  is  contemplated  to  study  engine  performance 

teral,  including  carburetion,  under  conditions  corresponding  to  highest 

altitudes  rea  the  I  by  aviators. 

Austro-Daimlek.  Austrc-Daimler,  200-Hp.  Aircraft  Engine,  Automotive  Industries, 
vol  40.  ti  .  1.  2.  and  3,  .Ian.  2.  9  and  16,  1919,  pp.  21-21,  61-07  and  132  and 
131-135,  is  fiis.  .Iin  2;Detailed  reporf  on  design,  construction  and  general 
performance  of  latest  type;  Jan.  9.:  Details  of  crankcase  construction, 
ignition,  fuel  and  cooling  systems,  results  of  power  and  endurance  tests, 
Ms  and  materials  of  construction;  Jan.  16,  :  metallurgical 
and  mechanical  test  data,  general  data,  analysis  of  weights.  Issued  by 
Technical  Departmet  Aircraft    Production,    Ministry  of   Munitions. 

Carbi-retios'.  Carbureting  Conditions  characteristic  of  Urcraft  Engines.  Jl.  Soc. 
Automotive  I  ngin  .  vol.  i,  no.  1,  Jan.  191!),  pp.  9-12,  9  figs.  Tests  to 
determine  changes  in  engine  performance  with  changes  in  atmospheric  tempera- 
ture and  pressure  -at  various  Levels  above  earth's  surface,  with  special 
reference  to  variables  affecting  functioning  of  carbureter  and  changes  in 
performance  resulting  variables  in  carbureter  itself.  From  Bur.  of  Standards 
report  no.   10  on  aeronautic  power  plants. 

Curtis.  The  Curtis  Model  K.  12  Cylinder  Airplane  Engine.  Aviation,  vol.  5,  no. 
11.  Jan.  1,  1919,  pp.  685-689,  7  figs  .  Principal  features.  Engine  is  of  fixed 
cylinder  type  and  consists  of  12  cylinders  in  two  groups  of  six  each  with  inclu- 
ded angle  of  SO  degrees. 

Dubenbueo.  TheDusenburg  Model  H  850-Hp.  Motor.  G.  Douglas  Wardrop.  Aerial 
Age,  vol.  8,  no.  20,  Jan.  27,  199.,  on  .  991-995,  12  figs.   General  dimensions  and 

particulars        Motor   is  of    Hi-cylinder   V  tvpe  with   cylinders  at   an  angle  of 
45  deg.;  weight  of  power  plant  with  gear  drive  is  1575  lb. 

Hispano-Suiza.  The  Model  II.  300-Hp.  Hispano-Suiza  Engine,  Aviation,  vol..  fi, 
no.  1,  Fel).  1,  1919,  pp.  23-28,  1  figs.  Points  in  which  Model  II.  differs  from 
other  Hispano-Suiza  engines,  and  particularly  with  regard  to  lubrication. 

Liberty  Enoine.  Ignition  on  Liberty  Engine.  Motor  Age,  vol.  35,  no.  2,  Jan.  9, 
1919,  pp.  20-21  and  39.,  10  figs.  Wiring  diagram;  arrangement  of  three  arms 
of  circuit  breaker;  diagram  of  firing  order.  Generator-battery  type;  special 
Delco  system   is  used. 

Mii.lei..  The  Miller  125-Hp.  Aircraft  Engine.  Aviation,  vol.  6,  no.  1,  Feb.  1,  1919, 
pp.  30-31,  2  figs.     Features  and  dimensions  of  this  four-cylinder  engine. 


246 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF       CANADA 


Radio-Cylinder  Fixed  Radial  Cylinder  Engines,  John  W.  W.  Smith.  Jl.  Soc. 
Automotive  Engnrs.,  vol.  4,  no.  1,  Jan.  1919,  pp.  24-2G,  5  figs.  Weight  of 
power  plant;  reliability,  durability,  and  balancing;  fuel  and  oil  consumption; 
streamline  mounting;  cooling.  Radial  engine  is  considered  us  having  more 
advantages   than    V.    type. 

Specification  of  Engines.  Complete  Technical  Specifications  of  Important 
American  and  Foreign  Airplane  Engines.  Automotive  Industries,  vol.  40, 
no.  3,  Jan.  1G,  1919,  Supplement,  chart  between  pp.  134-135.  Details  of 
37  different  types  as  compiled  by  Technical  Section.  Division  of  Military 
Aeronautics. 

MATERIALS  OF  CONSTRUCTION 

Plywood.  Plywood  in  Aeroplane  Construction,  Henry  Harrison  Suplee.  Aerial 
Age,  vol.  8,  no.  19,  Jan.  20,  1919,  pp.  945-947,  and  961,  7  figs.  Design  and 
construction  of  Plywood  monocoque  fuselages,  plywood  wing  ribs  and  fuselage 
taps. 

MECHANICS 

Stress  Determination.  Stress  Optical  Experiments.  A.  R.  Low.  Flight,  vol. 
10,  nos.  .50  and  51,  Dec.  12  and  19,  1918,  pp.  1409-1410  and  1435-1439,  20 
figs.  Dec.  12:  Examples  of  optical  observations.  Dec.  19:  Deflection  curves 
for  top  spar  calculated  and  observed  for  total  loads  of  10,  20,  30,  35  and  40  lb. ; 
principle  of  dynamical  similarity  applied  to  deformahle  elastic  structures. 
(Concluded.) 

Struts.  Design  of  Aeroplane  Struts,  W.  H.  Barling  and  H.  A.  Webb.  Aeronautics, 
vol.  15,  nos.  268  and  269,  Dec.  4  and  11,  1918,  pp.  521-525,  and  538-541,  9 
figs.  Dec.  4: Analytical  determination  of  shape  which  will  cause  strut,  when 
endload  rises  and  it  deflects,  to  be  subjected  to  the  same  maximum  stress 
at  every  section;  Dec.  11:  Mathematical  theory  and  formalae,  numerical  exam- 

§les,  crinkling  stress  of  steel  tubes.     Paper  read  before  Roy.  Aeronautical 
oc. 

An  Approximate  Graphical  Treatmet  of  Some  Strut  Problems,  John 
Case.  Engineering,  vol.  106,  no.  2764,  Dec.  20,  1918,  pp.  669-070,  7  figs. 
Mathematical  article  discussing  crippling  load  of  a  pin-jointed  strut  of  varying 
section;  deflection  of  a  strut  subjected  to  lateral  load  and  terminal  couples 
continuous  beams  with  end  load;  proofs  of  formalae. 

Wing  Structure  Calculation.  Incidence  Wires  in  the  Strength  Calculations  of 
Wing  Structures,  John  Case.  Aeronautics,  vol.  15,  nos.  268,  270  and  271, 
Dec.  4,  18  and  25,  1918,  pp.  516-517,  566-570  and  602-607,  25  figs.  Dec.  4, 
Ordinary  processes  of  statics  and  principle  of  least  work,  as  methods  of 
computing  thrust  in  members  of  frame.  Physical  aspect  of  difference  between 
the  two  methods;  Dec.  18:  Formalae  for  estimating  loads  in  spars,  struts, 
etc.,  and  numerical  examples  of  the  methods  of  using  these  formalae;  Dec. 
25:  derivation  of  formulae. 

MILITARY  AIRCRAFT 

British  Planes.  British  Airplanes  and  Seaplanes.  Automotive  Industries,  vol. 
40,  no.  3,  Jan.  16,  1919,  pp.  142-143.  Principal  types  of  engines  and  planes 
in  use  in  the  Royal  Naval  Air  Service  and  in  the  Army. 

U.  8.  Lb  Pere.  The  Le  Pere  Fighter.  Aerial  Age,  vol..  8  ,  no.  18,  Jan.  13,  1919, 
pp.  904-905.  5  figs.  General  dimensions,  weights  and  performances  of  recon- 
naissance plane  fitted  with  400-hp.  Liberty  engine. 

U.  S.  Planes.  Record  of  Performance  of  American  Planes.  Automotive  Industries, 
vol.  40,  no.  3,  Jan.  16,  1919,  p.  103.  Table  illustrating  types  and  principal 
features  of  airplanes  built  by  U.  S.  Government  since  June  1917. 

MODELS 

Model  Construction.  Model  Aeroplane  Building  as  a  Step  to  Aeronautical  Engin- 
eering. Aerial  Age,  vol.  8,  nos.  18,  19  and  20,  Jan.  13,  20  and  27,  1919, 
pp.  913,  957  and  1001,  11  figs.  Jan.  13:  Details  of  wimgs;  Jan.  20:  Making 
tail  surfaces,  fin  and  rudder;  Jan.  27:  Details  of  stabilizer,  elevators,  fin 
and  rudder  for  Ford  motored  airplane. 

Model  Aeroplanes. — XIX,  F.  J.  Camm,  Aeronautics,  vol.  15,  no.  268, 
Dec.  4,  1918,  p.  529,  6  figs.     Notes  on  driving  mechanism. 

PROPELLERS 

Charts.  Nomographic  Charts  for  the  Aerial  Propeller,  S.  E.  Slocum.  Aerial  Age, 
vol.  8,  no.  20,  Jan.  27,  1919,  pp.  988-990,  4  figs.  Power,  thrust,  torque  and 
efficiency  charts  representing  formulae  derived  from  experimental  data. 
Formulae  were  discussed  in  Aerial  Age  Aug.  26  and  Nov.  18,  19  IN. 

Alcohol.  A  New  Opening  for  the  Electrometallurgical  Industry.  The  manufacture 
of  Alcohol  from  Calcium  Carbide  (Un  nouveau  debouche  pour  l'industrie 
electro-metallurgique.  La  fabrication  de  l'alcool  (en  partant  du  carbure). 
Revue  Generate  de  l'Electricite  vol.  4,  no.  24,  Dec.  14.  1819,  p.  934.  A  current 
of  acetelyne  is  passed  over  dilute  solution  of  sulphuric  acid  having  mercury 
salts  as  catalyser;  resulting  acetaldehyde  is  boiled  and  vapor  passed  over  layer 
of  finely  powdered  nickel.  From  Chcmischc  Teehnisehc  Wochenschrift, 
vol.  23,  p.  55. 

Ammonia.  Commercial  "Concentrated  Ammonia-Liquor"  and  Its  Impurities, 
H.  G.  Coleman  and  E.  W.  Leoman,  Jl.  Soc.  Chem.  Indus.,  vol.  37,  no.  24, 
Dec.  31,  1918,  pp.  319T-323T  and  (discussion)  323T-324T.  Analyses  of 
samples  from  different  plants. 

Barium.  Future  of  the  Barium  Industry — A  Protective  Tariff  Required,  Hugh  Rolliti. 
Mfrs.  Rec.  vol.  75,  no. 3,  Jan.  16,  1919,  p.  97.  Importance  of  Industry  and 
its  present  undeveloped  stage  in  U.  S.     Paper  before  Am.  Inst.  Chem.  Engra. 


Benzols.  Analysis  of  Commercial  "Pure "  Benzols,  F.  Butler  Jones.  Jl.  Soc. 
Chem.  Indus.,  vol.  37,  no.  24,  Dec.  31,  1918,  pp.  324T-327T,  2  figs.  Experi- 
mental determination  of  depression  of  freezing  point  of  benzene  occasioned 
by  presence  of  carbon  bisulphide,  thiophen  toluene  and  paraffin.  A  graph 
gives  volumn  percentages  of  four  solutes  in  terms  of  observed  temperatures 
and  specific  gravity. 

By-Products.  Relation  of  By-Produxts  to  Chemical  Industries,  W.  H.  Blauvelt. 
Gas  Age,  vol.  43,  no.  1,  Jan.  1919,  pp.  19-21,  2  figs.  Industries  built  up  by 
Semet-Solvay  Co.  to  utilize  by-product  chemicals. 

Carbide.  Practical  Points  on  Carbide  Sizes.  Jl.  Acetylene  Welding,  vol.  2,  no.  7, 
Jan.  1919,  pp.  330  and  354.  Methods  of  classification  according  to  sizes; 
relative  value  of  different  sizes  of  carbide.  From  Bulletin  de  Journal  Suisse 
d'Ac6tylene. 

Coal-Gas  Products.  Some  Observations  concerning  (a)  Liquid  Purification  of, 
and  (b)  the  Simultaneous  Recvoery  of  Sulphur  and  Ammonia  from  Coai 
Gas,  P.  Parrish.  Gas  Jl.,  vol.  144,  no.  2897,  Nov.  19,  1918,  pp.  413-418, 
and  (discussion)  pp.  418-420,  4  figs.  Brief  historical  account;  theoritical 
phases  of  processes;  design  and  arrangement  of  plants;  details  of  Trepex 
washer;  principles  governing  dissociation;  treatment  of  waste  gases.  Paper 
before  Southern  District  Assn.  Gas  Engrs,  &  Mgrs. 

Coal-Tar  Industry  Products,  British.  Progress  in  the  British  Coal  Tar  Industry 
J.  B  C.  Kershaw.  Gas  Age.  vol.  43,  no.  2,  Jan.  15,  1919,  pp.  77-79,  2  figs. 
English  practice  in  tar  distillation  and  treatment  of  light  oil  fraction  with 
dilute  caustic  soda;  brief  note  on  American  methods  of  working  up. 

Coloring  and  Lacquering.     Approved  Practice  in  Coloring  and  Lacquering,  James 
Sleetman.     Brass   World,  vol.  14,  no.  11,  Nov.  1918,  pp.  315-317,  6  figs. 
(Fourth  and  concluding  article.) 

Dust  Recovery.  Dust  Recovery  from  Gas  Scrubber  Water.  Blast  Furnace,  vol. 
7,  no.  1,  Jan.  1919,  p.  48,  1  fig.  Dorr  thickener  installed  in  blast-furnace 
plant  to  provide  automatically  for  settling  of  dust  from  gas  scrubbers. 

En  vmels.  The  Control  of  the  Luster  of  Enamels,  Homer  F.  Staley.  Jl.  Am.  Ceramic 
Soc,  vol.  1,  no.  9,  Sept.  1918,  pp.  640-647.  Effect  of  crystallization,  vis- 
cosity, concentrations,  sulphur  compounds  and  index  of  refraction  on  brilliancy 
of  enamels.  Suggestions  given  are  based  on  considerations  regarding  chem- 
ical and  physical  phenomena  taking  place  in  manufacturing  processes. 

France.  Recent  Progress  and  Future  Possibilities  of  the  Chemical  Industry  in  France 
(Lcs  progres  recentcs  et  l'avenir  des  industries  chimiques  en  France).  Paul 
Razous.  Genie  Civil,  vol.  73,  no.  22,  Nov  30,  1918,  pp.  429-433.  Pharma- 
ceutical products;  petroleum  distillation;  conditions  of  growth  for  industry. 
(Concluded). 

Gas  Manufacture.  New  Signaling  Pyrometer,  a  Means  of  Contending  Against 
Effects  of  Inferior  Labor.  Am.  Gas  Eng.  Jl.  vol.  110,  no.  2,  Jan.  11,  1919, 
pp.  36-37,  2  figs.  Lights  inform  attendant  when  damaging  variation  is 
approached. 

The  Utilization  of  Waste  Heat  in  Gas  Works  (Die  Gewinnung  und 
Verwertung  der  Abwaerme  im  Gaswerksbetriebe).  A  technical  and  economic 
study  by  Director  Wenger,  Journal  fuer  Gasbeleuchtung,  vol.  61,  no.  43, 
Oct.  26,  1918,  pp.  509-513,  3  figs.  Continued  from  p,  501.  Concluded  Nov. 
2.  Description  of  experiments  made  to  secure  a  higher  yield  of  coke  from 
coal.      Waste  heat  used  for  heating  water  of  municipal  bathouse. 

Annual  Report  of  Technical  Inspection  of  Swiss  Gas  Works  (Geschaefts- 
bericht  des  Technischen  Inspektorates  schweizerischcr  Gaswerke).  Jour- 
nal fuer  Gasbeleuchtung,  vol.  61  no.  43,  Oct.  26,  1918,  pp.  505-509,  2  figs. 
Covers  94  of  the  96  gas  works  in  Switzerland  and  describes  equipment  used , 
economies  introduced  to  offset  partly  the  excessively  high  cost  of  fuel,  acci- 
dents, extraction  of  tar;  safety  rules  and  suggestions  for  further  improvements. 

Use  of  the  Interferometer  in  Gas  Analysis.  Frank  M.  Seibert  and  Walter 
C.  Harpster.  Water  &  Gas  Rev.,  vol.  29,  no.  7,  Jan.  1919,  pp.  13-14,  1  fig. 
Sketch  of  Laboratory  instrument;  manner  of  conducting  test.  From  tech. 
paper  185,   Bur.  of   Mines. 

Carbonization  of  Wood  in  Stockholm.  Gas  Age,  vol.  43,  no.  2,  Jan.  15, 
1919,  pp.  74-76,  3  figs.  Swedish  experience  in  substitution  of  wood  for  coal. 
From  Journal  ftir  Gasbeleuchung. 

Inclined  Chamber  Ovens  at  Auburn  Junction.  Gas  Age,  vol.  43,  no . 
2,  Jan.  15,  1919,  pp.  80-83,  2  figs.  Installation  comprises  two  benches  of 
three  ovens,  each  19  ft.  6  in.  long;  operation  details  and  results. 

Glass,  Optical.  The  Presence  of  Iron  in  the  Furnace  Atmosphere  as  a  Source  of 
Color  in  the  Manufacture  of  Optical  Glasses,  Edward  W.  Washburn.  Jl. 
Am.  Seramic  Soc,  vol.  1,  no.  9,  Sept.  1918,  pp.  637-639.  Results  of  experi- 
ments. Writer  recommends  that  interior  of  furnaces  for  manufacture  of  optical 
glass  be  lined  with  course  of  kaolin  bricks,  and  that  in  their  construction 
all  materials  which  will  give  up  iron  to  atmosphere  of  furnace  be  excluded. 

Glass  Pots.  Observations  on  Apparent  Causes  of  Failure  of  Lead  Glass  Pots,  A.  F. 
Gorton.  Jl.  Am.  Ceramic  Soc,  vol.  1,  no.  9,  Sept.  1918,  pp.  648-659. 
Examination  of  remains  of  pots  leads  writer  to  conclude  that  cracking  and 
corrosion  are  chief  causes  of  failure.  Cracks  attributed  principally  to  insuffi- 
cient preheating  and  corrosion  to  slagging  action  of  iron  on  clay. 

Helium.  The  Production  of  Helium  from  Natural  Gas,  Frederick  G.  Cottrell.  Mech. 
Eng.  vol.  41,  no.  2,  Feb.  1919,  pp.  155-158  and  188,  6  figs.  Reviews  recent  work 
in  liquefaction  and  separation  of  gases  and  production  of  helium  for  use  of  bal- 
loons. 

Lime.  Reconstruction  and  Peace  Time  Problems  of  Lime  Industry,  Charles  Warner. 
Concrete,  Cement  Mill  Section,  vol.  14,  no.  1,  Jan.  1919,  pp.  7-9.  Address 
by  representative  of  War  Service  Committee  on  Lime  at  Peace  Prepared- 
ness Congress. 

Mustard  Gas.  Some  Physical  Constants  of  Mustard  Gas,  Leason  H.  Adams  and 
Erskine  D.  Williamson.  Jl.  Wash.  Acad.  Sci.,  vol.  9,  no.  2,  Jan.  19,  1919, 
pp.  30-35,  2  figs.  Measurements  of  compressiblity  and  determinations  of 
freezing  pressure  and  resultant  change  of  volumn  at  various  temperatures. 
Compressibility  was  determined  by  method  and  apparatus  described  in  Jl. 
Amer.  Chem.  Soc,  vol.  41,  Jan.  1919. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


247 


Nitrogen  Products.  Nitrogen  Industry  in  Germany  during  the  War  (L'industrie 
de  l'azote  en  Allemagne  pendant  la  guerre).  Revue  G£ne>ale  de  l'Electricite\ 
vol.  5,  no.  2,  Jan.  11,  1919,  pp.  75-76.  Details  of  partial  application  of 
Birkeland-Eyde  process  and  more  extensive  application  of  Ostwald  process. 
Industrial  Electrochemical  Manufacture  of  Nitrogenous  Compounds: 
Nitric  Acid  and  its  Derivations,  Cyanamide,  Nitrides  (La  production  £lec- 
trochimique  industrielle  des  composes  nitres:  acide  nitriques  et  derives, 
cyanamide,  azotures),  Jean  Escard.  Revue  G£ne>ale  de  l'Electricit£,  vol. 
4,  no.  25,  Dec.  21,  1918,  pp.  959-972,  20  figs.  Scheme  of  installation  for 
manufacturing  nitric  acid  and  nitrates  from  the  air.     Following  furnaces  and 

Processes  for  producing  synthetic  nitric  acid  are  described:  Birkeland-Eyde, 
chonherr,  Pauling,    Moscicki,   Kilburn-Scott  and  Helbig. 

Fixation  of  Nitrogen.  Jl.  Soc.  Automotive  Engrs.,  vol.  4,  no.  1,  Jan. 
1919,  pp.  16-17.  Electric-arc  process;  building  of  concrete  dam  100  ft. 
high  and  1  mile  long  at  Muscle  Shoals  to  deliver  500,000  hp.  for  nitrogen 
fixation  work ;  cyanamid  and  Haber  processes. 

Industrial  Electrochemical  Production  of  Nitrogenous  Compounds: 
Nitric  Acid  and  Derivatives,  Cyanamide  and  Nitrides  (La  production  61ec- 
trochimique  industrielle  des  composes  nitres;  acide  nitrique  et  derives,  cyana- 
mide, azotures),  Jean  Escard.  Revue  G<in6rale  de  l'Electricit4,  vol.  4,  no. 
26,  Dec.  28..  1918,  pp.  1008-1012.  Manufacture  of  cyanamide  by  reaction 
of  nitrogen  on  calcium  carbide;  fixation  of  nitrogen  in  boron,  magnesium  and 
calcium  nitrides;  preparation  and  properties  of  these  compounds. 

Note  on  the  Bucher  Cyanide  Process  for  the  Fixation  of  Nitrogen,  Eugcn 
Posnjak  and  H.  E.  Merwin.  Jl.  Wash.  Acad.  Sci,  vol  9,  no.  2,  Jan.  19,  1919, 
pp.  28-30.  Experiments  with  warying  amounts  of  sodium  carbonate,  carbon 
and  iron;  object  to  determine  hether  sodium  cyanide  was  formed  by  Bucher's 
reaction. 

Potash.  Various  Methods  of  Obtaining  Potash.  Commercial  Fertilizer,  vol.  17, 
no.  6,  Jan.  1919,  pp.  42-46.     Developments  since  1860. 

Rubber.     Imitation   Caoutchoucs   or    Vulcanized   Oils.  (Les   caoutchousc   factices 

on  huiles  vulcanisees),  Andre  Dubose       Chimie  &  Industrie,  vol.,  1,  no.  7, 

Dec.    1,   1918,   pp.   727-732.     Historical  note  of  development.;  processes  of 
manufacture  :  classification. 

MINING  ENGINEERING 

BASE    MATERIALS 

Rock  Quarrying.  Rock  Quarrying  for  Cement  Manufacturing.  ( lliver  Bowles. 
Stone,  vol.  40,  no.  1,  Jan.  1919,  pp.  19-21,  2  figs.  Efficiency  and  safety  under 
modern  conditions  of  operation.     From  Bureau  of   Mines  bulletin. 

COAL  AND  COKE 

Coal  Oxidation  and  Ignition.  The  Oxidation  and  Ignition  of  Coal.  Richard  Vernon 
Wheeler,  Jl.  Chem.  Soc.  .vols.  113  and  114,  no.  674,  Dec.  1918,  pp.  945-955, 
2  figs.  Account  of  work  carried  out  during  past  nine  years  by  British  Coal 
Dust  Experiments  Committee,  Min.  Assn.  Great  Britain  Hypothesis  is 
advanced  that  reaction  responsible  for  self-heating  of  coal  is  mainly  attachment 
of  oxygen  to  molecules  of  high  carbon  content,  and  subsidiary  to  this,  interac- 
tion oxygen  thus  loosely  held,  by  carbon-like  molecules,  and  other  atoms  or 
those  molecules,  or  other  portions  of  coal  conglomerate. 

Coal  Production.  Coal — Now  and  Next  Year.  C.  E.  Leshcr.  Coal  Age,  vol.  IS, 
no.  3,  Jan.  16,  1919,  pp.  99-101,  4  figs  Statistics  of  proauction  and  consump- 
tion. 

Coke-Oven  Gas.  Washing  Light  Oil  Fractions  from  Coke  Oven  Gas,  F.  D.  Schreiber. 
Gas  Age,  vol.  43,  no.  1,  Jan.  1,  1919,  pp.  22-21,  1  tig.  Suggestions  from  general 
foreman  of  benzol  plant. 

Coke  Plant  Producing  Gas  for  Domestic  Purposes.  Gas  Age,  vol.  43, 
no.  1,  Jan.  1,  1919,  pp.  11-12,  3  figs.  Example  of  by-product  coking  practice 
Plant  consists  of  65  Koppers  cross-regenerative  ovens  (12J  tons)  witlh  capacity 
of  1200  tons  coal  per  day  and  is  complete  for  recovery  of  gas,  tar,  ammonia, 
and  benzols. 

Coke-Oven  Gas  and  the  Demand  for  Cheap  Fuel.  Gas  Age,  vol.  43,  no.  1,  Jan.  1, 
1919,  pp.  16-17.  Extent  of  coke  production  in  ovens  and  in  beehive  ovens; 
importance  of  metering  gas. 

Chester  Producer  Fired  by-Product  Coke  Ovens,  J.  D.  Shattuck,  Gas 
Age  vol.  43,  no.  1,  Jan.  1,  1919,  pp.  7-10,  6  figs.  Operation  of  Philadelphia 
Gas  &  Elec.  Co.  plant  for  production  of  city  gas  and  also  for  recovery  of  by- 
products. 

Coke  Ovens.  Economic  Considerations  in  Coke  Oven  Practice  \V.  (  olquhoun. 
Colliery  Guardian,  vol.  116,  no.  3020,  Nov.  15,  1918,  pp.  1022-1024.  From 
paper  before  Midland  Inst,  of  Civ.  Min.  and  Mech.  Engs.  Nov.  1918.  Also 
in  Iron  &  Coal  Trades  Rev.,  vol.  97,  no.  2647,  Nov.  15,  1918,  pp.    541-543. 

Change  in  Beehive  Coke  Oven  Construction  Due  to  Mechanical  Opera- 
tion, George  \V.  Harris.  Coal  Age,  vol.  15,  no.  2,  Jan.  9,  1919,  pp.  44-48, 
12  figs.     Details  of  coke  ovens  for  mechanical  operation. 

A  New  Coke  Oven  Installation.  Engineer,  vol.  126,  no.  3282,  Nov.  22, 
1918,  pp.  430-432,  5  figs.  Description  of  battery  of  thirty-seven  12  ton 
Semet-Solvay  coke  ovens  witlh  washer  and  by-product  recovery  plant  at 
one  of  plants  of  Newton,  Chambers  &  Co.,  Ltd. 

Economic  Considerations  in  Coke  Oven  Practice,  W.  Colquhoun.  Gas 
World  (Coking  Section),  vol.  69,  no.  1794,  Dec.  7,  1918,  pp.  19-20.  Defi- 
ciencies in  present  application  of  heat  necessary  to  distil  coal;  advantages  of 
hot  direct-recovery  process.     Paper  before  Midland  Inst.   Min.  Engrs. 

Republic  Bv-Product  Coke  Plant  at  Youngstown.  Gas  Age,  vol.  43, 
no.  1,  Jan.  1,  1919,  pp.  13-15,  5  figs.  Brief  description  of  by-product  coke- 
oven  installation  of  143  Koppers  ovens,  producing  gas  and  coke  for  use  in 
steel  manufacture. 

Plant  of  the  Seaboard  By-Product  Coke  Company,  D.  MacArthur.  Gas 
Age,  vol.  43,  no.  1,  Jan.  1,  1919,  pp.  1-6,  9  figs.  Oven  installation  consists 
of  165  Koppers  ovens  subdivided  into  three  units.  Daily  capacity  is  3000 
tons  of  coal,  yielding  3,200  tons  coke,  16$  million  cubic  feet  surplus  gas  of 
610  B.  t.u.  quality,  75,000  lbs.  ammonium  sulphate,  24,000  gal.  tar  and  10,000 
gal.  ligt  oil.     (To  be  continued.) 

Insulation  for  By-Product  Coke  Ovens,  P.  A.  Boeck.  Gas  Age,  vol.  43, 
no.  1,  Jan.  1,  1919,  pp.  24-26,  5  figs.  How  insulating  bricks  are  placed  in 
wall;  heat  gradient  and  saving  due  to  heat  insulation;  advantages  of  insulation. 


Rail  Transportation.  Railroad  Readjustment  Problems  Confront  Coal  Operators, 
John  Callahan.  Coal  Trade  Jl.,  year  51,  no.  3,  Jan.  15,  1919,  pp.  51-52, 
How  mining  is  affected  by  transportation  control  as  well  as  by  maintenance 
or  modifications  of  existing  regulations. 

ORE  DRESSING 

Tube  and  Ball  Mills.  Notes  on  Ore  Dressing,  A.  W.  Allen,  Eng.  &  Min.  Jl.  vol. 
107,  no.  2,  Jan.  11,  1919,  pp.  100-102.  Efficiency  of  tube  mills;  progress  in 
ball-milling  practice. 

GEOLOGY  AND   MINERALOGY 

Earth  Movements.  Earth  Movements.  Jl.  Chem.  Metallurgical  &  Min.  Soc. 
S.  A.  vol.  19,  no.  1,  Oct.  1918.  pp.  63-66.  Analysis  of  probable  causes  which 
operated  in  movement  of  ground  at  Great  Boulder  mine.  From  Jl.  Chamber 
of  Mines  of  W.  Australia. 

Igneous  Differrentiation.  A  Type  of  Igneous  Differentiation,  Frank  F.  Grout. 
Jl.  Geol.,  vol.  26,  no.  7,  Oct-Nov.  191S,  pp.  626-658,  12  figs.  Rocks  of  Duluth 
gabbro  lopolith  are  found  to  fall  into  two  series,  one  related  to  gabbro  family, 
other  more  closely  to  granites. 

Manganese  Dioxide  Banding.  Rythmic  Banding  of  Manganese  Dioxide  in  Rhyolite 
Tuff,  W.  A.  Tarr.  Jl.  Geol.  vol.  20,  no.  7,  Oct-Nov.  1918,  pp.  610-617,  5  figs. 
Explains  origin  of  eecentric  structures  of  manganese  dioxide  found  near  Tucson, 
Ariz.,  by  manganese  dioxide  being  derived  from  mineral  located  at  nucleus 
of  structure  and  being  precipitated  in  successive  rings  by  rhythmic  precipi- 
tation following  mingling  of  outwardly  moving  manganese  solution  with  one 
of  oxidizing  character. 

New  Minerals.  Review  of  New  Mineral  Species  (Revue  des  esp^ces  minSrales 
nouvelles),  P.  Gaubert.  Bulletin  do  la  Society  Francaise  de  Mineralogie, 
vol.  41,  nos.  4-5-6,  Apr-June  1918,  pp.  117-130.  Occurrences  of  crandallite 
leifite,  griffithite,  mullanite,  tetarkaite,  didymolite,  augaralite,  arseno-bismite, 
arseno-ferrite,  heliodore,  creedite,  sulphated  cancrinite,  cebollite,  pintadoite, 
uvanite,    hogbomite,    miuasragrite,    aurobismuthinite,    stibiobismuthinite. 

Review  of  New  Mineral  Species  (Revue  des  espdees  mine>ales  nouvelles) , 
P.  Gaubert.  Bulletin  de  la  SocieHe  Francaise  de  Mineralogie,  vol.  41,  nos. 
4-5-6,  Apr.-June  1918,  pp.  93-96.  Occurrences  of  crestmoreite,  riverd- 
sideite,  katoptrite,  ektropite  and  flokite. 

Radiolarian  Charts.  The  Radiolarian  Charts  of  the  Franciscan  Group,  E.  F.  Davis, 
Univ.  Cal.  Publications,  Bui  Dept.  Geol.,  vol.11,  no.  3,  Dec.  23,  1918.  pp. 
235-432,  30  figs.     Results  of  investigation  to  determine  their  origin. 

R.OI  k  Diagrams.  A  Form  of  Multiple  Rock  Diagrams,  Frank  F.  Grout.  Jl.  Geol. 
vol.  26.  no.  7,  Oct.-Nov.  1918,  pp.  622-625,3  figs.  Modification  of  Adam's 
method.  Individual  rock  diagrams  are  not  plastered  but  clamped  into 
position  leaving  them  free  for  rearrangement  as  they  are  studied  from  various 

points  of  Yirw  . 

Teak  Figures  and  Minerals.  Tear  Figures  on  certain  Minerals,  Mikio  Kuhara. 
Uemoirs  College  of  Eng  Kyoto  Imperial  Univ.  vol.  2.  nos.  2  and  3,  July 
and  Nov.  1918,  pp.  53-62  and  71-82.  45  figs.  July:  Characteristics  on  tear- 
figures  on  aragonrte,  alum  and  borax;  Nov.  Characteristics  on  tear-figures 
on  minerals  belonging  to  retragonal  and  triclinic  systems,  wulfenite  and 
cupper-sulphate  crystals  were  selected  as  representatives  of  these  systems. 

IRON 

I'.i  i'  in  it  Islands'  Deposits  Iron  Deposits  on  the  Belcher  Islands,  Hudson  Bay, 
E.  S.  Moore,  Monthly  Bulletin.  Can.  Min.  Inst.,  no.  82,  Feb.  1919,  pp.  196- 
206,  I  rigs.  Topographic  features  and  geology;  photomicrographs  of  granules 
from  iron  field ;  results  of  analysis  of  sample. 

Production.  World's  Division  of  Iron  Analyzed,  A.  J.  Haiu.  '  Iron  Trade  Rev., 
vol.  64,  no.  1,  Jan.  2,  1919,  pp.  28-32,  3  figs.  Pig-iron  and  steel  production  in 
United  States,  United  Kingdom,  France  and  Germany    for  years  1913-1918. 


Kennecott  District. 


COPPER 

:ott  District.  Mining  Copper  at  Kennecott,  Alaska,  Min.  &  Sci.  Press, 
vol.  US,  no.  2,  Jan.  11,  1919,  pp.  53-56,  3  tigs.  Mining  possibilities  in  Kenne- 
cott district. 

Mineral  Determination.  Sulphur  Dioxide  Method  for  Determining  Copper 
Minerals  in  Partly  Oxidized  Ores,  Charles  E.  Van  Barnevcld  and  Edmund 
S.  Leaver  (Department  of  Interior.  Bur.  of  Mines,  tech.  paper  198,  14  pp., 
1  fig.  Sources  of  error  in  sulphuric  acid  method  and  ammonia  method  for 
selective  determination  of  copper  minerals;  procedure  in  sodium  tartrate 
method;  sulphur  dioxide  method;  results  of  leaching  chalcolite  and  chal- 
copyrite  with  5  per  cent,  solution  of  different  reagents;  results  with  four  methods 
compared. 

Utah.  The  Utah  Copper  Enterprise.  IX,  T.  A.  Rickard.  Min.  &  Sci.  Press, vol. 
117,  no.  26,  Dec.  28.  1918,  pp.  853-860,  9  figs.  Smelting  of  cone  entrate  at 
Garfield  smelter  of  Am.  Smelting  &  Refining  Co. 

LEAD 

H ydrometallurgv  Innovations  in  the  Metallurgy  of  Lead,  Dorsey  A.  Lyon  and 
i>li\er  C.  Ralston.  Department  of  Interior,  Bur.  of  Mines,  bul.  157,  1918. 
176  pp.,  13  figs.  Application  of  new  hydrometallurgical  and  other  methods 
to  following  types:  oxidized  lead  ores,  oxidized  lead  ores  containing  precious 
metals,  oxidized  lead  zinc  ores,  simple  sulphide  ores  of  lead,  leady  zinc  concen- 
trates, lead-iron  sulphide  middlings,  and  complex  sulphides  of  lead,  zinc, 
iron  and  copper,  with  or  without  precious  metals.  Results  of  experiments 
conducted  by  Salt  Lake  City  station  of  Bur.  of  Mines  in  co-operation  with 
department  of  metallurgical  research. 

Smelting.  Metallurgy  of  Load,  H.  O.  Hofman.  Eng.  &  Min.  Jl.  vol  107,  no.  2, 
Jan.  11,  1919,  pp.  88-90.     Lead  smelting  practice;  modern  silver  lead  smeltery. 

MAJOR  INDUSTRIAL   MATERIALS 

Manganese.  Electric  Smelting  on  the  Pacific  Coast.  W.  L.  Morrison.  Jl.  Elec. 
vol.  42,  no.  2.  Jan.  15,  1919,  pp.  67-68.  Slates  that  while  absence  of  cheap 
power  precludes  general  development  of  electric  furnace,  nevertheless  there 
is  real    opportunity  in  electric  smelting  of  silicon  manganese. 


248 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Metallurgical  Investigations  During  1918,  Van  H.  Manning.  Blast 
Furnace,  vol.  7,  no.  1,  Jan.  1919,  pp.  65-(i7.  Production  of  ferro-manganese: 
smelting  low-garde  manganese  ores  in  electric  furnace;  use  of  low-grade 
iron;  problems  studied  by  Bureau  of  Mines. 

Manganese  Deposits  of  East  Tennessee— II,  G.  W.  Stose  and  F.  C. 
Schrader.  Resources  .of  Tennessee,  vol.  8,  no.  4,  Oct.  1918,  pp.  235-32+, 
14  figs.  Report  prepared  under  co-operative  agreement  between  State  Geol. 
Survev  and  U.S.  Geol.  Survey.  Descriptions  of  mines  based  on  examination 
of  deposits  by  authors  during  three-month  field  trip.  Each  description 
includes  location  of  deposit,  extent  of  development  of  mine,  brief  account 
of  plant,  character  and  association  of  ore,  and  its  geologic  relations. 

Nickel.  A  Process  for  Electrolytically  Refining  Nickel,  Geo.  A.  Guess.  Gen. 
Meeting  Am.  Electrochem.  Soc,  Apr.  3-5,  1919,  advance  copy,  paper  2,  pp. 
9-12.  Impure  nickel  containing  copper  and  iron  is  used  as  anode;  both  iron 
and  copper  go  into  solution,  but  copper  is  precipited  by  keeping  powdered 
calcium  carbonate  suspended  in  electrolyte;  cathode  is  enclosed  in  canvas 
bag;  glue  is  used  in  solution. 

Zinc.  Metallurgy  of  Zinc,  W.  E.  Ingalls.  Eng.  &  Min.  Jl.,  vol.  107,  no.  2,  Jan. 
11,  1919,  pp.  87-88.     Roasting;  distillation  furnaces;  distilling  practice. 

Foreign  Zinc-Smelting  Capacities  and  Prospects,  W.  R.  Ingalls,  Eng.  & 
Min.  Jl.,  vol.  107,  no.  5,  Feb.  1,  1919,  pp.  227-228.  Refers  particularly  to 
England,  Australia,  Belgium  and  Silesia. 

MINES  AND   MINING 

Cars,  Mine.  Standardization  of  Mine  Cars  in  Metal  Mines,  R.  M.  Raymond.  Eng. 
&  Min.  Jl.,  vol.  107,  no.  5,  Feb.  1,  1919,  pp.  220-221,  9  figs.  Paper  read  at 
Seventh  Annual  Safety  Congress  Nat.  Safety  Council. 

Cement  Gttn.  Use  of  the  Cement  Gun  in  a  Bituminous  Ooql  Mine,  M.  S.  Sloman. 
Mine  and  Quarry,  vol.  11,  no.  1,  Nov.  1918,  pp.  1092-1035,  2  figs.  Results 
of  United  Coal  Corporation  said  to  prove  that  a  cement  coating  properly  applied 
will  form  permanent  barrier  to  action  of  weathering  on  roofs  susceptible  to 
air  slacking;  gives  cost  figures. 

Drilling.  The  Technique  of  Diamond-Drilling,  J.  A.  MacVicar.  Min.  Mag.,  vol. 
20,  no.  1,  Jan.  1991,  pp.  1825.  Histoy  and  utility  of  the  diamond -drill; 
patent  specifications  of  Leschot  diamond-drilling  apparatus;  operations 
followed  in  process  of  drilling;  recent  uses  of  diamond-drills  in  testing  of 
foundations  for  dam  sites.      Paper  read  before  Cornish  Inst.  Engrs. 

Hammer  Drills — Their  History,  Design,  and  Operation,  Henry  S.  Potter. 
Jl.  S.  A.  Instn.  Engrs.,  vol.  17,  no.  405,  Nov.-Dec.  1918,  pp.  68-80,  17  figs. 
Refers  especially  to  popularly  called  Jack  Hammer  type.     (To  be  concluded). 

The  Hand  Hammer  Drill,  James  P.  Cotter.  Monthly  Bui.  Can.  Min. 
Inst.  no.  82,  Feb.  1919,  pp.  207-211.  Purpose  in  applying  water  and  air  to 
bottom  of  drill  hole  while  drilling;  uses  of  hammer  drills  in  coal  mines.. . 

Hvdraulic  Stowing.  Primary  Considerations  in  Hydraulic  Stowing,  C.  A.  John 
Hendry.  Colliery  Guardian,  vol.  110,  no.  3016,  Oct.  18,  1918,  pp.  805-807, 
14  figs.     From  paper  before  Geol.  and  Min.  Soc.  of  India. 

Inspection,  Idaho.  Mining  in  Idaho  in  1918,  R.  N.  Bell.  Eng.  and  Min.  Jl.  vol. 
107,  no.  5,  Feb.  1,  1919,  pp.  236-238.     Account  of  State  Inspection  of  mines. 

Laws.  Collection  of  Laws  Decrees,  Resolutions  and  Other  Acts  Concerning  Mines 
Quarries,  Sources  of  Mineral  Waters,  Steam  Apparatus  and  Railrod  Exploit- 
ation (Recueil  de  lois,  decrets,  arretes  et  autres  actes  concernant  les  mines, 
les  carrieres,  les  sources  d'eaux  minerales,  les  appareils  a  vapeur  et  ('exploita- 
tion des  chemins  de  fer).  Annales  des  Mines,  Partie  Administrative,  series 
11,  vol.  7.  1918,  pp.  81-185.  Documents  of  second  quarter  of  1918  issued 
by  Ministry  of  Public  Works,  Frace. 

Prospecting.     Hydraulic   Prospecting   at  the   Rooiberg   Tin    Mines,   E.   R.   Schoch. 

Jl.  S.  A.  Instn.  Engnrs.,  vol.  17,  no.  4-5,  Nov.-Dec,  1918,  pp.  61-67,  9  figs. 

Surface  prospecting  by  means  of  hydraulic  jets  or  monitors  on  level    ground 

with  artificially  conserved  return  water. 
Utah.      Mining  in  Utah  in   1918,  Edward  R.  Zalinski.     Eng.    &   Min.  Jl.  vol.   107, 

no.  4,  Jan.  25,  1919,  pp.  178-183. 


1918  British  Columbia.      Mining  in  British  Columbia  in  1918,    Robert  Dunn 
&  Min.  Jl.   vol.  107,  no.  2,   Jan.  11,  1919,  pp.  110-111. 


1918  U.  S.  General  Review  of   Mining  in  the  United  State3  in  1918. 
Jl.,  vol.  107,  no.  2,  Jan.  11,  1919,  pp.  103-107. 


Eng. 
Eng.   &  Min. 


MINOR  INDUSTRIAL  MINERALS 

Graphite.  Alabama  Graphite  in  118,  W.  E.  Prouty.  Eng.  &  Min.  Jl.  vol.  107, 
no.  4,  Jan.  25,  1919,  pp.  194-195.  Processes  in  milling;  classification  of  washers; 
costs. 

Monazite.  Monazite  as  a  Source  of  Incandescent  Lighting,  Material.  Sydney 
J.  Johnstone.  Gas  World,  vol.  69,  no.  1794,  Dec.  7,  1918,  pp.  350-351. 
Sources  and  history  of  mineral  monazite  from  which  are  obtained  the  rare 
earths  composing  luminous  portion  of  incandescent  gas  mantle.  From  Jl. 
So.  Chem.  Indus. 

Molybdenum.      Molybdenum    Within   the   Empire,   Sydney   J.   Johnstone.     Jl.   Soc. 
Chem.    Indus.,   vol.   37,     no.    23,   Dec.    16,     1918,   pp.  448R-450R.      Statis- 
tics of  world  production  and  particularly  of  progress  in  mines  throughout   the 
*       British  Empire. 

Tungsten.  The  Tungsten  Industry  in  1918,  Geo.  J.  Young.  Eng.  &  Min.  Jl.  vol. 
107,  no.  2,  Jan.  11,  1919,  pp  78-80.  Difficulties  of  mining;  inconvenience 
of  not  having  standard  specifications  for  buying  tungsten  ores;  domestic 
and  total  world  production   figures. 

Tungsten  and  the  War,  Julius  L.  F.  Vogcl.  Min.  Mag.,  vol.  20,  no.  1, 
Jan.  1919,  pp.  12-17,  Qualities  possessed  by  high  speed  tungsten  steel;  develop- 
ment of  tungsten  industry  in  Great  Britain ;  manufacture  of  tungsten. 


The  Occurrence,  Chemistry,  Metallurgy  and  Uses  of  Tungsten,  with 
Special  Reference  to  the  Black  Hills  of  South  Dakota,  J.  J.  Runner  and  M.L. 
Hartman.  South  Dakota  School  of  Mines,  bill.  12.  Departments  of  Geol. 
&  Chem.,  Sept.  1918,  pp.  1-159  and  257-252,  20  figs.  Parts  relating  to  deposits 
of  Black  Hills  are  the  result  of  field  work  and  laboratory  research  of  authors. 

A  Bibliography  of  Tungsten  Mines,  Louis  Hartman.  South  Dakota 
School  of  Mines,  bul.  12,  Departments  of  Geol.  &  Chem.  Sept.  1918,  pp. 
160-255,  and  202-264.  Divided  into  following  general  sections:  Early  refer- 
ences; preparation  of  tungsten  and  its  commercial  compounds;  properties; 
uses  of  metallic  tungsten;  compounds;  analytical  chemistry;  mineralogy; 
geological  occurrence  in  United  States  and  foreign  countries;  mining  and  mill- 
ing, miscellaneous  references.  Articles  indexed  have  appeared  in  technical 
periodicals 

Tungsten  and  Molybdenum.  Manufacture  of  Tungsten  and  Molybdenum,  Paul 
Mejunkin.  Am.  Mach.,  vol.  50,  no.. 3,  Jan.  16,  1919,  pp.  99-100.  How 
tungsten  wire  is  made;  coiling  the  spiral;  properties;  applications;  use  of  tung- 
sten disks  in  wireless  apparatus;  development  of  X-ray;  tungsten  wire   data. 

Vanadium.  Analysis  of  Vanadium  in  the  Ferrovanadiums  (Metodo  de  valoracion 
del  vanadio  en  los  ferrovanadiosl,  Vinccnte  Garcia  Rodeja,  Bolctin  des 
Minas,  vol.  10,  nos,  7-9,  Sept.  30,  .1918,  pp.  122-128.  Survey  of  methods 
in  use;  special  reference  to  Slavig  method  by  treatment  with  nitric  and 
hydrochloric  acids;  fusion  method  of  Pinerua  (agent  in  odium  bioxide). 

OIL  AND  GAS 

Crude  Oil  Production.  Production  of  Crude  at  New  High  Level.  Automotive 
Industries,  vol  40,  no.  3,  Jan.  16,  1919,  pp.  151-157,  2  figs.  Exports  of  all 
mineral  oil  products  except  kerosene  show  steady  increase  for  21  years. 

The  Passing  of  Petroleum.  Engineering,  vol.  103,  no.  2762,  Dec.  6, 
191S,  pp.  633-635,  3  figs.     Review  of  the  present  situation. 

Petroleum.  A  Resource  Interpretation,  Chester  C.  Gilbert  and  Joseph 
E.  Poguo.  Jl.  Soc.  Automotive  Engrs.,  vol.  4,  no.  2,  Feb.  1919,  pp.  100-110, 
4  figs.  Traces  waste  in  present  exploitation  of  petroleum  fields  to  lack  of 
adjustment  between  economic  circumstances  affecting  production,  and  the 
unique  geological  conditions  under  which  petroleum  occurs.  It  claims  that 
the  geological  unit  or  reservoir,  by  nature  indivisible,  is  arbitrarily  subdivided 
into  small  parts  for  purposes  of  individualistic  production. 

Gasoline.  Making  Gasoline  from  Gas.  Motor  Boating,  vol.  23,  no.  1,  Jan.  1919, 
pp.  13-11,  and  47,  2  figs.  General  arrangement  of  apparatus  employed  in 
process  of  recovering  gasoline  from  casing-head  gas. 

Extraction  of  Gasoline  from  Natural  Gas  by  Absorption  Methods. 
George  A.  Burrell.  P.  M.  Biddison  and  G.  G.  Oberfell.  Water  &  Gas  Rev., 
vol.  19,  no.  7,  Jan.  1919,  pp.  25-26.  Dry  natural  gas  as  source  of  gasoline; 
transportation  of  natural  gas;  effect  of  gasoline  vapors  on  pipe-line  coupling; 
development  of  absorption  process;  comparison  of  wet  and  dry  natural  gas. 
From  bul.  120,  Bur.  of  Mines. 

Determining  Gasoline  in  Natural  Gas,  W.  P.  Dykema  and  Roy  C. 
Neal.  Automotive  Industries,  vol.  40,  no.  2,  Jan.  9,  1919,  pp.  57-59,  2  figs. 
Method  evolved  at  Bartlcsville  Experiment  Station  Bureau  of  Mines. 

Testing  Gas  for  its  Gasoline  Content,  W.  P.  Dykema  and  Roy  C.  Neal. 
Oil  &  Gas  Jl.  vol.  17,  no.  32,  Jan.  10,  1919,  pp.  42  and  44,  2  figs.     Absorption 

apparatus  developed  by  Bureau  of    Mines  experts. 

Mexico.  Mexico  as  a  Source  of  Petroleum  and  Its  Products,  R.  de  Golyer.  Jl. 
Soc.  Automotive  Engrs.,  vol.  4,  no.  2,  Feb.  1919,  pp.  74-76.  Estimates  of 
Reserves  in  Mexican  oil  fields;  development  since  1910;  present  conditions. 

Oil  Recovery.     Production  of  Oil  from   Mineral  Sources.  F.   Mollwo  Perkin.     Gas 

Jl.  vol.  144,  no.  2902,  Dee   24,  1918,  pp.  658-660.  When  to  use  high  or  low 

temperature  for  carbonizing  bituminous  material.  Paper. read  before    Instn. 
Petroleum  Technologists. 

Petroleum  Industry.  Some  General  Observations  on  the  Petroleum  Industry,  V.  H. 
Manning.  Jl.  Soc.  Automotive  Engrs.  vol.  4,  no.  1,  Jan.  1919,  pp  35-38,  2  figs. 
Co-operation  between  Bur.  of  Mines  and  petroleum  industry;  possible  tech- 
nical research  work;  utilization  of  oil  shales;  foreign  supply  situation.  From 
address  by  Director,  Bur.  of  Mines,  before  Reconstruction  Conference  of 
Indus.     War    Service    Committees. 

Shale.  Commercial  Possibilities  of  Oil  Shale,  Harry  J.  Wolf.  Eng.  &  Min.  Jl. 
vol.  107,  no.  5,  Feb.  1,  1919,  pp.  217-219,  2  figs.  Oil  hearing  shales  in  Colorado 
and  Utah  and  their  present  development;  methods  of  mining  and  milling, 
comparison  with  Scottish  shale  deposits. 

Water.  Shutting  Off.  Methods  of  Shutting  Off  Water  in  Oil  and  Gas  Wells,  F.  B. 
Tough.  Department  of  Interior,  Bur.  of  Mines,  bul.  163,  122,pp.,  27  figs. 
Summarizes  existing  knowdedge  of  methods  and  devices  for  protecting  oil  or 
gas  sands  from  encroachment  of  water;  California  laws  relating  to  protection 
of  natural  resources  of  petroleum  and  natural  gas  flow.  Also  in  Water  and 
Gas  Rev.,  vol.  29.  no.  7,  Jan.  1919,  pp.  28-29. 

One  of  the  Problems  involved  in  excluding  Water  from  Oil  or  Gas  Works 
F.  B.  Tough.  Water  &  Gas  Rev.,  vol.  29.  no.  7,  Jan.  1919,  pp.  28-29.  Making 
watertight  joint  between  string  of  casing  and  wall  of  hole  at  impervious 
stratum  above  productive  sands  and  below  water  horizons;  formula?  for 
collapsing  pressures  of  modern  lay-welded  bessemer  steel  tubes. 

PRECIOUS  MINERALS 

Gold.  The  Value  of  Gold  in  the  Economic  System.  Henrv  Strakoseh.  Min. 
&  Sci.  Press,  vol.  117,  no.  26,  Dec.  28.  1918,  pp.  861-863.  Classifies  gold 
mines  and  suggests  means  for  stimulating  production  of  gold. 

Tee  Gold  Problem.  Min.  Mag.  vol.  20.  no.  1,  Jan.  1919,  pp.  28.31. 
Report  of  the  British  Government  Committee,  appointed  to  investigate 
problem  of  maintaining  output  of  gold  in  face  of  increasing  costs  of  mines 

Gold  and  Silver.  Metallurgy  of  Gold  and  Silver,  A.  W.  Allen.  Eng.  &  Min. 
Jl.,  vol.  107,  no.  2,  Jan.  11,  1919,  pp.  92-96.  Amalgamation  practice;  rein- 
statement of  charcoal  as  precipitant;  South  African  metallurgical  drogress; 
gold  extraction  with  colloidal  carbon;  refining  gold  bullion;  sodium  sulphide 
in  cyaniding. 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


249 


RARE   MINERALS 

Uncommon  Ores  and  Metals,  H.  C.  Meyer,  Eng.  &  Min.  Jl.,  vol.  107, 
no.  2,  Jan.  11,  1919,  pp.  124-125.  Uses  and  demand  of  palladium,  selenium, 
strontium  ore,  thorium  ore,  titanium,  uranium  and  zirconium. 

Radium.  How  Radium  Bearing  Ore  Is  Mined.  Wallace  T.  Roberts.  Min.  &  Sci. 
Press,  vol.  118,  no.  1,  Jan.  4,  1919,  p.  30,  3  figs.;  Mine  &  Quarry,  vol.  11, 
no.  1,  Nov.  1918,  pp.  110i-1110,  8  tigs.  Nov.:  Prospecting  carnotite  areas  in 
Colorado;  Jan.  4;   Methods  of  Prospecting  followed  by  Colorado  companies. 

Radium.  Its  Properties  and  Occurrence  in  Nature — 11,  Richard  B.  Moore,  Metal 
Rec.  &  Electroplater,  vol.  4,  no.  11,  Dec.  1918,  pp.  391-393.  History  of  metal; 
location  of  principal  ores  and  method  of  working  each;  present  uses  and  future 
possibilities;    mesothorium   as   substitute. 

TIN 

Conservation.  Symposium  on  the  Conservation  of  Tin.  Metal  Rec.  &  Electro- 
plater,  vol.  4,  no.  11,  Dec.  1918,  pp.  387-390  and  403.  Methods  by  which 
tin  cane  be  saved  and  its  use  reduced;  tin  alloys;  bearing  meals,  soldiers, 
babbitts,  bronzes  and  their  substitutes. 

VARIA 

Laws,  Mining.  Mining  Law  and  Economics.  Minerals,  Mines  and  Quarries,  David 
Bowen.  Quarry,  vol.  24,  no.  203,  Jan.  1919,  pp.  5-7.  Review  of  authori- 
tative definitions  of  mineral,  ore,  mine  and  quarry  with  reference  to  English 
and  continental  European  legal  decisions  establishing  scope  of    signification. 

Minerals,  International  Control.  International  Control  of  Minerals,  C.  K. 
Leith.  Department  of  Interior,  U.  S.  Geol.  Survey,  Mineral  Resources  of 
U.  S.,  1917 — part  1,  Dec.  31,  1918,  pp.  7a-10a.  Movement  of  minerals  under 
pre-war  conditions  of  international  trade;  possibility  of  post-war  international 
control;  specific  plans  of  international  control  of  minerals;  position  of  U.  S.i 
general  conclusions  from  standpoint  of  U.  S. 

Mining  Efficiency.  The  Economic  Limits  to  Domestic  Independence  in  Minerals, 
George  Otis  Smith.  Department  of  Interior,  U.  S.  Geol.  Survey,  Min.  Re- 
sources of  li.  S.,  1917 — part  1,  Dec.  28,  1918,  pp.  la-Oa.  Points  out  draw- 
backs in  mining  industries  and  that  largest  degree  of  national  usefulness 
will  be  won  from  mineral  resources  only  through  highest  efficiency  secured 
by  engineering  advance  and  the  linking  up  of  mechanical  power  and  man  power. 

Production,  U.  S.  for  40  Years.  40  Years  of  Domestic  Metal  Productioon.  Auto- 
motive Industries,  vol.  40,  no.  3,  Jan.  10,  1919,  pp.  180-181,  2  figs.  Steady 
increases  shown  throughout  last  50  years;  efforts  being  made  to  increase 
production. 

CIVIL  ENGINEERING 


Stresses.  Contraction  Stresses  in  Bridge  and  Roof  Trusses  (Von  der  Schrumpfarbeit 
am  Fachwerk),  Leopold  Ellerbeck,  Berlin.  Zeitschrift  fuer  Bauwesen, 
vol.  08,  no.  10  to  12,  19 IS,  pp.  472-502,  27  figs.  Scientific  analysis  of  the  dis- 
tortions found  in  all  kinds  of  trusses.  Considers  the  forces  exerted  upon  a 
group  of  members. 

Wilson  Bridge,  Lyons.  The  Sejourne  System  Wilson  Bridge  at  Lyons,  France. 
Eng.  &  Contracting,  vol.  51,  no.  4,  Jan.  22,  1919,  pp.  74-70,  1  fig.  Descrip- 
tion of  certain  features  of  design  and  construction. 


BUILDING  AND  CONSTRUCTION 

Caisson  Method.  The  Caisson  Method  for  Foundations  and  Mine  Shafts,  George 
R.  Johnson.  Proc.  Engrs.'  Soc.  Western  Pa.,  vol.  34,  no.  7,  Oct.  1918,  pp. 
489-514  and  (discussion)  pp.  51 1-518,  20  figs.  ( ieneral  survey  of  applications 
of  caisson  method  in  building  foundations,  bridge  piers,  and  mine  shafts, 
with  numerous  illustrative  examples. 

Floors.  Test  of  a  Flat  Slab  Floor  of  the  Western  Newspaper  Union  Building,  Arthur 
N.  Talbot  and  Harrison  F.  Gonnerman.  Univ.  111.  Bui.,  vol.  15,  no.  39, 
bul.  100,  May  27,  1918,  52  pp.,  22  figs.  Building  was  nine  years  old  at  time 
of  test.  Stresses  up  to  30,  090  lb.  sq.  in.,  were  developed  in  reinforcing  bars. 
Information  is  given  extensively  on  action  of  slab  in  its  various  parts. 

Test  of  a  Mixedstone  Floor  (Essai  d'un  plancher  Mixedstone).  Bulletin 
Technique  de  la  Suisse  Romande,  year  44,  no.  20,  Dec.  2S,  1918,  pp.  233-235, 
12  figs.  Mixedstone  floors  are  made  of  seprate  reinforced  concrete  standard 
parts  which  arc  placed  and  cemented  together  to  from  a  continuums  structure. 
Tests  were  conducted  at  University  of  Paris  to  ascertain  nodulus  of  elasticity, 
relative  flexibility  and  ultimate  strength  of  this  construction. 

Heathcote  Precast  Construction.  A  New  System  of  Reinforced  Concrete 
Construction.  Engineer,  vol.  120,  no.  3287,  Dec.  27,  1918,  pp.  551-552, 
4  figs.     Description  of  the  Heathcote  system  of  precast  concrete  construction. 

Houses.  Fifty  Double  Wall  Houses  for  Carnegie  Employees.  Concrete,  vol.  14, 
no.  1,  Jan.  1919,  pp.  24-27,  8  figs.  Five-and  six-room  houses  with  double 
4-in.  concrete  walls. 

281  Fireproof  Dwellings  Built  of  Large  Precast  Concrete  1'nits,  Harvey 
Whipple.  Concrete,  vol.  If,  no.  1.  Jan.  1919,  pp.  3-8,  26  fi'j;s.  Layout  of 
housing  development  and  details  of  houses  built  at  St.  Louis  for  Youngstown 
Sheet   &  Tube  ( !o. 

Pouring  75  All-Concrete  Houses  at  Phillipsburg,  N.  J.  Concrete,  vol. 
14,  no.  1,  Jan.  1919,  pp.  9-1  1,  15  figs.  Twenty-live  houses  are  of  four-room 
bath  arid  basement  Ingcrsoll  mold  and  50  arc  from  new  mold  producing 
six-room  and  bath  house.      Plans  of  houses  and  construction  are  shown. 

Seventy-five  dwellings  of  Monolithic  Concrete  at  Claymont,  Del.  Con- 
crete, vol.  14,  no.  1,  Jan.  1919,  pp.  15-19,  19  figs.  Plans  of  four,  five-  and  six- 
room  houses. 

Build  20  All-Concrete  Houses  Plan  20  Bungalows.  Concrete,  vol.  14, 
no.  1,  Jan.  1919,  pp.  20-23,  13  figs.  Six-room  and  bath  models  but  with  exter- 
ior variation  in  roof  and  porch  treatment  to  make  attractive  row. 


BRIDGES 

Aqueduct.  Aqueduct  Crossing  L/nder  the  Red  River,  for  Wnnepeg  Water  Supply, 
J.  Armstrong,  Contract  Rec,  vol.  33,  no.  4,  Jan.  22,  1919,  pp.  03-07,  13 
figs.  Plans,  cross  section  and  details.  Vertical  shafts  are  00  ft.  deep*,  hori- 
zontal tunnel  1030  ft.  long. 

Bascule  Bridge.  138-Ft.  Bascule  Bridge  at  the  Entrance  of  La  Scyne  Port,  Toulon 
Roadstead  (Pont  basculant  de  42  metres  de  portee  a  1'  entree  du  port  de  la 
Seyne,  radede  Toulon).  Genie  Civil,  vol.  73,  no.  23,  Dec.  7,  1918,  pp.  4  11-111. 
25  figs.  Detailed  description  of  new  French  design  in  which  span  is  raised 
to  perfectly     vertical  position  by  atriculated  system  of  levers. 

Combination  Girder  and  Arch.  An  Unusual  Bridge  Design,  Contract  Rch., 
vol.  33,  no.  4,  Jan.  22,  1919,  p.  74,  1  fig.  Reinforced  concrete  structure 
which  is  combination  of  girder  and  arch  design. 

Design.  Finding  the  Most  Advantageous  Construction  of  a  Bridge  by  Graphical 
Methods  (Die  wirtschaftlich  guenstigste.  Anordnung  eincr  Bruecken-  i  lace 
auf  zeichnerzischem  Wege),  Prof.  Robert  Schoenhoefer,  Braunschweig, 
Zeitschrift  fuer  Bauwesen,  vol.  68,  no.  10,  to  12,  1918,  pp.  502-515,  4  figs. 
Author  refers  to  his  book  of  same  title,  (1916,  Berlin),  as  well  as  to  1910  volume 
of  the  Zeitschrift,  in  which  he  showed  the  lay-out  for  any  bridge  up  to  10  arches. 
The  present  work  extends  this  to  bridges  with  any  number  of  arches.  The  aim 
is  to  find  the  design  involving  the  least  cost  of  construction.  The  method 
succeeds  where  calculations  would  fail. 


Mill  Building.  Erecting  a  Building  of  Pre-Cast  Concrete  Units.  Contract  Rec, 
vol.  33,  no.  3,  Jan.  15,  1919,  pp.  40-17,  9  ligs.  Columns,  beams  and  trusses' 
first  cast  as  separate  units  on  the  ground  and  then  erected  after  manner  of 
steel  building.  Building  in  question  is  100  ft.  long,  200  ft.  wide  and  14  ft. 
high. 

IlLSEnvoins.  18,000,000  Gallon  Reservoir  at  Winnipeg.  Engineer,  vol.  120,  no. 
3287,  Dec.  27,  1918,  pp.  545-548,  11  figs.     Features  of  design  and  construction. 

Schools.  High  School  at  Ville  St.  Pierre,  P.  Q.  Contract  Bee,  vol.  33,  no.  1,  Jan.  1, 
1919,  pp.  4-5.  2  figs.  Elevation  and  plan  of  modern  fireproof  educational 
building. 

Academy  St.  Bernard,  Shawinigan  Falls,  Que.     Contract  Rec,  vol.  33, 
no.  2,  Jan.  1,  1919,  pp.  8-9,  4  figs.     Three-story  brick  building  140  X  58  ft. 

Sewer.  Roscdale  Creek  Sewer  Extension,  Toronto.  Can.  Engr.,  vol.  36,  no.  3,  Jan.  23, 
1919.  pp.  103-101,  4  figs.  Circular  l>rick  sewer  2598  ft.  long,  0  ft.  0  in.  dia- 
meter, one  per  cent,  grade.  Constructed  partly  in  tunnel  using  compressed 
air. 

Wing  Wall  Abutments.  Method  and  Formalas  for  Dimensioning  Wing  Wall  Abut- 
ments, Henj  J.  Parker.  Eng.  &  Contracting,  vol.  51,  no.  4,  Jan.  23,  1919, 
pp.  SO-82,  5  figs. 


CEMENT  AND  CONCRETE 


Long  Span.  The  Reconstruction  of  a  Notable  Railroad  Bridge.  Ry.  Age,  vol.  GO, 
no.  4,  Jan.  24,  1919,  pp.  238-243,  9  figs.  Reconstruction  of' the  Ohio  River 
Crossing  at  Louisville,  containing  the  longest  simple  riveted  span  in  the  world. 

Materials.  Data  on  Concrete  and  Steel  Bridges,  John  W.  Towle.  Concrete  Age, 
vol.  29,  no.  3,  Dec.  1918,  pp.  16-18.  Points  out  it  is  best  to  have  shorter  spans 
of  concrete,  longer  ones  of  steel.  Address  delivered  before  North  Carolina 
Good  Roads  Assn. 

Steel.  Steel  Bridge  Replacements  on  the  Sydney  subdivision  of  Canadian  Govern- 
ment Railways,  A.  H.  Jones.  Contract  Rec,  vol.  33,  no.  2,  Jan.  8,  1919, 
pp.  28-30,  6  figs.  Account  of  alterations  in  masonry  piers  and  replacements 
of  light  spans  in  16  steel  bridges  and  viaducts. 

Strengthening  Stokesay  Bridge,  Shropshire,  W.  Noble  Twelvetrees.  Engineering, 
vol.  107,  no.  2700,  Jan.  3,  1919,  pp.  3-6,  17  figs.  Strengthening  a  Telford 
cast-iron  bridge  by  ferro-conerete  arch  ribs. 

Strengthening  a  Long  Steel  Viaduct.  Ry.  Maintenance  Engr.,  vol. 
15,  no.  1,  Jan.  1919,  pp.  9-10,  3  figs.  Measures  taken  by  Chicago  &  Eastern 
Illinois  Ry.  to  reinforce  long  steel  viaduct  so  as  to  permit  of  its  use  by  heavy 
locomotives. 


Cement  Manufacture  Economies.  Make  Cement  Cheaper;  Save  Two  Million 
Tons  Coal,  F.  G.  McKelvy.  Concrete,  Cement  Mill  Section,  vol.  14,  no.  1, 
Jan.  1919,  pp.  1-4,  7  figs.  Theory  and  practice  of  power  production  by  use 
of  exhaust  gases  from  cement  kilns.  Paper  presented  before  Portland 
Cement  Assn. 

Cement,  Properties  of.  Formation  and  Properties  of  Blast-Furnace  Slag  and  Port- 
land Cement  (La  Formation  ct  les  proprietes  des  latiers  de  haut  fourncau 
etdu  oiment  Portland),  B.  Neumann.  Genie  Civil,  vol.  73,  no.  26,  Deo.  28, 
1918,  pp.  512-513.  Chemical  constitution  and  data  of  industrial  value.  From 
Stahl  und  Eisen,  Oct.  17,  1918. 

Concrete  Strength  and  Mixing  Lime.  Effect  of  Time  of  Mixing  on  the  Strength 
of  Concrete,  Duff  A.  Abrams.  Am.  Architect,  vols.  Ill  and  115,  nos.  2242 
2243-2244  and  2248,  Dee  11,  18,  25,  1918  and  Jan.  8,  1919,  pp.  711-717, 
745-750,  775-781  and  85-87,  30  figs.  Report  of  tests  conducted  at  Structural 
Materials  Research  Laboratory,  Lewis  Inst.  Tests  covered  uniformly  of 
machine-mixed  concrete;  study  of  time  of  mixing  concrete  on  its  consistency, 
effect  of  mix  and  size  of  aggregate  on  mixing  time;  study  of  rate  of  rotation 
of  mixer  drum;  and  effect  of  temperature  of  mixing  water  on  strength  of  con- 
crete.    Paper  for  presentation  to  Am.  Concrete  Inst. 


250 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Concrete  Tile.  Making  Concrete  Tile  for  Government,  Housing.  Concrete, 
vol.  14,  no.  1,  Jan.  1919,  pp.  32-34,  4  figs.  Concrete  wall  tile  equivalent  in 
volume  to  10,000,000  common  brick  being  manufactured  for  United  States 
Housing  Corporation  of  Department  of  Labor.  Erection,  equipment  and  oper- 
ation of  temporary  factory  on  housing  site. 

Girder  Poles.  New  Process  for  the  Construction  of  Heinforced-Coucrete  Girder 
Poles  (Nouveaux  proc6d6s  pour  la  constrution  de  pylones  en  b6ton  arme), 
L.  Perrin.  Genie  Civil,  vol.  73,  no.  23,  Dec.  7,  1918,  pp.  452-453,  6  figs. 
Manufactured  in  pieces  of  about  10  in.  in  height  and  provided  with  suitable 
grooves  for  steel  members;  when  assembled  grooves  are  covered  with  layer  of 
cement  mortar. 

Iron  Portland  Cement.  The  Use  of  Iron  Portland  Cement  in  Reinforced  Concrete, 
Edwin  H.  Lewis.  Jl.  West  of  Scotland  Iron  &  Steel  Inst.,  vol.  26,  part  2 
session  1918-1919,  pp.  8-11  and  (discussion)  pp.  11-16,  5  figs.  Records  of 
furnace  workings  which  show  that  in  properly  made  iron  portland  cement 
(70  per  cent,  clinker  and  30  per  cent,  water  granulated  slag)  there  is  no  diffi- 
culy  in  keeping  sulphur  content  below  requirements  of  Brirish  standard 
specification. 

Pneumatic  Method  of  Concreting.  The  Pneumatic  Method  of  Concreting, 
H.  B.  Kirkland.  Contract  Rec,  vol.  32  no.  2,  Jan.  8.  1919,  pp.  25-27,  2  figs. 
Arrangement  of  plant.  Pneumatic  method  consists  in  blowing  batches  of 
concrete  through  a  pipe  from  a  central  point  of  supplies  to  their  place 
in  the  concrete  forms.  Curve  given  shows  amount  of  air  required  to 
convey  concrete  various  distances. 

Reinforced  Concrete.  The  Factor  of  Safety  in  Plain  and  Reinforced-Conerete 
Bodies  Subjected  to  Uniform  and  Eccentric  Pressures.  Based  on  the 
Experiments  of  C.  Bach  and  O.  Graf.  (Ueber  den  Sicherheitsgrad  von 
bewehrten  und  unbewehrten  Betonkoerpern,  die  auf  zentrischen  und  exzen- 
trischen  Druck  beanspracht  werden.  Unter  Zugrundelegung  der  Forsshung- 
sarbeiten  Heft  166-169).  Armierten  Beton,  vol.  11,  no.  9,  Sept.  1918,  pp. 
174-179,  figs.  19  to  24.  Continued  from  158,  mathematical  discussion  of 
stresses  resulting  from  eccentric  loads.  Graphical  solution  of  examples  of 
loading  causing  deformations. 

Reinforced  Concrete  Under  Simple  Bending  Stress  (Der  auf  einfache 
Eigung  beanspruchte  Eissenbeton  Querschnitt),  Max  Schendera,  Armierter 
Beton,  vol.  11,  no.  10,  Oct.  1918,  pp.  195-199.  Calculations,  formula  and  tables 
pertaining  to  deflection  in  slabs.     (To  be  continued.) 

Setting  Action.  Present  Knowledge  of  the  Setting  Action  of  Cement  and  Plasters. 
Cement  &  Eng.  News,  vol.  31,  no.  1,  Jan.  1919,  pp.  22-25.  Brief  summaries 
of  addresses  presented  at  international  discussion  of  subject  held  by  Faraday 
Soc  of  Lond.  Following  are  titles:  Setting  process  in  plasters  and  cements; 
crystalloids  against  colloids  in  theory  of  cements;  agglomeration  of  granular 
masses;  constitution  and  hydration  of  portland  cement;  colloidal  theory  of 
setting;  ancient  and  modern  mortar;  effect  of  addtion  of  slag  on  setting  of  ce- 
ment; setting  of  portland  cement  in  relation  to  engineering  structures. 
From  Concrete. 

Wasteful  Construction.  Useless  Waste  in  Concrete  Construction  Due  to  Legal 
Requirements.  W.  Stuart  Tait.  Am.  Architect,  vols.  114  and  115,  nos. 
2242,  2243  and  2248,  Dec.  11,  18,  1918,  and  Jan.  2,  1919,  pp.  717-718,  750- 
752  and  79-84,  6  figs.  Draws  attention  to  developments  which  have  taken 
place  in  analytical  side  of  reinforced  concrete  design  and  to  improvements 
in  materials  used;  shows  that  there  is  now  in  existence  a  large  force  of  skilled 
mechanics  and  general  contractors  fitted  to  construct  reinforced  concrete, 
as  compared  with  time  when  present  methods  of  design  and  stresses  were 
established.     (To  be  continued.) 

Wear  of  Concrete.  The  Wearing  Resistance  of  Concrete,  Duff  A.  Abrams.  Con- 
tract Rec,  vol.  33,  no.  4,  Jan.  22,  1919,  p.  ,77.  Methods  for  determining 
maximum  resistance  to  wear. 

Winter  Concreting.  Concreting  in  Cold  Weather,  Mun.  Jl.  vol.  46,  no.  1,  Jan.  4, 
1919,  pp.  718.     Suggestions  offered  by  Portland  Cement  Assn. 

Dams.     See  Earthwork,  Rock  Excavation,  etc.,  below. 

EARTHWORK,  ROCK,  EXCAVATION,  ETC. 

Blasting  Pole  Holes.  Digging  Pole  Holes  with  Dynamite,  C.  R.  Van  Druff.  Tele- 
phone Engr.,  vol.  21,  no.  1,  Jan.  1919,  pp.  11-12,  4  figs.  Hole  is  bored  with 
1.5-in.  auger  to  within  1  ft.  of  desired  depth;  thenrharge  is  inserted  and  tamped 
down  with  earth  and  fired  by  blasting  cap  and  fuse. 

Crushed  Stone.  Standard  Sizes  of  Crushed  Stone  from  the  Standpoint  of  the  Pro- 
ducer, R.  W.  Scherer.  Contract  Rec,  vol.  33,  no.  1,  Jan.  1,  1919,  pp.  11-13. 
Affirms  that  standard  sizes  of  crushed  stone  throughout  the  states  are  possi- 
ble and  highly  desirable  and  proposes  that  nomenclature  be  confined  to  stating 
maximum  and  minimum  sizes.     Suggests  3,  2,  1J,  1,  -J,  \  in.  as  screen  sections. 

Dams.  Hollow  Concrete  Dam  at  the  Outlet  of  Lake  St.  Francois.  O.  Lefebvre.  Con- 
.  tract  Rec,  vol.  33,  no.  3,  Jan.  15,  1919,  pp.  42-45,  6  figs.  Plan,  elevation, 
typical  section  and  details  of  construction.  Project  calls  for  expenditure  of 
$101,000. 

Big  Eddy  Conservation  Dam.  Can.  Engr.,  vol.  36,  no.  2,  Jan.  9,  1919, 
pp.  136  and  138.  General  dimensions  of  dam  under  erection  at  estimated 
cost  of  $1,750,000. 

The  Engineering  and  Construction  of  a  Concrete  Diverting  Dam,  George 
M.  Bacon.  Monthly  Jl.  Utah  Soc  Engrs.,  vol.  4,  no.  11,  Nov.  1918,  pp. 
181-190,  8  figs.  Sketch  of  dam  on  Boise  River,  which  forms  part  of  Payette- 
Boise  Project  of  U.  S.  Reclamation  Service.  River  at  point  of  dam  has  ex- 
treme minimum  flow  of  650  and  a  maximum  of  40,000  cu.  ft.  per  sec. 

Reservoir.  Building  a  Reservoir  in  a  Cavernous  Country.  Ry.  Maintenance 
Engr.,  vol.  15,  no.  1,  Jan.  1919,  pp.  15-17,  2  figs.  How  danger  of  leakage 
through  subterranean  channels  was  avoided. 

Steam  Shoveling.  Steam  Shovel  Practice,  Llewellyn  N.  Edwards.  Can.  Engr., 
vo.  36,  no.  2,  Jan.  9,  1919,  pp.  123-126,  6  figs.  Factors  upon  which  economy 
of  operation  depends;  essential  characteristics  of  efficient  operator. 


TUNNELS.  Economics  of  the  C.  N.  R.  Tunnel  at  Montreal,  H.  K.  Wicksteed.  Can. 
Engr.,  vol.  30,  no.  4,  Jan.  23,  1919,  pp.  157-162,  5  figs.  Problems  in  location 
that  arose  when  seeking  entrance  into  that  city;  observations  and  incidents 
regarding  construction  difficulties.  Paper  read  before  the  Toronto  Branch 
Eng.    Inst.     Can. 

HARBORS 

Hamilton.  Recent  Harbor  Improvement  at  Hamilton.  John  Taylor.  Contract 
Rec,  vol.  33,  no.  3,  Jan.  22,  1919,  pp.  70-72,  4  figs.  Completing  construction 
of  wharf  wall  and  reclamation  of  enclosed  area  behind  it. 

Quebec.  Champlain  Dry  Dock  for  Quebec  Harbor,  U.  Valiquet.  Engineering, 
vol.  106,  no.  2762,  Dec.  6,  1918,  pp.  658-662,  16  figs.  Illustrated  description 
from  paper  before  Canadian  Soc  of  Civil  Engrs. 

Singapore.  Recent  Harbor  and  Dock  Works  at  Singapore,  Straits  Settlements. 
Engineering,  vol.  106,  no.  2761,  Nov.  29,  1918,  pp.  603-608,  17  figs.  Account 
of  recent  developments  and  improvements. 

ROADS  AND  PAVEMENTS 

Bituminous  Roads.  Bituminous  Surfaces  in  York  County,  Ont.,  E.  A.  James. 
Can.  Engr.,  vol.  36,  no.  3,  Jan.  16.  1919,  pp.  145-146.  Classifies  bituminous 
surfaces  into  surface  mats  and  wearing  surfaces;  method  followed  for  each 
is  given.     Paper  before  Ont.  Good  Roads  Assn. 

Canada.  Width  of  Provincial  Highways,  W.  A.  McLean.  Can.  Engr.,  vol.  36, 
no.  2,  Jan.  9,  1919,  pp.  131-133,  5  figs..  Road  sections  proposed  by  Ontario 
Ontario  Deputy    Minister  of  Public  Highway. 

Concrete  Roads.  The  Construction  of  Concrete  Roads,  William  W.  Cox.  .Con- 
tract Rec,  vol.  33,  no.  3,  Jan.  15,  1919,  pp.  52-53.  Notes  on  Drainage, 
preparation  of  subgrade,  selection  of  materials,  workmanship  and  prospection. 
Paper  before  Mich.  State  Good  Roads  Assn. 

Cracking  of  Concrete  Roads  and  Its  Prevention  by  Reinforcing  with 
Steel,  W.  B.  Sawyer,  Jr.  Cement  and  Eng.  News,  vol.  31,  no.  1,  Jan.  1919, 
pp.  28-29.  Expansion  of  concrete  by  change  of  temperature;  change  in  mois- 
ture content;  non-uniform  bearing  on  sub-base;  expansion  or  contraction  of 
bub-base  due  to  change  in  moisture  content:  placing  reinforcing  steel. 
From   Western  Eng. 

Drainage.  Drainage,  Methods  and  Foundations  for  County  Roads,  E.  W.  James, 
Vernon  M.  Peirce  and  Charles  H.  Moorefield.  U.  S.  Department  of  Agri- 
culture, bul.  724.  Dec  21,  1918,  86  pp.,  33  figs.  Discussion  of  important 
characteristics  of  different  kinds  of  soils  ordinarily  encountered  in  highway 
construction;  proper  methods  of  draining  roadbeds  constructed  of  various 
kinds  of  soil  and  under  different  topographical  conditions;  explanation  of 
how  foundations  may  be  designed  to  suit  soil  conditions,  road  surface  and 
system  of  drainage. 

Engineers,  Highway.  Engineers  for  Highway  Work,  John  H.  Mullen.  Contract 
Rec,  vol.  33,  no.  3,  Jan.  15,  1919,  p.  48.  Inadequate  pay  of  highway  engin- 
eers; qualifications  of  a  highway  engineer.  From  paper  before  Am.  Assn 
State  Highway  Officials. 

French  Roads.  American  Methods  and  Machinery  Applicable  to  Construction 
and  Maintenance  of  French  Highways,  Arthur  H.  Blanchard,  Mun.  JL,  vol. 
46,  no.  2,  Ja.,  11,  1919,  pp.  23-32,  16  figs.  Restoring  of  French  roads  that 
have  been  worn  out  by  traffic  or  destroyed  by  enemy. 

Heavy-Traffic  Roads.     Notes  on  Road  Construction  and  Maintenance.     Thomas 
Sawyer  Bower.     Quarry,  vol.  24,  no.  263,  Jan.  1919,  p.  18.     Author's  exper- 
ience in  regard  to  securing  road  which  will  stand  abnormal  traffic  for  long  - 
periods.     Abstract  of  paper  before  Instn.  Civil  Engrs. 

Minnesota  Highways.  Proposed  Highway  System  for  Minnesota.  Good  Roads, 
vol.  16.  no.  26,  Dec.  28,  1918,  pp.  249-250,  1  fig.  Description  of  6000-mile 
system  of  main  roads  proposed  by  State  Highway  Department. 

National  Highways.  A  National  Highway  Policy  and  Plan,  E.  J.  Mehren.  Am. 
City,  vol.,  20,  no.  1,  Jan.  1919,  pp.  1-5.  Plea  for  selection,  construction 
and  maintenance  by  Federal  Government  of  a  national  highway  sytem  that 
shall  embrace  entire  country.    From  address  before  Joint  Highway  Congress. 

Road  Surfaces.  Investigations  in  the  Structure  of  the  Road  Surfaces,  Francis  Wood. 
Surveyor,  vol.  54,  no.  1403.  Dec.  6,  1918,  p.  267,  Quarry,  vol.  24,  no.  263, 
Jan.  1919,  pp.  16-17.  Surveyor:  Tests  over  obstructions  and  hollows,  and 
concerning  two-coat  work,  remarks  on  voidless  composition.  Quarry:  Sug- 
gests that,  provided  that  a  homogeneous  mass  of  material  is  interposed  between 
a  stable  substructure  and  wearing  surface,  foundations  need  not  be  more  than 
4  in.  in  depth,  and  such  combinations  will  satisfy  regulations  that  apply  to 
vehicles  in  England.  Abstract  of  paper  before  Instn.  Civil  Engrs.  Also 
in  Times  Eng  Supp.,  no.  530,  Dec.  1918,  p.  267. 

Road  Corrugation.  Road  Corrugation,  Ernest  Leonard  Leeming.  Surveyor, 
vol.54,  no.  1403,  Dec.  6,  1918,  p.  270.  Probable  causes;  suggestions  for  prevent 
ing  or  alleviating  it.  Abstract  of  paper  before  Instn.  Civil  Engrs.  Also  in 
Times  Eng.  Supp.,  no.  530,  Dec.  1918,  p.  267. 

San  Francisco.  Street  Paving  in  San  Francisco.  Mun.  Jl.  vol  46,  no.  1,  Jan.  4, 
1919,  pp.  1-3,  3  figs.  Basalt  blocks  for  heavy  traffic,  brick  for  steep  grades, 
asphalt  and  bituminous  concrete  foreasy  gradees.  Methods  of  constructing 
base  and  wearing  surface;  grading  streets;  cost. 

Subgrade.  Methods  for  Subgrade  Testing  on  Street  Grading  Work,  E.  Earl  Glass. 
Am.  City,  vol.  20,  no.  1,  Jan.  1919,  pp.  47-48,  2figs.  Use  of  two  8-ft.  rode 
graduated  to  feet  and  tenths  from  middle  as  zero,  fitted  with  spikes,  and  having 
adjustable  targets 

Wisconsin  Highways.  Marking  and  Mapping  the  Wisconsin  Trunk  Lime  Highway 
System,  A.  R.  Horst.  Good  Roads,  vol  17,  no.  2,  Jan.  11,  1919,  pp.  13-15, 
3  figs.  From  a  paper  entitled  The  Underlying  Principles,  controlling  the  Lay- 
ing Out.,  Marking  and  Maintaining  of  a  State  Trunk  Highway  System,  present- 
ed at  joint  session  of  Am.  Assn.  State  Highway  Official  and  Highway  Indus- 
tries Assn. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


251 


SANITARY  ENGINEERING 

Garbage.  Methods  of  Garbage  and  Rubbish  Collection  and  Disposal  in  Larger  Cities. 
Contract  Rec,  vol.  33,  no.  2,  Jan.  8,  1919,  pp.  32-34.  Methods  followed  in 
Baltimore,  Chicago,  Cincinnati,  Cleveland,  Kansas  City,  Mo.,  Milwaukee, 
Minneapolis,  New  York,  St.  Louis  and  St.  Paul. 

Sewage-Plant  Operation.  Instruction  for  the  Operation  of  State  Sewage  Plants. 
Contract  Rec,  vol.  33,  no.  2,  Jan.  8,  1919,  pp.  35-37.  Bulletin  prepared  by 
Bureau  of  Sanitary  Engineers  and  issued  by  Texas  State  Board  of  Health. 

Biological  Purification  of  City  Sewage  (Die  Klaeranlage  der  stacd- 
tischen  Kanalisation,  in  St.  Gallen).  Schweiz  Bauzeitung,  vol.  72,  no.  24, 
Dec' 14,  1918,  pp.  231-233,  6  figs.Con-  eluded  in  Dec.  21  number.  Technical 
description  of  sewage  purification  plant  for  60,000  inhabitants.  The  drip 
system  used  in  conjunction  with  a  small  river. 

Sewer  Construction.  Rideau  River  Intercepting  Sewer,  Ottawa,  L.  McLaren. 
Contract  Rec,  vol.  33,  no.  2,  Jan.  8,  1919,  pp.  21-24,  9  figs.  Design  and  con- 
struction of  interceptor  which  will  drain  1060  acres. 

Some  Sewer  Construction  Details.      Mon.  Jl.,  vol.  45,  no.  26,  Dec.  2S. 

1918,  pp.  501-502,  2  figs.  Laying  a  sewer  above  street  grade;  excavating, 
and  laying  sewer  in  deep  trench  in  sand  and  water. 

WATER  SUPPLY 

Meters.     Sizes  of  Service  Meters,  W.  R.  Edwards.     Mun.  Jl.,  vol.  46,  no.  1,  Jan. 4, 

1919,  pp.  4-5.  Practices  and  experience  of  Passaic  Water  Co.  in  use  of  meters, 
especially  in  regard  to  desirable  sizes.  Paper  before  N.  Y.  Section,  Am.  Water 
Works  Assn. 

Pipe  Maintenance.  Lead  Pipe  Couplings,  J.  A.  Jensen.  Jl.  Am.  Water  Works 
Assn.,  vol.  5,  no.  4.  Dec.  1918,  pp.  407-411.  Examples  of  water  loss  to 
municipality  on  account  of  service  leaks  occurring  between  water  main  and 
meter;  results  of  experimental  examination  of  conditions  developing  leaks. 

Cold  Weather  and  Mains  in  Duluth.  Mun.  Jl.,  vol.  46,  no.  1,  Jan.  4, 
1919,  pp.  6-7.     Experience  with  freezing  and  thawing  by  electricity. 

Water  Main  Cleaning  in  St  Louis.  Mun.  Jl.,  vol.  46,  no.  1,  Jan.  4, 
1919,  pp.  5-6,  4  figs.      Methods  and  results  in  cleaning  50  miles  of  mains. 

Reservoirs.  Waterworks  Operation:  Maintenance  of  Reservoirs.  Mun.  Jl.,  vol. 
45,  no.  26,  Dec.  28,  1918,  pp.  506-507;  vol.  46,  no.  1,  Jan.  4,  1919,  pp.  10-12. 
Dec  28:  Features  of  maintenance  of  small  reservoirs  and  of  large  impound- 
ing reservoirs,  sodding  and  other  treatment  of  embankments:  Jan.  4:  Causes 
of  leakage  from  reservoirs,  their  location,  stopping  them  by  use  of  cement, 
asphalt,  clay,  etc.     (To  be  continued.) 

Construction  Methods  Employed  in  Building  the  New  Intake  and  Re- 
modeled Reservoirs  of  the  Oshkosh,  Wis.,  Water  Works,  T.  B.  Jorgen,  sen. 
Cement  &  Eng.  News,  vol.  31,  no.  1,  Jan.  1919,  pp.  26-27,  3  figs.  Intake 
consists  of  300  ft.  of  piping  connecting  shore  line  with  suction  well  in  filtra- 
tian  plant,  and  1200  ft.  of  piping  from  shore.line  out  in  Lake  Winnebago. 
It  is  constructed  of  24-in.  cast-iron  piping. 

Water  Mains,  Protection  of.  Protecting  Water  Mains,  Fire  Hydrants  and  Valves 
Against  Freezing  in  Winnipeg,  F.  H.  Hooper.  Contract  Rec,  vol.  33,  no.  1, 
Jan.  1,  1919,  p.  3.     Paper  before  Nat.  Fire  Protection  Assn. 

Water  Purification.     St.    Louis    Water   Purification   Plant.     Mun.    Jl.,    vol.     45 
-no.  26,  Dec  28,  1918,  pp.  503-505.     Amounts  and  prices  of  chemicals  used; 
methods  and  results  of  operation;  cleaning  filter  sand;  effects  of  chemicals 
on  apparatus;  itemized  cost  of  operating  plant. 

Water  Storage.  Advantages  and  Disadvantages  of  the  Storage  of  Water,  Melville 
C.  Whipple.  Contract  Rec,  vol.  33,  no.  2,  Jan.  1,  1919,  pp.  6-7.  Claims  that 
storage  of  surface  water  affords  effectual  means  of  safeguarding  its  hygienic 
quality  and  indicates  means  to  overcome  increase  of  color  and  production 
of  tastes  and  odors  from  growth  of  microscopic  organisms. 

WATERWAYS 

Georgian  Bay  Canal.  The  Georgian  Bay  Canal,  J.  J.  Bell.  Engineer,  vol.  120, 
no.  3286,  Dec.  20,  1918,  pp.  527-528.  8  figs.  Description  of  proposed  Canadian 
canal  connecting  Georgian  Bay  with  the  St.  Lawrence  at  Montreal. 

Interior  Navigation.  Notes  in  Interior  Navagation  of  Various  Countries  (Apuntea 
soble  la  navegacion  interior  en  algunos  paises),  Carlos  Mendoza.  Revista 
de  Obras  Publicas,  year  66,  nos.  2256  and  2257,  Dec.  19  and  26,  1918,  pp. 
625-630  and  637-640.  Dec.  19:  Economical  aspect  of  inland  water  trans- 
portation and  railway  construction  in  development  of'present  network  of  canals 
and  navigable  rivers  in  France;  Dec.  26:  Data  on  navigabl  courses  in  England, 
United   States,   Germany  and   Italy.    (Concluded). 

Italy.  The  Port  of  Ostia  Nuova.  near  Kome,  and  the  Railway  from  Ostia  to  Rome 
(Le  port  d'Ostia  Nuova,  pres  de  Rome  ct  le  chemin  de  fer  Osti  a  Rome). 
Genie  Civil,  vol.  74,  no.  1,  Jan.  4,  1919,  pp.  12-13,  2  figs.  Project  to  build 
navigable  canal  connecting  Rome  and  Ostia  Nuova. 

U.  S.  Rules  Water  Ttansportation.  Rivers,  General  Rules  and  Rcgultion? 
Prescribed  by  the  Board  of  Supervising  Inspectors  as  Amended  at  Board 
Meeting  of  January  1918,  and  Further  Amended  by  Action  of  Executive 
Committee  of  the  Board  of  Supervising  Inspectors,  Meetings  of  March  15, 
April  3,  May  11,  June  5,  August  5,  and  September  24,  1918.  Departmet  of 
Commerce,  Steamboat-Inspection  Service,  form  801-D,  Nov.  19,  1918,  145 
pp.  5  figs.  Concerning  boilers,  attachments,  boats,  rafters,  fire  apparatus, 
ferrybots,  barges,  lifeboats,  steam  pumps,  safety  valves,  etc 

MUNICIPAL  ENGINEERING 

Town  Planning.  Town  Planning  in  New  Zealand,  A.  G.  Waller.  Jl.  Am.  Intt. 
Architects,  vol.  6,  no.  12,  Dec.  1918,  pp.  567-577.  Resume^  of  town-planniuj 
bill;  conditions  of  trade,  wealth  and  production  in  New  Zealand;  significance 
of  town-planning  in  architectural  developments. 

Relation  of  the  Curve  to  Town-Planning,  H.  L.  Seymour.  Can.  Engr. 
vol.  36,  no.  2,  Jan.  9,  1919,  pp.  119-121,  4  figs.  Discussion  of  methods  em- 
ployed in  laying  out  curves  for  streets  or  lot  lines. 


AUXILIARY  EQUIPMENT 

Condensers.  Auxiliary  Machine  on  British  Standard  Ships.  Shipbuilding  and 
Shipping  Rec,  vol.  12,  no.  25,  Dec.  19,  1918,  pp.  595-596,  5  figs.  General 
arrangement  of  auxiliary  machinery  for  A  and  B  types;  details  of  auxiliary 
condenser  incorporated  in  main  engine  structure  on  marine  engines 

Propellers.  Chart  for  Diameters  of  3-Bladed  Propellers,  Motor  Boat,  vol.  16,  no.  1, 
Jan.  10,  1919,  p.  12,  1  fig.  To  determine  diameter  of  propeller  from  desired 
revolutions  and  horsepower  delivered. 

Screw  Propellers,  C.  W.  Dyson.  Jl.  Am.  Soc.  Naval  Engrs.,  vol.  30, 
no.  4,  Nov.  1918,  pp.  753-S05.  4  figs.  Theoreitical  discussion  covering  thrust 
deduction  and  wake  gain;  slip  block  coefficient  :  wing  screws;  correction  of 
slip  block  coefficient  for  variation  of  midship  section  coefficient  from  standard ; 
mean  relative  clearance  of  propellers;  resistance  of  hull  appendages;  basic 
conditions  for  analysis  and  design  of  screw  propellers;general  formulae  for 
power  correction  for  "cavitation"  and  "dispersal  of  thrust  column''; 
standard  forms  of  projected  area  ratio;  standard  forms  of  blade  sections  ; 
problems  in  propeller  design. 

Valves  and  Fittings.  Marine  Practice  in  Valves  and  Fittings,  A.  G.  Christie. 
Mech.  Eng.,  vol.  41,  no.  2,  Feb.  1919,  pp.  135-136.  Suggests  that  certain 
features  of  central-station  practice  be  extended  to  marine  practice. 

SALVAGE 

Salvaging  Device.  Making  the  Sea  Give  Up  Its  Wealth.  Am.  MarineEngr., 
vol.  14,  no.  1,  Jan.  1919,  pp.  12-14,  1  fig.  Patented  salvaging  device  consist- 
ing of  dual  system  of  non-capsizing  pontoons  to  serve  as  lighters  for  salvage 
and  quarter;  and  workshops  for  wrecking  crews  as  well  as  for  raising  vessels 
on  an  even  keel . 

S.  S.  St.  Paul.  The  Salvage  of  the  St.  Paul.  Engineer,  vol.  126,  no.  3284,  Dec.  6, 
1918,  pp.  480-483,  7  figs.  Account  of  raising  of  liner  which  sank  at  her  pier 
in  New  York  Harbor. 

SHIPS 

Camouflage.  Principles  Underlying  Ship  Camouflage,  Alon  Beent.  Int.  Mar. 
Eng.,  vol.  24,  no.  2,  Feb.  1919,  pp.  90-93,  9  figs.  Complementary  colors 
to  produce  low  visibility;  dazzle  system  of  ambiguous  perspective  to  disguise 
ship's  course;  special  color  effects. 

Castings.  Castings  Used  in  Ship  Construction.  Ben.  Shaw  and  James  Edgar. 
Foundry  Trade  Jl.  vol.  20,  no.  203,  Nov.  1918,  pp.  579-584,  26  figs.  Methods 
adopted  in  making  pattern  for  and  casting  rudder;  general  considerations  on 
large  and  small  castings. 

Concrete  Vessels.  Reinforced  Concrete  Steamer  "  Armistice,"  Engineering, 
vol  107,  no.  2767,  Jan.  10,  1919,  pp.  46-48,  8  figs.  Illustrations  with 
general  description  of  a  205-ft.  concrete  steamer  constructed  oy  the 
Ferro-Concrete  Ship  Construction  Co.,  Limited,  Barrow-in-Furnass. 

Concrete  Ships,  Times,  Eng  Supp.,  no.  530,  Dec.  1018,  pp.  252-253, 
Program  at  Lancashire  yards;  equipment  of  yards. 

New  Type  of  Reinforced  Concrete  Boat.  Concrete  Age,  vol.  29,  no.  3, 
Dec.  1918,  pp.  24-25.  System  followed  at  Aberthaw  yard  for  building  500- 
ton  lighters. 

Structural  Details  of  Concrete  Ships,  W.  Noble  Twelvetrees.  Nautical 
Gaz.,  vol.  95,  no.  2,  Jan.  11,  1919,  pp.  24-25.  Systems  of  concrete  shipbuild- 
ing followed  in  British  shipyards  and  advantages  claimed  by  advocates  of  each 
system.     From  the  Shipbuilder. 

The  Waller  System  of  Reinforced  Concrete  Ship  Construction,  W.  Noble 
Twelvetrees.  Engineering,  vol.  108,  no.  2760,  Nov.  22,  1918,  pp.  580-583, 
16  figs.  Description  of  system  introducing  precast  concrete  slabs  into  con- 
struction. 

Detail  Drawing  Methods.  Detail  Drawing  Method  Used  for  8800-Ton  Steel 
Ships.  Eng.  News  Rec,  vol.  82,  no.  4,  Jan.  23,  1919,  pp.  188-190,  3  figs. 
Adapted  successfully  to  old-style  ships  of  fully  curved  shape;  permits  check- 
ing pieces  before  they  leave  ship. 

Electrical  Installation  Work.  Cutting  Time  on  Installation  Work.  Jl.  Elec, 
vol  42,  no.  1,  Jan.  1,  1919,  pp.  25-26.  Systematic  planning  of  electrical 
installation  work  as  carried  out  in  large  shipyard. 

Electric  Propulsion'.  The  Ljungstroom  Turbo-Electric  System  of  Ship  Propulsion. 
Jl  Am  Soo.  Naval  Engrs.,  vol.  30,  no.  4,  Nov.  1918,  pp.  813-834.  60  figs. 
Ljungstrom  turbine  consists  of  two  disks  carrying  intermeshing  rings  of  re- 
action blading;  each  disk  is  direct-coupled  to  a  generator.  Turbine,  equipment 
auxiliaries  and  mountings  are  treated  at  length.     From  Engineering. 

Electric  Propulsion  on  the  New  Mexico  Wingrove  Bathon.  Elec.  World, 
vol.  73,  no.  1,  Jan.  4,  1919.  pp.  7-10,  1  fig.  Interview  with  Rear-Admiral 
Griffin  of  U.  S.  N.  New  system  of  driving  ships  adopted  as  national  policy; 
Great  Britain  and  France  probably  will  follow  American  lead. 

Fabricated  Ship.  The  Fabricated  Ship  in  America.  Engineer,  vol.  126,  no.  3286, 
Dec.  20,  1918,  pp.  523-524,  12  figs.  Description  and  discussion  of  the  "  fabri- 
cated "  ship. 

Ferry  Steamers.  Train  Ferries  to  France.  Times  Eng.  Supp.,  no.  530,  Dec.  1918, 
p.  251,  3  figs.  Engineering  features  of  ferry  steamers  and  of  bridges  for  load- 
ing and  unloading  them. 

Ford  Chasers.  Ford  Methods  in  Ship  Manufacture — 11.  Fred  E.  Rogers.  Indus. 
Management,  vol.  57,  no.  2,  Feb.  1919,  pp.  119-124,  12  figs.  Layout  equipment 
and  tools  of  shop  where  200  tons  of  interchangeable  steel  parts  for  the  Eagles 
are  produced  in  a  working  day.     (To  be  continued.) 

The  Building  of  American  Submarine  Chasers,  Engineering,  vol.  106, 
no.  2761,  Nov.  29,  1918,  pp.  608-609,  3  figs.  Account  of  construction  of  "  Ford 
"  Eagles  " 

Gboton  Shipyard.  Groton  Shipyard  Built  on  Sloping  Limestone  Ledge.  Eng. 
News-Rec,  vol.  82,  no.  3,  Jan.  16,  1919,  pp.  135-138,  6  figs.  Fabricating 
and  storage  yards  levels  with  rails  on  concrete  crancways  and  22  ft.  above 
concrete  shipways  set  into  rock. 


252 


JOURNAL    OF    THE     ENGINEERING     INSTITUTE     OF     CANADA 


Hoo  Island  Sarp.  Plans  for  Hog  Mind  Steal  Car?}  Ship.  Int.  Mar.  Ea».,  vol. 
24,  no.  2,  Feb.  1919,  pp.  71-74,  3  figs.  Design  and  construction  of  single- 
screw  vessel  of  7500  tons  deadweight  type;  cargo  space  380,000  cu.  ft. 

Launching.  Notes  on  Launching,  William  Gatewood.  Engineering,  vol.  105, 
no.  2761,  Dec.  20,  1918,  pp.  710-711,  7  figs.;  Int.  Mar.  Eng  ,  vol.  21,  no.  2, 
Feb.  1919,  pp.  83-87,  7  figs.  Paper  before  Society  of  Naval  Architects  and 
Marine  Engineers,  Philadelphia,  Nov.  1918. 

Refrigerator  Ships.  The  Refrigerator  Ship  "  Belle-Isle  "  (Le  navire  frigorifiqut 
"  Belle-Isle  "),  Emile  Gouault.  Genie  Civil,  vol.  73,  no.  23,  Dec.  28,  1918, 
pp.  .r>01-504,  7  ifigs.  Conformation  and  plans.  Ship  is  three-decked  and  of 
awning-deck  type,  with   capacity  of  12,000  beeves. 

Turbine  Propulsion.  Italian  Geared  Turbine  Cargo  Steamer,  Int.  Mar.  Eng. 
vol.  24,  no. -2,  Feb.  1919,  pp.91,  2  figs.  Brief  description  wito  olan  of  ship. 
Built  by  N.  Odero  &  Company,  at  Sestri  Ponenti,  and  fitted  with  Tosi  geared 
turbic  propelling  and   auxiliary   machinery. 

Progress  in  Turbine  Ship  Propulsion,  Francis  Hodgkinson.  Engineering, 
vol.  107,  no.  2767,  Jan.  10,  1919,  pp.  42-45,  9  figs.  Report,  sligthly  abbreviated 
read  before  the  Society  of  Naval  Architects  and  Marine  Engineers,  Phila- 
delphia, Nov.  1918. 

Progress  in  Turbine  Ship  Propulsion,  Francis  Hodgkinson.  Shipping, 
vol.  5,  no.  13,  Dec.  28,  1918,  pp.  15-16,  1  fig.  Auxiliaries  used  and  practice 
followed.      Abstract  of  paper  before  S  jc.  Naval  Architects  an  Marine  Engrs. 

Ventilating  and  Heating.  Ventilating  and  Heating  from  the  Marine  Point  of 
of  View,  Chas.  F.  Gross.  Jl.  Am.  Soc.  Naval  Engrs.,  vol.  30,  no.  4,  Nov 
1918,  pp.  72S-738.  Systems  followed  im  merchant  ships;  design  and  installa- 
tion of  ventilators :  allowance  of  square  feet  of  radiator  surface  by  leading 
shipbuilding  companies. 

Manufacturing  a  Ship's  Ventilator,  H.  E.  McCauley.  Am.  Mech. 
vol.  50,  no.  2,  Jan.  9,  1919,  pp.  47-51,  15  figs.  Describes  manufacture  of 
of  American-type   ventilator   cowls. 

Welded  Ships.  The  First  Electrically  Welded  Boat,  John  Liston.  Gen.  Elec.  Rev., 
vol.  21,  no.  12,  Dec.  1918,  pp.  844-818,  10  figs.  Particulars  of  boat  built 
in  1915  at  Ashtabula,  Ohio,  and  still  in  service  on  Great  Lakes. 

The  Adequacy  of  Welding  in  Constructing  Hulls  of  Ships.  H.  M.  Hobart. 
Gen.  Electrical  Rev.,  vol.  21,  no.  12,  Dec.  1918,  pp.  840-843.  Author  expresses 
belief  in  adequacy  of  meth  i  1. 

Rules  for  Electrically- Welded  Ships,  Jl.  Engrs.,  Club,  St.  Louis,  vol. 
3,  no.  6,  Nov.-Dec.,  1918,  pp.  331-334.  Regulations  adopted  by  general 
committee  of  Lloyd's  Register  of  Shipping,  London.  From  Nautious,  Sept. 
7,  1918. 

YARDS 

Reduction  Gears.  Mechanical  Reduction  Gears,  J.  A.  Davies.  Jl.  Am.  Soc. 
Naval  Engrs.,  vol.  30,  no.  .4,  Nov.  1918,  pp.  705-727,  11  figs.  Formulae  for 
designing  pinions;  consideration  on  selection  of  material  for  bearings;  types 
of  couplings;  undesirability  of  flexible  couplings  in  high  powered,  high-speed 
machinery;  contour  used  for  teeth  of  marine  reduction  gears  of  double- 
helical  type;  accidents  and  changes  due  to  wear  or  operation. 

Shipbuilding,  United  States  and  Canada.  Shipbuilding  Development  in  the 
United  States  and  Canada,  W.  R.  Gray  and  Edward  F.  Clarke.  Engineering, 
vol.  106,  no.  2765,  Dec.  27,  1918,  pp.  740-742,  3  figs.  Paper  before  North- 
East  Coast  Inst,  of  Engineers  and  Shipbuilders,  December  1918. 

Shipyards.  Recent  Developments  in  Shipyard  Plants,  S.  M.  Henry,  Int.  Mar. 
Eng.,  vol.  24,  no.  2,  Feb.  1919,  pp.  74-76.  From  a  paper  before  the  Society 
of  Naval  Architects  and  Marine  Engrs. 

Welding.  Application  of  Electric  Welding  to  Shipping.  Jl.  Am.  Soc.  Naval  Engrs., 
vol.  30,  no.  4,  Nov.  1918,  pp.  912-919,  Summary  of  experimental  results 
obtained  from  tests  conducted  by  Llyd's  Register  of  Shipping.  From 
Engineering. 

Electric  Welding  in  Ship  Construction,  H.  Jasper  Cox.  Int.  Mar. 
Eng.,  vol.  24,  no.  2,  Feb.  1919,  pp.  95-99,  1  fig.  Second  and  concluding  article. 
Results  of  Lloyd's  tests;  tentative  regulations  for  arc  welding  in  ship  construc- 
tion; electrically  welded  vessels  and  proposed  designs. 

Oxy-Acetylene  Restores  Huge  Marine  Engine  for  British  Navy,  Norman 
MacLeod.  Jl.  Acetylene  Welding,  vol.  2,  no.  7,  Jan.  1919,  pp.  336-338, 
1  fig.  Repairing  a  30-ton  triple-expansion  marine  engine  all  of  whose  cylin- 
ders were  fractured. 

Arc  Welding  in  Shipyards,  W.  L.  Roberts.  Gen.  Elec.  Rev.,  vol.  21, 
no.  12,  Dec.  1918,  pp.  860-864,  13  figs.     Some  applications  of  arc  welding. 

Electric  Welding  in  Navy  Yards,  H.  G.  Knox.  Gen.  Elec.  Rev.,  vol.  21, 
no.  12,  Dec.  1918,  pp.  849-859,  20  figs.  Arc-welding  and  resistance  welding 
processes  as  related  to  their  general  application  in  navy  yard ;  work  conducted 
in  each  type  of  shop;  recommendations  as  to  kinds  of  welding  equipment 
desirable;  figures  of  speed  and  cott  of  welding  ship  structures. 

Electric  Welding  in  Ship  Construction,  H.  Jasper  Cox.  Jl.  Engrs.'  Club' 
St.  Louis,  vol.  3,  no.  6,  Nov.-Dec.  1918,  pp.  323-331.  Summary  of  progress 
accomplished  during  recent  months  in  application  of  electric  (and  specially 
arc)  welding  processes  to  structural  work  in  shipbuilding.  Paper  before 
Soc.  Naval  Architects  and  Marine  Engers.     From  Nauticus,  Nov.  23,  1919. 


ELECTRO-DEPOSITION 

Nickel  Plating  of  Cast  Iron.  Depositing  Nickel  on  Cast  Iron  from  a  Hot  Elec- 
trolyte, Roay  F.  Clark,  Metal  Rec.  &  Electroplater,  vol.  4,  no.  11,  Dec.  1918 
pp.  401-402.  Results  achieved  by  plater  on  shears  and  scissors  with  date 
extending  over  long  period;  advantages  of  hot  process. 

Silver  and  Gold  Refining.  Electrolytic  Silver  and  Gold  Refining  at  Perth  Amboy, 
N.  J.  Geo.  G.  Griswold.  Gen.  Meeting  Am.  Electrochem.  Soc,  Apr.  3-5, 
1919,  advance  copy,  paper  1,  pp.  1-7,  8  figs.  Refining  silver  bullion  by 
Morobius  process  at  works  of  Am.  Smelting  &  Refining  Co.;  Wohlwill  plant 
for  electrolytically  refining  gold  bullion  and  recovering  from  it  platinum  and 
palladium. 

ELECTROPHYSICS 

Alternating  Currents.  Mean  Power  and  Power  Factor  in  a  Non-Sinusoidal 
Alternating-Current  Circuit  (De  la  puissance  mayenne  et  du  faeteur  de 
puissance  dans  un  circuit  a  courants  alternates  non  sinusoidaux),  H.  Pecheux. 
Revue  Generate  de  l'Electricite\  vol.  4,  no.  22,  Nov.  30,  1918,  pp.  813-816, 
2  figs.  Calculation  of  costs  from  oscillographic  records.  Method  followed 
for  determining  non-sinusoidal  electromotive  force  is  the  one  published  in 
R.  G.  E„  Feb.  8,  1918, 

Cable,  Armored,  Resistance  of.  Effective  Resistance  and  Reactance  of  a  Three- 
Phase  Armored  Cable  to  Current  Harmonics  (Sur  la  resistance  et  la  reactance 
effectives  d'un  cable  arme  triphase  pour  les  harmoniques  du  courant),  R. 
Swyngedauw.  Revue  Generate  de  l'Electricite,  vol.  5,  no.  1,  Jan.  4,  1919, 
pp.  16-17.  Deduces  from  results  of  experiments  that  for  third  harmonic 
of  fundamental  frequency  50  per  sec.  resistance  is  comprised  between  0.67 
and  0.78  ohm  per  km.,  and  reactance  between  0.45  and  0.53  ohm.  per  km. 

Coolidge  Tube.  On  the  Theory  of  the  Coolidge  Tube  (Sur  la  thgorie  du  tube 
Coolidge),  G.  Johannes  and  F.  Wolfers.  Revue  Generate  de  1' Electricity, 
vol.  4,  no.  23,  Dec.  28,  1918,  pp.  991-994.  Criticism  of  A.  Dauvillier's  article 
(R.  G.  E.,  vol.  4,  Sept.  1918,  pp.  443-446)  written  in  support  of  H.  Pilon's 
theory  (R.  G.  E.,vol.  4,  July  1918,  pp.  99-102)  concerning  action  of  oxygen  in 
tungsten  anticathode  of  tube.  Johannes  and  Wolfers  establish  that  oxygen 
emitted  by  point  of  impact  abates  electronic  emission. 

Electrolytic  Cell.  Influence  of  a  Magnetic  Field  and  of  a  Mechanical  agitation  of 
Electrolyte  on  the  Potential  Difference  at  the  Terminals  of  an  Electrolytic 
Cell  (Influence  d'un  champ  mann^tique  et  d'une  agitation  mecanique  du 
bain  sur  la  difference  de  potential  aux  borne3  d'une  cuve  electrolytique), 
Toshikozu  Mashimo.  Revue  Generate  de  l'electricite,  vol.  5,  no.  1,  Jan.  4, 
1919,  pp.  17-18.  Experiments  with  platinum  electrodes  in  semi-normal 
solutions  of  iron  chloride.  From  Memoirs  of  the  College  of  Science,  Kyoto 
Imperial  Univ.,  vol.  2,  no.  6,  Oct.  1917,  pp.  341-347. 

Long  Conductors.  Some  Experiments  with  Long  Electrical  Conductors,  John  H. 
Morecroft.  Elecn.,  voL  81,  no.  2116,  Dec.  6,  1918,  pp.  658-660,  7  figs.  From 
paper  before  Inst,  of  Radio  Engrs. 

Long-Line  Phenomena.  Long  Line  Phenomena  and  Vector  Locus  Diagrams,  Edy 
Velander.  Elec.  World,  vol.  73,  no.  5,  Feb.  1,  1919,  pp.  212-216,  12  figs. 
Long-line  transmission  problems  may  be  readily  solved  by  the  use  of  rigorous 
hyperbolic  equations  of  very  simple  form;  an  anlysis  of  equations  of  this 
form  with  vector  diagrams  for  graphical  interpretation. 

Parallel  Conductors.  Determination  of  the  Resistance  and  Impedance  of  Any 
Number  of  Parallel  Conductors  (Determination  de  la  resistance  et  de  l'imp£- 
dance  d'un  nombre  quelconque  de  conducteurs  associes  en  parallele),  P.  de 
Bancarel.  Revue  Generale  de  l'Electricite,  vol.  4,  no.  26,  Dec.  28,  1918, 
pp.  989-990,  3  figs.  Graphical  process  based  on  representation  of  resistances 
by  trigonometive  tangents.  Simplification  of  method  suggested  by  Haudie 
in  Revue  Generate  de  l'Electricite,  vol.  3,  Aug.  31,  1918,  p.  297. 

Paramagnetism.  The  Quantum  Theory  of  Paramagnetism  (Zum  Quantentheorie 
des  Paramagnetismus),  Fritz  Reiche.  Annalen  der  Physik,  Leipzig,  vol.  54, 
no.  22,  1917,  pp.  401-436,  7  figs.  Discusses  the  kinetic  theory  of  parama- 
gnetism from  the  differential  equations  proposed  by  Jacobi,  Hamilton,  and 
Planck,  and  compares  them  with  tests  made  by  Kamerlingh  Onnes  and 
Oosterhuis. 

Quenched  Sparks.  Processes  Occurring  in  a  Quenched  Spark  (Ueber  die  Vergaenge 
in  sogenannten  Loeschfunken),  V.  Pieck,  Annalen  der  Physik,  vol.  54,  no.  19, 
pp.  197-244,  14  figs.,  3  plates.  Relates  to  electrical  vibrations  leading  to 
shock.  Experiments  with  various  gases  at  different  pressures  and  with 
magnesium  electrodes.  Dynamic  theory  of  quenched  sparks.  Iron  and 
electrons.     Tests  at  University  of  Goettingen. 

Short-Circuits.  Substation  Short-Circuits,  R.  F.  Gooding,  Elec.  Jl.,  vol.  16,  no.  2, 
Feb.  1919,  pp.  61-65,  6  figs.  Calculations  to  determine  stresses  to  which 
oil  circuit  breakers,  disconnecting  switches,  bus  supports,  etc.,  may  be 
subjected  in  substations  fed  by  parallel  feeders  at  a  time  of  short  circuit. 
Several  typical  examples  of  special  systems  are  selected. 

Transverse  Magnetization.  The  Influence  of  Transverse  Magnetization  on  the 
Electrical  Resistance  of  Tellurium  (Ueber  den  Einfluss  transvaler  Magneti- 
sierung  auf  den  elektrischen  Widerstand  von  Tellur),  Bengt  Beckman. 
Annalen  der  Physik,  vol.  54,  no.  19,  1917,  pp.  182-196.  Measurements 
given  of  the  electrical  resistance  of  rods  of  tellurium  and  other  rare  metals 
at  various  temperatures. 


ELECTRICAL  ENGINEERING 

ELECTROCHE  MISTRY 

Storage  Batteries.  Hypothesis  Concerning  the  Action  of  the  Negative  Plate  in 
a  Lead  Storage  Battery  (Hypothese  sur  le  fonctionnement  de  la  plaque 
negative  de  l'accumulateur  au  plomb).  Ch.  Fory.  Industrie  Electrique, 
year  27,  no.  G36,   Dec.   25,    1918,  pp.  407-467. 


FURNACES 

Electrically  Heated  Ovens.  Electrically-Heated  Ovens.  Iron  Age,  vol.  1003, 
no.  3,  Jan.  16,  1919,  pp.  188-189,  2  figs.  Construction  and  operation  of 
enameling  ovens;  efficiency  of  different  types  compared. 

Electrically-Heated  Ovens.  Metal  Rec.  &  Electroplater,  vol.  4,  no.  11, 
Dec.  1918,  pp.  395-396,  3  figs.  Material  for  walls,  insulation,  floors;  dis- 
advantages of  through  metal;  four  general  types;  efficiency  of  the  various 
form. 


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253 


Italy.  Future  of  the  Electric  Furnace  in  Italv  (Forni  elettrici),  G.  Revessi.  L'Elet- 
trotecniea,  vol.  5,  no.  32,  Nov.  1.5,  1918,  pp.  454-450.  Treats  question  from 
standpoint  of  economy,  fuel  shortage,  industrial  requirements,  etc.  According 
to  writer,  number  of  furnaces  in  Italy  reaches  270,  consuming  about  150,000 
kw.  of  energy,  with  addition  of  250  baths  for  aluminum  production. 

Metallurgical  Furnaces.  Electric  Furnace  Developments,  J.  Bibby.  Iron  & 
Coal  Trades  Rev.,  vol.  97,  no.  2652,  Dec.  27,  1918,  pp.  719-722,  7  figs. 
Abstract  of  paper  before  Cleveland  Inst,  of  Engrs. 

Application  of  the  Electric  Furnace  to  the  Metallurgy  of  Iron  and  Its 
Alloys,  H.  Etchells.  Elecn.,  vol.  81,  no.  2119,  Dec.  27,  1918,  pp.  734-735. 
Abstract  of  paper  read  before  the  National  Association  of  Industrial  Chemists, 
November,  1918. 

Electric  Furnaces  for  Steel  Foundry  Work,  W.  E.  Moore.  Blast  Furnace 
vol.  7,  no.  1,  Jan.  1919,  pp.  70-77.  Basic  steel  recommended  on  account 
of  possibility  of  working  to  closer  phosphorus  and  sulphur  limits.  Advocates 
furnace  shell  of  large  diameter  with  shallow  bath. 

Rennerfelt  Furnace.  Developments  in  the  Rennerfelt  Furnace,  H.  A.  De  Fries 
and  Jonas  Hertenius.  Iron  Age,  vol.  101,  no.  3,  Jan.  10,  1919,  pp.  190-191, 
1  fig.  Important  changes  from  original  design;  side  electrodes  now  titlt; 
shape  of  shell  is  round. 

Small  Furnaces.  Performance  of  Small  Electric  Furnace.  Am.  Drop  Forger, 
vol.  4,  no.  12,  Dec.  1918,  pp.  477-479,  9  figs.  Operation  and  equipment  of 
two-ton  electric  furnace  installed  at  inchrome  plant. 

GENERATING  STATIONS 

Canada.  Statistical  Analysis  of  the  Central  Electrical  Station  Situation  of  Canada. 
Contract  Rec,  vol.  33,  no.  5,  Jan.  29,  1919,  pp.  88-92,  7  figs.  From  data 
compiled  by  Dominion  Water  Power  Branch  of  Department  of  the  Interior, 
in  cooperation  with  Bureau  of  Statistics  of  departmentof  Trade  and  Commerce. 

Floating  Station.  Floating  Electric  Power  Station.  Engineering,  vol.  106,  no. 
2702,  Dec.  6,  1918,  pp.  044-045,  6  figs.  Description  of  floating  power  station 
built  and  operated  during  war  for  providing  current  for  variable  conditions 
overseas  where  mobility  and  convience  were  of  importance. 

Legal   Liability.     Liability   of   Central   Station   Company   for  Failure   of   Electric 
'Power,  Chesla  C.  Sherlock.     Elec    Rev.,  vol.  74,  no.  0,  Feb.  8,  1919,  pp.  210- 
217.     Several  decisions  covering  the  question  of  power  failure,  both  through 
negligence  of  employees  of  utility  company  and  breach  of  contract. 

Three-Phase-Two-Phase  Type.  Features  cf  Three-Phase-Two-Phase  Generating 
Station.  Elec.  Rev.,  vol.  74,  no.  3,  Jan.  is,  1919,  pp.  85-88,  9  figs.  InstalLa- 
tion  and  operation  features  of  Eastern  Wisconsin  Electric  Co's  Sheboygan 
plant. 

GENERATORS  AND   MOTORS 

Asychronous  Motors.  Asychronous  Motor  Diagram  (I.e  diagramme  des  moteurs 
asynchronesl,  L.  LagTon.  Revue  G£nArale  de  I'EIectricite,  vol.  4,  no.  23, 
Dec.  7,  1918,  pp.  801-803,  1  fig.  Indicates  method  of  constructing  diagram 
knowing  only  value  of  currents  in  short-circuit,  their  augular  displacements 
and  resistance  of  stator  and  rotor. 

Carbon  Brushes.  Characteristics  of  Carbon  Brushes  for  Electrical  Machinery, 
Warren  C.  Kalb.  Power,  vol.  49,  no.  6,  Feb.  11,  1919,  pp.  202-204,  2  figs. 
Carrying  capacities,  contact  drop  co-efficient  of  friction,  abrasiveness  and 
hardness  of  carbon  brushes  defined  and  methods  for  determining  these 
characteristics  explained. 

Colliery  Motors.  Figures  Supplemental  to  Explosion  Proof  Equipments  of  Colliery 
Motors  and  Accessories  (in  Japanese),  S.  Hayashi,  Denki  Gakkwai  Zasshi, 
no.  365.  Dec.  10,  1918. 

Cooling.  Cooling  Electric  Motors,  D.  A.  Mossav,  Colliery  Guardian,  vol.  110, 
no.  3024,  Dee.  13,  1918,  pp.  1239-1240,  6  figs.  From  paper  before  Min. 
Inst,  of  Scotland. 

Air-Cooled  Electrical  Search  Light  (Di  uno  speciale  dispositivo  ad  arco 
raffreddato  per  prolettori  di  lueeV  Virgilio  Bellini.  Elettrotecnica,  vol.  5, 
no.  21,  July  25,  1918,  pp.  2S6-287,  1  fig.  Rotary  positive  carbon  is  cooled 
by  air  jet. 

Design.  The  Advantages  of  Uniform  Motor  Design,  James  Burke.  Elec.  Wld., 
vol.  73,  no.  4,  Jan.  25,  1919,  pp.  172-175.  From  a  paper  the  Electric  Power 
Club,  Cleveland,  Ohio,  January,  1919. 

Dynamical  Theory.  The  Dynamical  Theory  of  Electric  Engines,  Llewelyn  B. 
Atkinson.  Jl.  Instn.  Elec.  Ensrs.,  vol.  57,  no.  277.  Dec.  1918,  pp.  1-26, 
20  figs.  Kelvin's  ideas  concerning  mechanical  values  of  distributions  of 
electricity,  magnetism  and  galvanism;  energy  relations  of  electric  and 
magnetic  systems;  constructive  fundamental  types  of  electric  engines  convert- 
ing electric  energy  into  mechanical  work;  possible  primary  types  of  electric 
engines;  engines  converting  mechanical  work  into  electrical  energy;  combined 
generator  and  motor  cycles;  similarity  between  expressions  for  efficiencies 
of  ideal  electric  engines  and  general  form  or  expression  for  efficiency  of  a 
perfect  heat  engine.     Tenth  Kelvin  Lecture. 

Induction  Motors.  Repairing  Induction  Motors,  L.  Fokcs,  Colliery  Guardian, 
vol  110,  no.  3017,  Oct.  25,  1918,  pp.  859-860,  8  figs.  Electrical  breakdowns; 
cleanliess;  neatness;  repairing  a  hand-wound  coil;  shaping  and  insulating; 
former-wound  coils;  rotor  repairs. 

The  Interchangeahility  of  Induction  Motors,  Gordon  Fox.  Ry.  Elec. 
Engr.,  vol.  10,  no.  1,  Jan.  1919,  pp  5-8,  4  figs.  Indicates  necessary  altera- 
tions in  windings  which  will  adapt  motors  for  use  on  currents  of  different 
frequency  and  phase. 

Polyphase  Induction  Motor.  Diagram  of  Polyphase  Induction  Motors  Taking 
into  Account  Magnetic  Saturation  (Diagramme  des  moteurs  polyphase 
asynchrones  tenant  compte  de  la  saturation  magnetiquel,  J.  Berthenod. 
Revur  Generale  de  I'EIectricite,  vol  4,  no.  25,  Dec.  21,  1918,  pp.  941-940, 
6  figs.  The  various  fluxes  are  reduced  to  three,  a  common  flux  and  two 
others  having  leakages  proportional  to  primary  and  secondary  currents, 
respectively;  an  approximate  diagram  is  thus  formed;  another  diagram  is 
then  developed  which  takes  into  account  actual  operating  conditions. 


Power  and  Torque.  Power  and  Torque  in  Electric  Motors,  Justin  Lebovici.  Elec. 
Rev.,  vol.  74,  nos.  4  and  0,  Jan.  25  and  Feb.  8,  1919,  pp.  134-130,  and  213-215, 
18  figs.  Articles  discussing  principles  of  different  types  of  motors  from  a 
common  standpoint;  relations  in  single-phase  induction  and  repulsion  motors. 

Rebuilding  Generators.  Rebuilding  25,000-kw,  Generator,  Thomas  Wilson. 
Power,  vol.  49,  no.  3,  Jan.  21,  1919,  pp.  70-79,  11  figs.  Account  of  rebuilding 
of  generator  of  Commonwealth  Edison  Co.,  Chicago,  which  required  upturning 
of  200-ton  unit  within  space  of  its  own  foundation. 

Winding.  A  New  Graphic  Method  for  Winding  Schemes,  L.  Fleischmann.  Elecn., 
vol.  81,  no.  2117,  Dec.  13,  1918,  pp.  689-690,  3  figs.  Abstract  of  article  in 
Elektrotechnische  Zeitschrift,  No.  7,  1918. 

LIGHTING  AND  LAMP  MANUFACTURE 

Colored  Light.  Linking  Science  and  Art  in  Lighting,  M.  Luekiesh.  Elee.  Rev. , 
vol.  74,  no.  1,  Jan.  4,  1919,  pp.  14-15.  Possibilities  of  colored  light.  (Fourth 
article.) 

Home  Lighting.  Linking  Science  and  Art  in  Lighting,  M.  Luekiesh.  Elec.  Rev., 
vol.  74,  no.  5,  Feb.  1.  1919,  pp.  171-173,  2  figs.  Fifth  of  a  series  of  six  articles. 
The  lighting  of  a  middle-class  home. 

Light,  Measurement  of.  Photometric  Apparatus  for  Measuring  the  Illuminating 
Value  of  Fluctuating  Sources  of  High  Candle  Power.  Gas  Jl.,  vol.  144, 
no.  2902,  Dee.  24,  1918,  p.  058,  3  figs.  Tube  photometer  and  supplementary 
flare  photometer  which  permit  measurements  of  detail  revealing  power  in 
its  relation  to  rapidly-burning  flares  of  great  intensity.  From  presidential 
address  to  Ilium.  Eng.  Soc. 

MEASUREMENTS  AND  TESTS 

Boucherot  Whe  vtstonb  Bridge.  On  Boucherot's  Constant-Current  Distributions 
(Sur  les  distributions  a  intensite  constante  de  M.  Boucherot),  Tr.  Lalesco. 
Revue  Generale  de  I'EIectricite,  vol.  4.  no.  26,  Dec.  28,  1918,  pp.  987-988, 
3  figs.  Shows  that  in  Wheatstone-bridge  arrangement  for  transforming 
constant-potential  alternating  current  into  one  of  constant  intensity,  it  is 
not  necessary  that  the  four  resistances  be  equal  and  operation  may  be  secured 
by  having  two  of  the  branches  of  equal  resistance  anil  opposite  sign. 

Indicating  Instruments,  Hysteresis  of.  The  Determinateness  of  the  Hysteresis 
of  Indicating  Instruments,  F,  J.  Schlink.  Jl.  Wash.  Acad.  Sci.,  vol.  9,  no.  2, 
Jan.  19,  1919,  pp.  38-45,  2  fi<rs.  Result  of  preliminary  experiment  to  ascertain 
to  what  extent  hysteresis  or  variance  determinations  with  respect  to  non- 
integrating  mechanical  measuring  instruments  are  sufficiently  definite  and 
reproducible  to  warrant  wide  application  in  instrument  testing,  calibration 
and  utilization.  Conclusion  is  reached  that  no  extraordinary  experimental 
care  is  required  to  arrive  at  hysteresis  determination  of  very  definite  Utility, 
and  that,  under  stated  conditions,  such  determinations  are  of  a  highly 
reproducible  character. 

Magnet  Testing.  Testing  Permanent  Magnets  by  Means  of  a  Voltmeter.  Elec. 
Wld.,  vol.  73,  no.  0,  Feb.  8,  1919,  pp.  267-268,  1  fig.  Magnetometer  may 
be  devised  by  modifying  a  d'Arsonval  type  voltmeter;  descriptions  of  useful 
tests. 

Porcelain  Insulators.  Photographic  Study  of  Porcelain  Insulators,  Harold  G. 
Tufty.  Elec.  Wld.,  vol.  73.  no.  0,  Feb  8,  1919,  pp.  268-271,  3  (igs.  Polarized 
light  employed  in  examination  of  thin  sections  of  insulators  some  of  which 
have  been  properly  fired  while  others  were  underfired  and  still  others  over- 
fired;  observations  on  used  insulators. 

Railway  Motor  Testing.     Railway  Motor  Testing  —  II.     Elec.  Jl.,  vol.  16,  no.  2, 

f'eli.  1919,  pp.  70-79,  3  figs.  Survey  of  practical  methods  accepted  by 
operating  companies.  Armature  testing  of  standard  four-pole  lap  or  two- 
circuit  wound  500-voll  railway  motors. 

Resistance  Measuring  by  Voltmeter.  On  the  Voltmeter  Method  of  Measuring 
Resistances  (Note  sur  la  mesure  d'une  resistance  par  la  methode  du  voltme- 
tre),  H.  Panchon.     Revue  Generale  de  I'EIectricite,  vol.  4,  no.  25,   Dec,   25, 

1918,  p.  972,  1  fig.  In  formula  A' =  (E  —  U)  RW.  RE  is  called  K  and 
expression  reduces  to  ( X  t  R)  U  =  A".  The  graph  presented  gives  X  in  terms 
of  U.     Discussion  of  Puget's  method  in  R.  G.  E.,  Aug.  31,  1918. 

Thermocouples  and  Pyrometers.  Checking  Calibration  of  Thermocouples  and 
Pyrometers.  Elec.  Rev.,  vol.  71,  no.  2,  Jan.  11,  1919,  pp.  56-59,  0  figs. 
Sources  of  error  in  thermocouples,  pyrometers  and  leads;  methods  of  testing 
works  units  against  secondary  and  works  standards;  maintenance  of  standards; 
apparatus  recommended  for  carrying  on  work. 

Voltaoe  Measurement.  The  Measure  of  High  Voltages  by  Means  of  Kligelfuss 
Sclerometer  (La  mesure  des  hautes  voltages  au  moyen  du  soierometre  Klingel- 
fuss).  Paul  Jove.  Archives  des  Sciences  Physiques  et  Naturelles,  vol.  40, 
Nov.  1918,  pp.  243-251.  An  independent  third  circuit  is  introduced  in  induc- 
tion coil  in  space  which  separates  right  and  left  portions  of  secondary  winding; 
this  circuit  connected  to  a  voltmeter  is  the  sclerometer.  Present  article 
gives  analytical  discussion  and  experimental  results  of  effects  of  voltages  in 
primary  and  secondary  windings  on  readings  of  voltmeters. 

Watt-Hours  Meters.  Testing  Single-Phase  Watt-Hour  Meters  Using  a  Rotating 
Standard,  P.  B,  Findl.-v.      Power,  vol.  49,  nos.  4  and  5,  Jan.  28  and  Feb.  4, 

1919.  pp.  118-121  and  168-171,  18  figs.  Jan.  28:  Considers  meter  used  on 
distributing  circuits  and  method  of  testing  it,  using  an  indicating  watt- 
meter; Feb.  4:  Construction  of  rotating  standard  watt-meter  is  described 
and  application  to  testing  single-phase  watt-hour  meters  discussed. 

POWER  APPLICATIONS 

Agriculture,  Italy.  Application  of  Electricity  to  Agriculture  in  Italy  (Applicazioni 
agricole  dell'  elettricita  con  riferimento  speciale  alle  condizioni  dell'  Arzo 
Romano),  D'Escani  Alessandro.  Annali  d'lngegneria  e  d'Architettura, 
year  33.  no.  21.  Nov.  1,  1918,  pp.  330-332.  Discusses  necessity  lor  wider 
application  of  electricity  to  agriculture,  especially  for  ploughing,  threshing, 
pressing  hay  and    traw,  and  for  pumping  water  for  irrigation  purposes. 


254 


JOURNAL     OF     THE    ENGINEERING     INSTITUTE     OF     CANADA 


Coal  Mines.  The  Electric  Installations  of  the  Coal  Mines  in  Blackball,  England 
(Les  installations  electriques  des  charbonnages  de  Blackhall,  Angleterre). 
Genie  Civil,  vol.  74,  no.  1,  Jan.  4,  1919,  pp.  1-4,  6  figs. 

Shop  Motors.  Light,  Electricity  and  the  Shop,  C.  E.  Clewell.  Am.  Mach.,  vol.  50, 
no.  4,  Jan.  23,  1919,  pp.  163-107,  11  figs.  Motors  for  drilling  and  boring 
machines. 

Steel- Mill  Drives.  Electric  Steel  Mill  Drive  Developments,  Brent  Wiley.  Blast 
Furnace,  vol.  7,  no.  1,  Jan.  1919,  pp.  35-37,  5  figs.  Consideration  given  to 
standardization;  variation  in  mill  schedule  permitted  by  flexibility  of  electric 
drive;  tendency  toward  central  station  and  60-cycle  apparatus. 

Electrically-Driven  Plate  Mills,  G.  E.  Stol'tz.  Elec.  Jl.,  vol.  1(5,  no.  2, 
Feb.  1919,  pp.  68-73,  10  figs.  Typical  steel  mill  drives;  torque  curves  of 
induction  motor  at  various  r.p.m.  rolling  plate  from  slab;  graphic  chart  of 
load  on  a  90-in  plate  mill;  power  consumption.  Paper  road  before  Phila. 
Section  Assn.  Iron  &  Steel  Elec.  Engrs. 

Modern  G.  E.  Electric  Steel  Mill  Drives,  Blast  Furnace,  vol.  7,  no.  1, 
Jan.  1919,  p.  37.  Electric  drive  operating  1200-ton  hydraulic  bloom  shear 
with  rapid  acceleration  and  retardation  and  distance  control. 

STANDARDS 

Aluminum  Conductors,  Standards  for.  Proposed  Specifications  for  Aluminum 
Electrical  Conductors  (Projet  de  conditions  de  reception  des  conducteurs 
d'electricite  en  aluminum).  Revue  Generale  de  l'Elcctricite.  vol.  4,  no.  24, 
Dec.  24,  1918,  pp.  931-933.  Preliminary  report  submitted  to  l'Union  des 
Syndicats  by  one  of  their  sub-committees.  Report  comprises  chemical 
definition,  mechanical  resistance,  modulus  of  elasticity,  flexibility,  coefficient 
of  expansion  and  electrical  conductivity  of  aluminum. 

Current  and  Potential  Standards.  A  New  Standard  of  Current  and  Potential, 
Chester  T.  Allcutt.  Elecn.,  vol.  81,  no.  2117,  Dec.  13,  1918,  pp.  684-685, 
6  figs.  Abstract  of  paper  before  the  American  Institute  of  Electrical 
Engineers. 

Standardization  Division  in  Plants.  Srandardization  Division  in  a  Plant  Manu- 
facturing Electrical  Material  (Organisation  d'un  service  d'etudes  des  normali- 
sations dans  une  usine  de  constructions  electriques),  J.  Fievez.  Revue 
Generale  de  l'EIectricit6,  vol.  4,  no.  25,  Dec.  21,  1918,  pp.  975-978,  1  fig. 
Suggests  division,  under  direction  of  technical  department,  to  study  selection 
of  standards  that  will  meet  all  conditions  which  may  be  required  by  public. 
Functions  of  proposed  division  and  its  relation  to  various  other  departments 
are  outlined. 

Wave-Shape  Standards.  Review  of  Work  of  Sub-Committee  on  Wave  Shape 
Standard  of  the  Standards  Committee,  Harold  S.  Osborne.  Proc.  Am. 
Inst  Elec.  Engrs.,  vol.  38,  no.  1,  Jan.  1919,  pp.  1-28,  12  figs.  After  careful 
considerations  and  extensive  experimental  work  sub-committee  recommends 
that  for  the  present  the  10  per  cent  deviation  rule  should  be  retained  and 
that  trial  use  should  be  made  of  a  supplementary  wave-shape  factor,  based 
on  the  relation  between  voltage  wave  shape  and  interfering  effect  in  telephone 
circuits  when  power  and  telephone  lines  parallel  each  other. 

TELEGRAPHY  AND  TELEPHONY 

Cables,  Fault  Location  in.  A  Useful  Arrangement  of  the  Murray  Loop  Test, 
L.  J.  Sell.  Post  Office  Elec.  Engrs.  Jl.,  vol.  2,  pt.  4,  Jan.  1919,  pp.  225-228, 
3  figs.  Applicable  in  case  of  cable  fault  when  some  wires  only  are  seriously 
affected  ana  a  good  wire  of  same  gage  and  length  as  faulty  wires  is  available. 
Fault  Location  Tests,  J.  B.  Salmon.  Post  Office  Elec.  Engrs.  Jl.,  vol.2, 
pt.  4,  Jan.  1919,  pp.  215-224,  5  figs.  Examination  of  difficulties  incidental 
with  location  of  cable  faults  by  Varley  and  Murray  loop  tests,  Anderson  and 
Kennelly  overlap  test  and  Blavier  test.  Conditions  under  which  each  of 
these  tests  is  most  suitable. 

Central  Battery  System  Telephones.  Note  on  the  C.  B.  S.  Telephone  System. 
Post  Office  Elec.  Engrs.  Jl.,  vol.  2,  pt.  4,  Jan.  1919,  pp.  197-203,  6  figs.  Essen- 
tial features  of  central  battery  system  and  comparison  with  present  signaling 
system;  study  of  main  characteristics  desirable  in  an  exchange  designed  for 
local  battery  talking  and  automatic  calling  and  clearing. 

Continuous  Oscillation  Generators.  The  Oscillating  Valve,  E.  V.  Appleton. 
Wireless  World,  vol.  6,  no.  70,  Jan.  1919,  pp.  538-543,  6  figs.  Elecn.,  vol.  81, 
no.  2119,  Dec.  27,  1918,  pp.  743-744,  3  figs.  Wireless  World:  Formulae  to 
determine  conditions  required  for  production  of  continous  electrical  oscilla- 
tions by  any  three-electrode  valve  from  knowledge  of  its  static  characteristics; 
Elecn.:  Three-electrode  thermionic  valves,  functioning  as  generator  of  con- 
tinuous electrical  oscillations,  regarded  as  a  tube  possessing  negative  resistance; 
action  analigous  to  other  continuous  oscillation  generators. 

Multiplex  Telegraphy.  Modus  Operandi  of  Multiplex  Telegraphy.  Elec.  Rev., 
vol.  74,  no.  2,  Jan.  11,  1919,  pp.  49-51,  6  figs.  Further  details  concerning 
principles  and  application  of  recently  developed  system  of  multiplex  telephony 
and  telegraphy ;  equipment  and  operation  of  Washington-Pittsburg  circuit. 

Multiplex  Telephony.  New  Multiplex  System  of  Telephony.  Elec.  World, 
vol.  73,  no.  1,  Jan.  4,  1919,  pp.  11-13,  5  figs.  System  developed  to  increase 
manifold  the  message-carrying  capacity  of  long-distance  telephone  and 
telegraph  wires;  suggestive  value  of  earlier  undertakings  in  this  filed. 

Perturbations  in  Lines.  Influence  of  Single-Phase  Traction  Lines  on  Lines  Carry- 
ing Feeble  Currents  (Influeneia  de  las  lineas  monofasicas  de  traccion  sobre 
las  lineas  de  debil  corriente),  Francisco  Wais  San  Martin.  Revista  de  Obras 
Publicas,  year  66,  no.  2253,  Nov.  28,  1918,  pp.  590-592,  2  figs.  Causes  of 
perturbations  in  telephone  and  telegraph  lines  running  parallel  to  electric 
roads;  devices  and  arrangements  to  prevent  perturbations. 

Pbanoplex.  Phanoplox  Telegraphy  (in  Japanese),  Y.  Fuaeno.  Denki  Gakkwai 
Zasshi,  no.  364,  Nov.  18,  1918. 

Quadruplex  Telegraphy.  Morse  Quadruplex  Working.  Post  Office  Elec.  Engrs., 
Jl.,  vol.  2,  pt.  4,  Jan.  1919,  pp.  209-214,  2  figs.  Discusses  conditions  under 
which  stable  quadruplex  working  on  aerial  wires  may  be  contained  at  all 
times. 


Radio  Lighthouses.  Accident  Prevention  at  Sea  by  Radio-Lighthouse  (La  preven- 
tion des  accidents  de  mer  par  radio-phares),  A.  Poidloue.  Genie  Civil, 
vol.  73,  no.  26,  Dec.  28,  1918,  pp.  510-512,  3  figs.  Scheme  and  operation  of 
Bellini-Tosi  azimuth  compass  for  determining  direction  of  sending  station; 
aerial  installation  consists  of  four  vertical  converging  antennae  connected 
by  horizontal  conductors  to  compass;  a  coil  is  rotated  around  a  divided 
circle;  intensity  of  sound  in  telephone  receiver  is  maximum  when  striking 
direction  of  origin  of  waves. 

Radio  Telegraphy.  Progress  of  English  Radiotelegraphy  during  the  European 
War,  and  Notes  on  Its  Application  to  Post- War  Conditions  (Expose  des 
progres  de  la  radiotelegraphie  anglaise  pendant  la  guerre  europeenne,  accom- 
pagne  de  quelques  notes  sur  1'application  de  cette  decouverte  aux  conditions 
qui  existeront  apr£s  la  guerre).  Goldfrey  Isaac.  Industrie  Electrique, 
year  28,  no.  637,  Jan.  10,  1919,  pp.  8-9. 

The  Vision  of  a  Scientist.  Wireless- World,  vol.  6,  no.  70,  Jan.  1919, 
pp.  554-57.  Remarkable  forecasts  of  Sir  William  Crooks  on  wireless 
telegraphy.     From  Fortnightly  Rev.,  Feb.  1892. 

Radio  Telephony.  Some  Aspects  of  Radio  Telephony  in  Japan  Eitaro  Yokoyama. 
Wireless  World,  vol.  6,  no.  70,  Jan.  1919,  pp.  569-574,  8  figs.  Experiments 
on  influence  of  electrode  materials  on  discharge  and  of  supply  voltage  on 
operation  of  discharger;  static  frequency  transformer  of  T.  Kujirai  (Concluded) 
From  Proc.  Inst.  Radio  Engrs. 

Sounder  Silencers.  Sounder  Silences,  R.  T.  King.  Post  Office  Elec.  Engrs.  Jl., 
vol.  2,  pt.  4,  Jan.  1919,  pp.  206-208,  2  figs.  Modification  of  departmental 
relay  no.  1000A  so  as  to  cause  bell  to  ring  when  distant  station  holds  down 
key  for  period  of  about  ten  seconds. 

Telephone  Circuits,  Loaded.  A  Graphical  Method  of  Calculating  the  Attenua- 
tion Constant  of  Loaded  Telephone  Circuits,  E.  S.  Ritter.  Post  Office 
Elec.  Engrs.  Jl.,  vol.  2,  pt.  4,  Jan.  1919,  pp.  187-196,  3  figs.  Applicable 
only  to  loaded  lines,  including  open  wire  aerial  lines,  underground  and  sub- 
marine cable. 

Vacuum  Tubes.  The  Development  of  the  Vacuum  Valve.  Jl.  Elec,  vol.  42,  no.  1, 
Jan.  1,  1919,  pp.  20-22,  8  figs.  Manufacturing  details;  uses  in  the  war; 
importance  in  wireless  telephony. 

Developments  in  Radio  Apparatus,  George  O.  Squier.  Elec.  World, 
vol.  73,  no.  3,  Jan.  18,  1919,  pp.  129-130.  Application  to  radio  communica- 
tion of  vacuum  tube;  improvements  during  war;  airplane  radio-telephone 
and  radio-telegraph  sets.  From  lecture  before  A.  I.  E.  E.  on  Aeronautics 
in  the  United  States  from  the  Beginning  of  the  War  to  the  Present  Time. 

Theory  of  the  Electric  Oscillation  in  Vacuum  Tubes  (in  Japanese) 
Y.  Nozuki.     Demki  Gakkwai  Zasshi,  no.  365,  Dec.  10,  1918. 

TRANSFORMERS,  CONVERTERS,  FREQUENCY  CHANGERS 

Charts.  Formulae  and  Charts  Relative  to  the  Working  under  Load  of  Industrial 
Transformers  (Formules  et  abaques  relatifs  au  fonctionnement  en  charge 
des  transformateurs  industriels),  L.  Dubar.  Revue  Generale  de  l'Electricite, 
vol.  4,  no.  22,  Nov.  30,  1918,  pp.  817-821,  7  figs.  Output  and  voltage  drop 
at  various  loads  and  with  different  angular  displacements,  obtained  from 
construction  data  and  test  results. 

Electric  Furnace  Transformers.  High  Intensity  Transformers  for  Electric 
Fornaces  (Etude  sur  le  calcul  de  transformateurs  a  forte  intensity  pour 
fours  electriques),  R.  Jacquot.  Revue  Generale  de  l'Electricitd,  vol.  4,  no.  17, 
Oct.  26,  1918,  pp.  602-617,  2  figs.  Classification  of  transformers  used  in 
electrometallurgy ;  their  respective  losses  and  cost. 

Oils.  Some  Characteristics  of  Transformer  Oils,  O.  H.  Eschholz.  Elec.  Jl.,  vol.  16, 
no.  2,  Feb.  1919,  pp.  74-76,  2  figs.  Test  figures  comparing  vapor  pressures 
of  transformer  oil  with  those  of  liquids  of  well-known  characteristics. 

Operation.  Essentials  of  Transformer  Practice  —  XIX.  Operating  Conditions, 
E.  G.  Reed.  Elec.  Jl.,  vol.  16,  no.  2,  Feb.  1919,  pp.  66-68.  Short-circuits 
and  grounds;  drying  out  transformers;  care  of  insulating  oil;  mechanical 
stresses  on  short  circuit. 

Starting  Current.  Calculation  of  Starting  Current  in  A.  C.  Transformers  for 
Electric  Traction  (Der  Einschaltstrom  von  Wechselstrom-Transform- 
atoren  fuer  die  elektrishe  Traktion),  W.  Kummer,  Schweiz.  Bauzeitung, 
vol.  72,  no.  24,  Dec.  14,  1918,  pp.  233,  abstracted  from  M.  Vidmar's  article 
in  Elektrotechnik  &  Maschinenbau,  1918,  p.  273.  Gives  formulas  for 
calculating  the  resistance  capacity  of  idle  transformers. 

TRANSMISSION,  DISTRIBUTION,  CONTROL 

Cables,  High  Tension.  Experimental  Investigation  of  High-Tension  Cables, 
Tsunezo  Hada.  Denki  Gakkwai  Zasshi,  no.  364,  Nov.  10,  1918,  27  pp., 
15  figs.  Establishes  as  result  of  experiments  that  in  a  strand  cable  the 
minimum  potential  gradient  or  the  maximum  breakdown  voltage  is  practi- 
caly  at  position  where  D/2h=e.  as  as  in  case  of  a  single-core  concentric 
cable. 

Distribution  Problems.  North-Eastern.  Centre:  Chairman's  Address,  A.  P. 
Pyne.  Jl.  Instn.  Elec.  Engrs.,  vol.  57,  no.  277,  Dec.  1918,  pp.  53-40.  Ques- 
tion of  generating  electricity  in  bulk  and  its  distribution  over  wide  areas. 

Insulators,  Line.  An  Operating  View  of  High-Tension  Insulators,  P.  Ackerman. 
Elec.  World,  vol.  73,  no.  3,  Jan.  18,  1919,  pp.  116-119,  4  figs.  Severe  operating 
conditions  that  have  caused  failure  of  line  insulators;  later  designs  of  pin 
and  suspension  types  promise  to  solve  insulator  problem  for  some  years  to 
come. 

Application  of  Theory  and  Practice  to  the  Design  of  Transmission  Line 
Insulators,  G.  I.  Gilchrest  and  T.  A.  Klinefelter.  Elec.  Jl.,  vol.  16,  no.  1, 
Jan.  1919,  pp.  8-16,  28  figs.  Laboratory  tests  of  various  new  designs  and 
comparison  of  these  designs  with  those  now  in  commercial  use. 

Line  Poles.  When  a  Line  Pole  Needs  a  Guy,  Charles  R.  Harte.  Elec.  Ry.  Jl., 
vol.  53,  no.  3,  Jan.  18,  1919,  pp.  139-142,  7  figs.  Summary  of  experience  of 
telephone  and  power  companies  as  guide  to  electric-railway  transmission . 
line  construction. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


255 


Meters.  Notes  on  Demand  Meters,  H.  W.  Richardson.  Elec.  World,  vol.  73,  no.  5, 
Feb.  1,  1919,  pp.  219-222,  2  figs.  Indicating  demand  meters  for  small  and 
recording  or  curve-drawing  meters  for  larger  installations;  principles  upon 
which  modern  demand  meters  operate. 

Phase  Conversion.  The  Supply  of  Single-Phase  Power  from  Three-Phase  Systems, 
Miles  Walter.  Elecn.,  vol.  81,  no.  2117,  Dec.  13,  1918,  pp.  682-684,  5  figs. 
Abstract  of  paper  before  the  Institution  of  Electrical  Engineers. 

Power  Conductors.  Arrangement  of  Power  Conductors.  Jl.  Elec,  vol.  42,  no.  2, 
Jan.  15,  1919,  pp.  72-74,  9  figs.  Recommendations  for  spacing  of  power 
lines  as  made  by  Cal.  Committee  on  Inductive  Interference.  Figures  and 
comparisons  given  apply  to  non-transposed  circuits;  comparisons  of  different 
configurations  hold  also  for  transposed  circuits,  provided  circuits  are  transposed 
indentically. 

Power  Control.  The  Control  of  Large  Amounts  of  Power,  E.  B.  Wedmore.  Power 
House,  vol.  11,  no.  12,  Dec.  1918,  pp.  363-367,  5  figs.  Limitation  by  section- 
alizing  and  employment  of  feeder  or  busbar  reactances.  Paper  before  Instn. 
Elec.  Engrs.     (To  be  continued). 

Power  Factor.  Improving  Power  Factor  by  Use  of  Synchronous  Motors.  (Emploi 
des  moteurs  synchrones  pour  ame4iorer  le  facteur  de  puissance),  Paul  Rieumier. 
Revue  Gjnerale  de  l'Electricit|!,  vol.  5,  no.  1,  Jan.  4,  1919,  pp.  3-16,  5  figs. 

Power  Transmission.  Latest  Developments  in  the  Electric  Transmission  of  Power, 
P.  M.  Lincoln.  Jl.  Cleveland  Eng.  Soc,  vol.  11,  no.  3,  Nov.  1918,  pp.  153-159 
and  (discussion)  pp.  159-161.  Limitation  of  direct-current  transmission; 
early  experiments  in  transmission  by  alternating  current;  Tesla's  patents  in 
1889;  Mershon's  first  observations  of  corona  phenomena;  the  40,000-volt 
installation  at  Telluride  Power  Co.;  recent  discoveries  concerning  nature 
of  coronas. 

Relays.  The  Orling  Jet  Relay  (Le  relais  Orling  a  jet),  J.  Pomey.  Revue  G6ne>ale 
de  l'Electricite,  vol.  4,  no.  24,  Dec.  14,  1918,  pp.  899-900,  2  figs.  Usage  in 
extensive  cable  lines  of  relays  constructed  on  clectrocapillary  principles. 

Substations.  Automatic  Substations  on  the  North  Shore  Line,  Charles  H.  Jones. 
Elec.  Ry.  Jl.,  vol.  53,  no.  2,  Jan.  11,  1919,  pp.  84-90,  8  figs.  Three  new 
substations  in  operation  and  another  under  construction  save  177  miles  of 
500,000-cir  mils  cable  worth  $650,000. 

Switches,  Oil.  Oil  Switches  (Considerations  sur  les  disjoncteurs  a  l'huile),  W-A. 
Coales  and  W-H.  Wadmore.  Revue  Gen6rale  de  l'Electricite,  vol.  4,  no.  23, 
Dec.  7,  1918,  pp.  882-887,  7  figs.  Provisions  which  must  be  made  in  designing 
them  :  their  use  in  connection  with  time  lag  relays;  characteristic  factors; 
installation. 

Wiring,  Transmission.  Electric  Transmission  Wiring  from  the  Viewpoint  of 
Appearance  (Zur  Aesthetik  des  Linienbaues  bei  elektrischen  Freileitungen). 
Dr.  P.  Neusch-Sigrist,  Bern.  Schwciz,  Elektrotech.Verein  Bulletin,  vol.  9, 
No.  12,  December  1918,  pp.  277-289,  13  figs.  Calls  attention  to  the  desira- 
bility of  underground  wiring,  where  feasible,  and  to  the  need  of  using  judg- 
ment and  good  taste  in  the  design  and  location  of  exposed  wire  supports. 

VARIA 
Aluminum.  Aluminum  in  Electrical  Apparatus  (L'aluminum  dans  l'appareillage 
electrique),  C.  Zetter.  Revue  G£n£rale  de  l'Electricite,  vol.  4,  no.  23, 
Dec.  7,  1918,  pp.  887-891,  14  figs.  How  aluminum  ingots,  sheets  and  bars 
can  be  used  in  manufacture  of  some  electrical  fixtures  which  it  has  been 
customary  to  make  of  copper. 

Use  of  Aluminum  in  the  Electrical  Industry  (Sur  l'emploi  do  l'aluminum 
dans  l'industrie  de  l'electricite),  E.  Dusaugey.  Revue  Genfrale  de  l'Elec- 
tricite, vol.  5,  no.  2,  Jan.  11,  1919,  pp.  53-58,  14  figs.  Aluminum  conductors  in 
electric  transmission  lines;  aluminum  in  electrical  machines.  Conference 
before'the  Society  Francaise  des  Electriciens.  Also  abstracted  in  Bulletin 
de  la  Societe  Francaise  des  Electriciens,  vol.  8,  no.  74,  Nov.  1918,  pp.  349- 
377,   14  figs. 

Lightning  Arresters.  Impulse-Gap  Lightning  Arresters,  Q.  A.  Bracket.  Elec. 
Jl.,  vol  16,  no.  2,  Feb.  1919,  pp.  52-54,  4  figs.  Scheme  is  essentially  a  Wheat- 
stone  bridge  that  is  balanced  at  low  frequency  and  unbalanced  at  high 
frequency.     Diagram  and  typical  com     mercial  construction  are  illustrate.  1 

Transmission  Lines,  Protection  of.  Degradation  Perpetrated  on  Electric  Trans- 
mission Lines  and  Their  Repression  (Des  depredations  commises  contre  les 
r£seaux  electriques  et  de  leur  repression),  Jean  de  la  Ruclle.  Revue  GenC-rale 
de  l'Electricite,  vol.  4,  no.  25,  Dec.  21,  1918,  pp.  981-983.  Proposes  asking 
tribunals  to  establish  severe  penalties  for  delinquencies  and  also  to  effect 
such  modifications  as  greater  separation  of  poles,  construction  of  lines  through 
private  property,  and  eventually  securing  a  right  of  way  the  same  as  railroads 

MECHANICAL  ENGINEERING 

Air  Pumps.  Air  Ejectors  (Les  ejecteurs  extracteurs  d'air),  L.  Couge.  Revue  Generale 
de  l'Electricite,  vol.  4,  no.  17,  Oct.  26,  1918,  pp.  629-632,  6  figs.  Details 
of  Westinghouse-Leblanc  air  pump,  of  Breguet  ejector  and  of  British  Westing- 
house  apparatus. 

CORROSION 

Wire  Ropes.  Interior  Corrosion  of  Wire  Ropes,  Wm.  Fleet  Robertson.  Can.  Min. 
Jl.,  vol.  40,  no.  1,  Jan.  8,  1919,  pp.  6-7.  Report  of  tests  undertaken  on  rope 
which  broke,  it  is  said,  by  oxidizing  of  wires,  chiefly  internally,  caused  by 
action  of  corrosive  water  and  a  humid  atmosphere. 

FORGING 

Dnop  Hammers.  4-ton  Drop  Hammer  at  Crewe  Works.  Engineering,  vol.  106 
no.  2765,  Dec.  27,  1918,  pp.  736-737,  7  figs.  Description  with  illustrations 
of  the  hammer  and  some  of  its  work.  Its  development  and  the  necessary 
equipment. 

European  Situation.  Some  Drop  Forge  Possibilities  Abroad,  L.  W.  Alwyn-Schmidt 
Am.  Drop  Forger,  vol.  4,  no.  12,  Dec.  1918,  pp.  471-473.  Review  of  present 
conditions;  situation  in  foreign  countries;  methods  of  procuring  business  in 
Europe. 


Forge-Shop  Capacitt.  Selecting  a  Source  of  Supply  for  Forgings,  W.  F.  Rockwell. 
Am.  Drop  Forger,  vol.  5,  no.  1,  Jan.  1919,  pp.  1-3.  Convenience  of  enlarging 
forge-shop  capacity;  preference  of  buyers  to  order  forgings  by  sets. 

Forge  Shop.  Pan  Motor  Forge  Shop  About  Completed.  Am.  Drop  Forger,  vol.  4, 
no.  12,  Dec.  1918,  pp.  490-492.  Details  of  layout  and  equipment;  methods  for 
handling  raw  and  finished  material.     Shop  to  be  largest  in  U.  S. 

A  Progressive  Forge  Shop  in  Rockford.  Am.  Drop  Forger,  vol.  4,  no. 
12,  Dec.  1918,  pp.  480-481,  6  figs.  Equipment  and  general  layout  of  depart- 
ments. 

Modern  Forge  Shop  at  the  Essington  Plant.  Am.  Drop.  Forger,  vol.  4, 
no.  12,  Dec.  1918,  pp.  474-475,  3  figs.  General  description  of  works  turning 
out  marine  equipment.     Layout  of  Shops  allows  for  future  expansion. 

Purging  Industry.  A  Review  of  the  Drop  Forging  Industry,  A.  W.  Peterson.  Am. 
Drop  Forger,  vol.  5,  no.  1,  Jan.  1919,  pp.  36-38,  2  figs.  Data  showing  pro- 
duction development  of  forging  industry  over  period  of  35  years;  importance 
of  forging  industry  during  years  of  war. 

Furnaces.  Heating  and  Preheating  Forging  Furnaces.  Blast  Furnace,  vol.  7, 
no.  1,  Jan.  1919,  pp.  57-59,  4  figs.  Recent  installation  designed  to  withstand 
distorting  action  of  heat  as  well  as  wear.  Combustion  chambers  on  pre- 
heating furnaces  are  stagfered  on  each  side. 

Historical  Data.  Historical  Data  on  Hammers  and  Forgings,  Howard  Terhune. 
Am.  Drop  Forger,  vol.  5,  no.  1,  Jan.  1919,  pp.  39-41.  Review  of  improve- 
ments since  issue  of  first  patent  in  1842;  introduction  of  principle  of  modern 
board  drop  hammer  in  1861;  present  tendencies. 

FOUNDRIES 

Brass  Foundries.  Materials  and  Chemicals  Used  in  Brass  Foundry  Practice, 
Charles  Tickers.  Brass  World,  vol.  14,  no.  12,  Dec.  1918,  pp.  343-345. 
Deals  with  history,  properties,  appearance,  physiological  action  and  com- 
mercial use  <>f  substances  commonly  used  in  brass  founding.  First  of  series 
of  articles. 

Casting  Methods.  Molding  and  Pouring  a  Gasoline  Engine  Bed,  F.  H.  Bell.  Can. 
Machy  ,  vol.  21,  no.  5,  Jan.  30,  1919,  pp.  106-108,  4  figs.  Shows  method  of 
casting  a  sheet  steel  bottom  into  a  grey  iron  casting  making  entire  bed  into 
a  tank. 

Cobs  Ovens.  The  Application  of  Pyrometers  to  Core  Ovens,  G.  W.  Keller.  Foundry, 
vol.  47,  no.  318,  Feb.  1919,  pp.  72-74,  3  figs.  From  a  paper  before  Am. 
Pound  ry  men's  Assn. 

IYitNAi  B,  Electric.  The  Electric  Furnace  in  the  Grey  Iron  Foundry,  F.  H.  Bell. 
Can.  Machy.,  vol.  21,  no.  1,  Jan.  2,  1919,  pp.  7-8,  4  figs.  Practicability 
of  melting  gray  iron  for  foundry  purposes  by  electricity;  process  followed  at 
Bowmanvifie  Foundry  Co, 

Irons.  Conversion  of  White  Iron  into  Foundry,  ('.  T.  Huang.  Iron  Age,  vol.  103, 
no.  4,  Jan.  23,  1919,  pp.  231-232.  How  Chinese  native  irons  may  be  made 
available  as  a  means  of  relieving  the  scarcity  of  other  grades  in  that  country. 

Molding.  Holding  Shoes  for  Caterpillar  Tractors.  Iron  Age,  vol.  103,  no.  2, 
Jan.  9,  1919,  pp.  1HI-12II.  3  tigs.  Davenport  molding  machine  with 
hurriedly  devised  handling  rigging  gives  satisfactory  results;  1000  shoes  made 
per  day. 

Patterns.  The  Laying  Out  of  Patterns,  Joseph  A.  Shelly,  Machy.,  vol.  25,  no.  (i, 
Feb.  1919,  pp  193-497,  12  figs.  Methods  ol  making  the  drawings  or  layouts 
thai  arc  required  by  the  patternmaker  in  planning  his  work,  together  with 
allowances  necessary  for  draft  and  shrinkage  and  for  machining  castings  in 
I  he   shop. 

Steel  Castings  ON  I'  LCiric  Co  ist.  Steel  Castings  on  the  Pacific  Coast.  Iron  Age, 
vol.  103,  no  1.  .Ian.  23,  1919,  pp.  233-235,  2  figs.  Growth  of  industry  due  to 
the  war;  good  steel  made  without  pig  iron;  overcoming  manufacturing 
difficulties. 

Ti  meilino  Barrels  Tumbling  Barrels  in  Foundries  (Scheurfaesscr  und  Putz- 
trommeln  in  Giessereibetrieben),  Rauch  und  Staub,  vol.  8,  no.  12,  Sept. 
1918,  pp.  113-114.  General  discussion  on  construction,  use  and  advantages 
of  tumbling  barrels  for  changing  eastings.  States  that  castings  up  to  45  in. 
long  and  weighing  2000  lbs.  can  be  cleaned  in  suitable  revolving  drums. 
Describes  inclined  drums  36  ft.  long,  28  in.  in  diameter. 

FUELS   AXU   FIRING 

ARGENTINE  Fuels  in  Argentine  (Die  Brennstoffe  Argcntinens),  Ranch  und  Staub, 
vol.  8,  no.  12,  Sept.  1918,  pp.  114-115.  General  discussion  on  the  fuel 
situation  in  Argentina,  abstracted  from  Beriehte  ueber  Handel  und  Industrie, 
vol.  23,  no.  4,  Feb.  1918. 

\sn.  Fusibility  of  West  Virginia  Coal  Ash,  Waller  Selvig.  Coal  Age,  vol.  15,  no.  1, 
Jan.  2,  1919,  pp.  12-16,  2  figs.  Method  of  preparing  ash  for  fusion  test  and 
determining  initial  softening  temperature  and  interval  of  fusion.  Includes  a 
tabulation  of  tests  on  West  Virginian  coals. 

BAGASSE.  Bagasse  Feeders,  Furnace  Design  and  Furnace  Control,  A.  Gartley. 
La.  Planter,  vol.  62,  no.  21,  Jan.  11,  1919,  pp.  25-28,  5  figs.  Suggestions  on 
design;  curves  giving  pounds  of  water  which  can  be  evaporated  per  pound 
of  bagasse  having  different  percentages  of  moisture.     Paper  beforo  Hawaiian 

Sugar  Planters'  Assn. 

Briquet.  Some  Notes  on  the  Manufacture  of  Fuel  Briquettes,  E.  II.  Robertson. 
Trans.  Min.  &  Geol.  Inst.  India,  vol.  13,  pt.  1,  Sept.  1918,  pp.  49-61,  6  figs. 
Analysis  of  manufacturing  methods;  results  obtained  by  some  experimenters; 
examples  of  survivance  of  briquettes. 

The  Economy  of  Briquetting  Small  Coal,  J.  A.  Yeadon.  Tran.  Min. 
Inst.  Scotland,  vol.  40,  pt.  7,  1918-1919.  pp.  145-148  and  (discussion)  pp. 
148-150.  Gain  in  calorific  power  by  briquetting  with  pitch  as  agglomerant 
rectangular  and  "  ovoid  "  forms  of  briquettes. 


256 


JOURNAL     OF     THE    ENGINEERING     INSTITUTE     OF    CANADA 


Com  Selection.  Selecting  Coal  for  Power  Plant  Use,  Robert  June  Kin-.  Rev., 
vol.  74,  no.  3,  Jan.  18,  1919,  pp  94-97;  l  lias.  Characteristics  of  various 
coals;  influence  of  coal  upon  furnace-chamber  design;  purchase  of  coal.  (First 
of  scries  on  power-plant  management.) 

Clat  Products  Burning  Fuel  Economy  in  Clay  Products  Burning— III,  A.  V. 
Bleninger  and  A.  F.  Greaves  Walker.  Can.  Mfr.,  vol.  39,  no.  1,  Jan.  1919, 
pp.  87-88.      Means  of  controlling  burning. 

Conservation.     Fuel    Conservati Robert    Collett.     New    England    R.R.    Club, 

Dec-  id.  1918,  pp.  190-208.  Waste  of  fuel  by  reason  of  engines  delayed  on 
road  and  by  engines  kept  under  steam  unnecessarily  at  terminals;  improper 
handling  of  engines;  excessive-  firing;  engines  not  in  good  condition,  fuel  not 
up  to  contract  specification 

The  Threatened  Coal  Shoi  tage  and  the  Possible  Methods  of  Economising 
Fuel — II,  John  B.  C.  Kershaw.  Gassier-  1-.hk-  Monthly,  vol.  .54,  no.  (i, 
Dec.  litis,  pp.  308-315,  2  fins  Applicability  ol  remedies  proposed  in  October 
issue  to  English  conditions;  recommendations  of  I'.  S.  1-uel  Administration; 
coal-dust  firing  as  an  aid  to  fuel  conservation. 

Fuel  Economy  Will  Continue  a  Serious  Problem,  W.  A  Shoudy.  Elec. 
World,  vol.  73,  no.  1,  Jan.  4,  1(11(1,  pp.  14-16,  3  fins  Can  be  improved  by 
proper  application  of  correctly  designed  apparatus  maintaining  high  vacuum, 
eliminating  small  wastes  and  not  operating  too  many  boilers;  other  suggestions. 

DRAFT.  Savins;  the  Waste  in  the  Chimney  —III,  Robert  Sibley  and  Chas  H.  Delany. 
.11.  Elec,  vol.  42,  no.  2,  Jan.  15,  1919,  pp.  79-80,  1  fig.  Determination  of 
actual  draft  required  for  different  fuels.  Chart  showing  lbs.  of  coal  burned 
per  sq.  ft  urate  surface  pr  hr  against  draft  between  furnace  anil  ash  pit  in  in. 
of  water. 

Steam  Plant  Efficiency.  Coal  Trade  .11.,  year  51,  no.  2,  Jan.  8,  1919. 
pp.  37-38,  4  figs-  Relation  between  kinds  of  coal  and  completeness  of  com- 
bustion for  six  sets  of  conditions;  gaging  .,lr  supply  for  given  furnace  and  fuel. 
(Concluded  I 

Fuel    Requirements   for    Factories      Fuel    Requirements  tor   Factories,   Charles 

L.  Hubbard.  Indus.  Management,  vol.  57,  no.  2,  Feb.  1919.  pp.  125-126. 
How  to  make  tests  of  fuel  requirements  for  extremes  of  weather,  calculate 
needs  for  other  conditions  and  outside  temperatures,  and  estimate  amount 
of  fuel  needed  month  by  month  throughout  heating  season. 

(ivs.     Uses    Gas    in     Twenty-One     Manufacturing    Processes,    F.     M     Lester.  Gas 

Age,  vol.  43,  no.  2.  Jan  1.".,  1919,  pp.  102-101.  0  figs  How  gas  is  used  in 
plant,  manufacturing  gasoline  motors  and  railway  supplies  and  consuming 
10,000,000  cu.  ft.  gas  per  month. 

Heat  Value,  Determination  of.  Use  of  the  Hydrogen- Volatile- Matter  Ratio  in 
Obtaining  the  Net  Heating  Value  of  \meiican  Coals,  A.  C  Fieldner  and 
W.  A.  Selvig.  Department  of  Interior,  Bur.  of  Mines,  tech  paper  1917, 
13  pp.  4  figs.  Curves,  constructed  from  2000  analyses,  showing  relation 
between  percentages  of  hydrogen  and  volatile  matter  of  different  coals. 

Calorific  Valuation  of  Coal  Without  a  Calorimeter,  Proctor  Smith 
Cassier's  Eng.  Monthly,  vol.  54,  no.  0,  Dee.  1918,  pp.  333-334.  Approximate 
analysis  by  Goutal's  formula. 

INDIANA  Coals.  Getting  Better  Combustion  of  Indiana  Coals.  T  A.  Marsh.  Flee. 
World,  vol.  73,  no.  2,  Jan.  11,  1919.  pp.  72-74,  7  figs.  Practical  methods 
by  means  of  which  furnace  equipment  installed  years  ago  can  be  made  to 
produce  results  comparable  with    good   modern   practice 

Lignites.  Combustion  of  Lignite  and  High- Moisture  Fuels,  T.  A.  Marsh  Elec 
World,  vol.  73,  no.  6,  Feb.  s,  1919,  pp.  265-267,  5  figs  Typical  nalyses  ol 
high-moisture  fuels  in  the  United  States  and  Canada  and  summary  of 
experience  derived  from  burning  fuels  of  the  kinds  described  in  power  plants. 
Notes  on  Lignite,  S.  M.  Darling.  Power  Plant  Eng  ,  vol.  23,  no.  3, 
Feb.  1,  1919,  pp.  148-150.  Characteristics  and  utilization.  Abstract  of 
Technical  Paper  178,  Bureau  of  Mines. 

Liquid  Fuels.     Liquid  Fuels  (Lcs  combustibles  liquides),  A    Guiselin.    Memoires  el 

Compte  rendu  des  travaux  de  la  Societe  des  Ingenieurs  civils  de  France,  year 
71,  no.  10,  Oct.  1918,  pp.  453-548,  2  figs.  Study  of  the  means  to  insure 
equilibrium  between  production  and  consumption  of  liquid  fuels  in  France. 
Following  topics  are  considered;  Liquid  fuels  in  U.  S.  and  in  England;  possible 
progress  in  distillation  of  bituminous  schists;  production  of  tars  and  benzol 
in  France;  utilization  of  lignite  and  peat  deposits;  other  sources  of  manu- 
facturing liquid  fuels  with  reference  to  the  work  done  by  the  Societe  des 
Etablissemcnts  Simon-Carves. 

Moron  Fuel.  The  Motor  Fuel  Problem,  W  R.  Ormandy.  Colliery  Guardian,  vol. 
110.  no.  3021,  Nov.  22,  1918,  pp.  1070-1077.  From  paper  before  Instn  of 
Petroleum   Technologist  s. 

Peat.  Peat  and  Electrical  Industry  (La  tourbe  et  1'industrie  electrique),  Pierre  (Inn 
Revue  Generate  de  l'Electricite,  vol.  4.  no.  22,  Nov.  30.  1918.  pp.  843-851, 
3  figs.  Artificial  drying  and  gasification  of  peat;  effects  of  humidity  on  its 
calorific  value;  permissible  percentage  of  humidity.  Results  of  an  extended 
investigation  undertaken  under  the  direction  of  Minister  of  Mines,  Canada 
Peat  in  1917,  C.  C.  Osborn.  Department,  of  Interior,  U.  S.  Gel  Survey, 
Mineral  Resources  of  the  United  States— Part  II.  Dee.  19,  1918,  pp.  257-283, 
1  fig.  General  conditions  of  peal  industry;  occurrence,  properties  and  uses  of 
peat;  peat  industry  in  principal  foreign  countries;  selected  bibliography; 
map  of  U.  S.  showing  principal  peat  deposits. 

Powder  Fuel.     Progress  Realized  During  the  War  in  the  Utilization  of  Fuels  (Progn 
realises  pendant   la  guerre  dans  ['utilisation  des  combustibles),    E.   Damoui 
Industrie  Electrique,  year  28,  no.  037,  Jan.   10,   1919,  pp.  5-7.      Gasification 
and  pulverization  of  fuels      From  extensive  account  in  Cnimie  e!  Industrie. 

Powdered  Coal  Advance  and  Development.  II.  A  Kimiber.  Blast 
I'm  nacc,  vol.  7,  no.  1,  Jan.  1919,  pp.  07-08,  Use  of  powdered  fuel  for  steam 
generation;  improvements  in  distribution;  control  of  fuel;  summary  of 
furnaces  for  which  pulverized  coal  was  installed  during  1918. 

A  review  on  the  Use  of  Powdered  Coal,  W.  O.  Renkin.  Am.  Drop 
Forger,  vol.  5,  no  1,  Jan.  1919,  pp.  22-25,  3  figs  Farly  uses  and  present 
methods;  comparative  data  on  fuels 

Suggestions  for  Burning  Pulverized  Coal,  W  G.  Wilcox  Am.  Drop 
Forger,  \  "I  I.  no.  12,  Dec  litis,  pp.  192-191.  Control  of  combustible  and 
air  in  burning  pulverized  coal;  method  of  projecting  coal  in  suspended  form 
into  furnace;  importance  of  mixing  coal  dust  properly. 


Stokers.  Fuel  Burning  Equipment  of  Modern  Power  Stations,  Joseph  G.  Worker. 
Elec.  Jl.j  vol.  16,  no.  2,  Feb.  1919,  pp.  55-00,  15  figs.  Examples  of  various 
installations  using  underfeed  stokers,  auxiliary  equipment  to  control  their 
operation. 

Mechanical  Stokers — II,  Robert  June.  Brick  &  Clay  Rec,  vol.  53,  no. 
14,  Dec.  31,  1918,  pp.  1147-1149,  3  figs.  Concludes  irom  examination  of 
various  types  that  chain-grate  stoker  is  suitable  for  boilers  of  good  size  up  to 
250  per  cent  rating  and  overfeed  stoker  for  medium  sized  installations  up  to 
200  per  cent  rating. 

WASTE  Heat.  Utilization  of.  Utilization  of  Waste  Heat  at  Municipal  Gas  Works 
of  Tuebingen  (Die  Abhitzegewinning  und  verwertung  im  staedt,  Gaswerk 
Tuebingen),  Henig.     Journal  fuer  Gasbeleuchtung,  vol.  61,  no.  45,   Nov.  9, 

1918,  pp.    529-534,    1    fig.      History   and    performance  of  rational  waste-heat 
system  utilized  for  heating  water  for  distant  muncipal  bath.     Tests.     Costs. 

Steam  Raising  with  Waste  Heat  from  Coal  and  Oil-Fired  Furnaces, 
Iron  &  Coal  Trades  Rev.,  vol.  97,  no.  2048,  Nov.  22,  1918,  pp.  580,  4  figs 
Description  of  standard  heat-raising  unit  (Brett  system);  embodying  coal- 
fired  furnace  with  boiler. 

GAGES 

Profile  Gages.  Grinding  Accurate  Profile  Gages  by  Means  of  Master  Plates, 
Herbert  M.  Darling.  Am.  Mach.,  vol.  50,  no,  3,  Jan.  10,  1919,  pp.  105-100, 
3  figs.     Description  of  operation. 

Thread  and  Wing  Gages.  Thread  Gages;  Wing  Gages,  Erik  Oberg.  Machy.,  vol. 
25,  no.  6,  February,  1919,  pp.  502-500.  13  figs.  Last  of  a  series  of  articles 
describing  principles  involved  and  procedure  followed  by  the  Pratt  &  Whitney 
Company  in  developing  gaging  systems  for  interchangeable  manufacture. 

The  Precision  Measurement  of  Thread  Gages,  Can.  Machy.,  vol.  21,  no. 
5,  Jan.  30,  1919,  pp.  113-115,  4  figs.  Commercial  equipment  manufactured 
by  Arthur  Knapp  Eng.  Corporation  after  models  developed  by  Bur.  of 
Standards. 

HANDLING  OF    MATERIALS 

Asu    Handling       Bennis   Ash    Handling    Plant       Flccn.,   vol.   82,   no.   2121.   Jan.    10, 

1919,  pp.  84-85,  3  figs.     Pneumatic  ash  plant,  steam  suction  conveyors,  ash 

elevators  and  ash  hoists. 

Com.  Handling.  Coal  Handling  at  Ports,  H.  Hubert.  Elecn.,  vol.  82,  no.  2121, 
Jan.  10,  1919,  pp.  42-15,  (i  figs.  An  account  of  a  number  of  modern  plants  for 
dealing  with  coal  at  ports. 

Coal-Handling  Appliances  at  the  Coventry  Electricity  Works,  George 
Frederick  Zimmer  Engineering,  vol.  107,  no.  2707,  Jan.  10,  1919,  pp. 
37-42,  27  figs.      Drawings,  general  data  and  description  of  the  plant. 

Coal  Tipple  and  Washcry  at  Lehigh,  Mont.,  E.  P.  Stewart,  Coal 
Age,  vol,  15,  no.  1,  Jan.  2,  1919,  pp.  9-11,  4  figs.  Apparatus  designed  to  clean 
coal  thoroughly  and  prepare  locomotive  fuel. 

Coal  Handling  Plant  at  Sewall's  Point,  Virginia.  Power,  vol  40,  no. 
2,  Jan.  14,  1919,  pp.  54-56,  5  figs.  Description  of  new  facilities  of  Virginia 
Railway  at  coal  pier  near  Norfolk,  Va.     From  Coal  Age. 

Coke.  The  Mechanical  Handling  of  Coke,  Alwyne  Meade.  Elecn.,  vol.  82,  no.  2121, 
Jan.  10,  1919,  pp.  57-01.  8  figs.  The  problems  involved;  description  of  con- 
veyors dsigned  to  overcome  difficulties;  aspects  of  cost 

Explosives.  Munition  Handling  Devices.  Elecn.,  vol.  82,  no.  2121,  Jan.  10,  1919, 
pp.  73-75,  5  figs.  A  few  examples  in  which  well-known  types  of  conveying 
apparatus  are  modified  to  serve  specific  purposes  in  the  manufacture  of 
explosives. 

Gravity  Roller  Runway.  The  Gravity  Roller  Runway,  George  Frederick  Zimmer, 
Elecn.,  vol.  82,  no.  2121,  Jan.  10,  1919,  pp.  33-41,  28  figs.  The  component 
parts  of  gravity  r  oiler  runways;  accessory  plant  such  as  shoots,  "  humpers," 
stackers  and  "  gadets." 

Mechanical  Handling.  The  Mechanical  Handling  of  Materials,  Percy  G.  Donald. 
Elecn.,  vol.  82,  no.  2121,  Jan.  10,  1919,  pp.  29-32,  8  figs.  After  discussing 
objections  to  mechanical  handling,  the  author  deals  with  such  plant  as  an 
investment,  the  speed  that  is  desirable,  the  importance  of  a  suitable  layout, 
and  finally  indicates  the  various  types  of  plant  that  are  available. 

Paper  Mill.  Material  Handling  in  a  Paper  Mill,  Henry  J.  Eclsall.  Indus.  Manage- 
ment, vol.  57,  no.  2,  Feb.  1919,  pp.  97-103,  18  figs.  Labor-saving  equipment 
of  Dill  &  Collins  Co.      (To  be  continued). 

Pneumatic  Handling  of  Cereals.  Pneumatic  Handling  of  Cereals,  C.  Bentham, 
Elecn.,  vol.  82,  no.  2121,  Jan.  10,  1919,  pp.  61-67,  15  figs.  Importance  of 
peneumatic  systems  in  unloading  ships;  types  of  plant  in  operation;  the 
exhauster;  problems  involved  in  the  design  of  a  suitable  nozzle.  Portable 
Pneumatic  Grain  Unloading  Plant.  Conveying.  Cassier's  Eng.  Monthly 
Supp.,  vol.  1,  no.  7,  Dec.  1918,  pp.  Ixxxiii-lxxxvi.  4  figs.  Equipment  includes 
0-cylindcr  Aster  petrol  engine  of  85  lip.  with  rotary  blower,  mounted  on 
4-wheeled,  25-ton  railway  truck. 


HEAT  TREATING 

DEVELOPMENTS  in  1918.  1918  Developments  in  Heat  Treating,  James  H.  Herron 
Am.  Drop  Forger,  vol.  5,  no.  1,  Jan.  1919.  pp.  53-54.  Changes  in  methods 
used  for  heat-treating  materials;  scope  of  heat-treating  activities. 

FURNACES.  Heating  Furnaces  and  Annealing  Furnaces — II,  W.  Trinks.  Blast 
F'urnace,  vol.  7,  no.  1,  Jan.  1919.  pp.  09-72  and  80,  7  figs.  Design,  operation 
and  construction.  Furnace  capacity;  rate  of  heat  transfer;  temperature  to 
which  metal  is  to  be  heated. 

Malleable  Iron.  Reducing  the  Malleable  Iron  Annealing  Period,  A.  E.  White 
and  R  S  Archur.  Foundry,  vol.  47,  no.  318,  Feb.  1919,  pp.  61-05,  12  figs. 
Report  of  an  investigation  made  at  the  University  of  Michigan.  From  a 
paper  before  I  he  American  Foundrymcn's  Association. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


257 


Steel  tor  Motors.  Treatments  of  Steels  Used  in  the  Construction  of  Light- Weight 
Engines.  (Emplois  et  traitments  des  aciers  utilises  dans  la  construction 
des  motcurs  legers),  M.  L.  Kurbillon.  Bulletin  Technique  de  la  Suisse 
Romande,  year  44,  nos.  1.3  and  17,  July  27  and  Aug.  24,  1918,  pp.  140-142  and 
L58-160,  4  fists.  July  27:  Steel  employed  for  shafts,  nuts,  bolts  and  cams. 
Aug.  24:  Soft  carbon  steels:  chrome-nickel  steels;  nickel  steel-.;  tungsten 
steds;  special  steel  having  0.20C  +   0.13  Si  +  0.36  mm.  +   12  Ni 

Lincoln  Motor  Co.'s  Heat  Treating  Plant,  F.  L.  Prentiss.  Iron  Age, 
vol.  103,  no.  2,  Jan.  9,  1919,  pp.  107-111  7  fists  Department  equipped  for 
quantity  production  in  plant  designed  for  changing  from  airplane  to  com- 
mercial motor  work. 

HEATING  AND  VENTILATION 

Air  Cooling.  Special  Applications  of  Small  Air-Cooling  Systems.  Heat  A  Vent. 
Mag.,  vol.  lti,  no.  1,  Jan.  1919.  pp.  13-46,  4  figs.  Arrangements  with  forced 
and  gravity  circulation  of  air. 

Boiler  Rating.  Heating  Versus  Power  Boiler  Rating.  P.  J.  Dougherty  Power, 
vol.  49,  no.  3.  Jan.  21.  1919,  pp.  34-85.  Showing  why  rules  in  general  used  for 
determining  and  comparing  rating  or  capacity  or  high-pressure  boilers  tire 
not  applicable  to  low-pressure  or  so-called  heating  boilers 

Central  Station  Heating.  Central  Station  Heating:  Its  Economic  Features  with 
Reference  to  Community  Service.  John  C.  White.  Department  of  Interior. 
Bur.  of  Mines,  tech.  paper  191,  23  pp.,  0  figs.  Data  on  costs  and  results 
obtained  with  central  heating  stations. 

Factory  Heating.  Modern  Factory  Heating,  Alfred  (J  King.  Domestic  Eng.  , 
vol.  86,  nos.  1  and  2.  Jan.  4,  11,  1919.  pp.  27-30  and  76-79,  1  1  tigs.  Require- 
ments for  factory  heating;  construction  details 

Tinnel  Ventilation.  The  Ventilation  of  Tunnels  and  Buildings.  Francis  Fox. 
Universal  Engr  ,  vol  2s,  no.  li,  Dee.  1918,  pp.  40-40  Ventilation  systems  in 
operation  at  several  Irairopean  tunnels;  prescribed  hygienic  practice  concerning 
renovation  of  air  in  dwellings. 

Ventilation  Plant  for  Simplon  Tunnel  (Die  Yenulationsanlage  des 
Simplon  Tunnels!.  F.  Rothpletz  Schwcizerische  Bauzeitung.  vol.  73,  no.  1, 
Jan.  4,  1919,  pp.  3-4,  3  figs.  Remodeling  and  enlarging  of  the  ventilation 
System,  located  at  the  north  entrance  only  of  the  twin-tunnel,  operated 
electrically.  South  ward  air  current  chosen  to  avoid  rusting  of  structural 
steel  due  to  condensation  if  southern  sir  were  sent  northward.  Total  air 
volume  180  cu.  m.  per  sec   at  velocity  in  tunnel  of  3  to  4  m.  per  see      Part  I 

Two-Pipe  System.  Care  of  Heating  and  Ventilating  Equipment,  Harold  I.  Alt. 
Power,  vol.  49.  no  .">.  Feb.  4,  1919,  pp.  156-159,  1  I  figs.  A  discussion  of  the 
two-pipe  system      Seventh  article.  • 


Turbine  Operation.  Economical  Operation  of  Hydraulic  Turbines,  ]■:.  A.  Gibbs, 
Can.  Engr.,  vol.  36,  no.  2,  Jan  9.  1919,  pp  127-128.  Cleanliness,  care  and 
upkeep  important,  factors  in  obtaining  maximum  efficiency.  Also  abstrated 
in  Elec.    World,  vol.  73.  no.  1,  Jan.  4.   1919,  pp.  2.V26. 

Turbine  Tests  Standard  Testing  Code  for  Hydraulic  Turbines,  F.  H.  Rogers. 
Idee.  WW.,  vol.  73,  no  i,  Jan.  25,  1919,  pp.  164-166.  Engineering  societies 
are  urged  to  adopt  code  of  Machinery  Builders'  Society 

Water  H  vviviia  Charts  for  Calculating  Water  Hammer.  .11.  Idee,  vol  42.  no  2, 
Jan.  1"),  1919,  pp.  74-7.">,  2  figs  Constructed  to  give  maximum  possible 
rise  or  fail  in  pressure  due  to  water  hammer  as  determined  form  h  =  a  /'  -;,  ,, 
being  velocity  of  wave  (in  an  additional  diagram)  and  velocity  of  Bow  in  pipe. 

1  NTER NAL-< '( i  \l  B USTIt  IN   E \(  1 1  NFS 

design.  Port  Design  for  Two-Cycle  Oil  Engines,  D.  0.  Barrett.  Gas  Engine,  vol.  21, 
no.  2.  Feb  1919,  pp.  37-42.  Description  "I  some  types  of  two-cycle  engines; 
formulae  for  inlet,  transfer  and  exhaust  ports. 

Diesel  Engine.     The  Diesel   Engine,   Herbert   Haas     .11    Soc.   Automotive  Engrs., 

vol    1,  no.   1.  Jan     1919,  pp    28-34,  2  figs.       Motor  Boating,  vol.  23,  no.  1,  Jan. 

1919.  pp  280-29  2  figs.  .11  Sue  Automotive  Engrs.;  Pumps  designed  to 
force  fuel  against  high  pressure,  air  compressors  and  receivers  mechanical 
efficiency  Characteristics  of  high-speed  engines,  desirable  properties  of 
petroleum  fuel,  lubricating  oils,  ship  propulsion  (From  Bur.  Mines  Bull, 
I'ni,  pt     11);    Motor  Boating;    Pressure-volume  diagram,  Sabathe  four-stroke 

cycle  moter;  indicator  diagrams  of  four-cycle  Diesel  engine,  construction  of 

cylinders  and  cylinder  forms        (To  be  continued) 

i'ii  Engines  The  High-Compression  Oil  Engine,  W  G  Gernandt.  .11  Soc  Auto- 
motive Engrs.,  vol,  4,  no.  2.  Feb.  1919,  pp.  112-117  and  discussion),  pp, 
117-118 

Internal  Combustion  Engine  Development,  Eng  Rev.,  vol  32,  no.  ti. 
Dee  it;.  1918,  pp.  164-166,  8  figs  Piston  designs;  leading  particulars  ol 
engines  developing  80  hp.  per  cylinder.     (Continued). 

LUBRICATION 

Mm  )i<-(  i  i.i  No  eh  Lubrii  v  i  ion  Motor-Cylinder  Lubrication,  G.  S.  Bryan  Universal 
Engr  .  vol  2s.  no.  I.  Oct  litis,  pp.  37-45,  1  fig.  Study  of  conditions  under 
which    lubrication    takes   place   and    of   characteristics   of   motor-cylinder   oils 

that  determine  their  suitability  foi  these  conditions. 


Vapor  Heating.      Modern  Practice  in  Vapor  Heating      Heat   &  Vent.   Mag 

no.  1.  Jan.  1919,  pp    18-52,  6  h»s      The  Broomed  system. 


.1    16 


MACHINE   ELEMENTS    VND  DESIGN 
Ball   Bearings      Wh\    Do   Ball   Bearings  Sometimes   Fail?     F.   J. 

Marl,  .    vol     50,    no     5,   Jan.   30,    1919.   pp.    209-213,   23   figs. 
failures  arising  from  poor  selection  and  nus-t  real  inent . 


Jaroseh.      Am. 
An  an;  l\sis  of 


HOISTING  AND  CONVEYING 

Conveyor  Tyres.  Conveyors  for  Engineering  Works.  Engineer,  vol.  126,  no.  3283, 
Nov.  29,  1918,  pp.  462,  3  figs  Deals  with  types  in  use  in  engineering  works, 
wueh   as  conveyors   for   rapid   assembly   of   motors,   case   elevators,   and   shell 

conveyors.     (Form   paper  beofre    Manchester  Assn    of   Kngrs  ,   by    W.    II 
Atherton). 

Design.  Some  Details  of  Conveyors  and  Elevators,  \\  II  Atherton  Elecn.,  vol.  82, 
no.  2121.  .Ian  In.  1919,  pp,  46-49,  20  figs.  Design  of  a  number  of  essential 
details  in  conveyors  and  elevators,  dealing  with  chains,  sprocket  wheels, 
buckets,  skidders,  frames  and  bearings. 

Design  of  Electrically-Driven  Fitting  Blocks  Elecn  ,  vol.  Bl,  no  2115, 
New.  29,  1918,  pp  639-640,  7  tilts  Abstract  of  article  in  Flektro-teehnische 
Zeitschrift,  No.  1,  1918. 

Electric  Haulage.  Notes  on  Three-Phase  Electric  Haulage  Equipment,  I.  Fokes. 
Colliery  Guardian,  vol  lit;,  no.  3025,  Dec.  20,  1918,  pp.  1295-1296,  ■")  figs. 
Haulage  room;  motor;  slip  rings  and  brush  gear;  control  equipment;  isolating 
switch;  reversing  switch;  controller,  resistances;  liquid  resistance 

History.  History  of  Conveying  —  II.  George  Frederick  Zimmer.  Conveying, 
Cassier's  Eng.  Monthly  Supp.,  vol.  1,  no  7,  Dec.  1918,  pp.  Iwv-lvvvii, 
9  figs.     Bucket,  elevators;  elevatoi  and  conveyor  chains      (Continued). 

Trucks.  Shop  Trucks  Am.  Drop  Forger,  vol  5,  no  I.Jan.  1919,  pp.  In- 22,  10  figs. 
Discussion  and  description  of  different  types  of  industrial  truck- 

Wire  Rope.  The  Wire  Rope  and  Its  Uses  for  Conveying  Purposes,  Elecn.,  vol.  82, 
no.  2121.  Jan.  10,  1919,  pp.  77-7'.).  General  principles;  single  and  double 
ropeway  systems;  single  fixed  rope  bj  -tern. 

HYDRAULIC    M  UHINFKY 

Hydraulic  Plants.     Extension  to  the  Ontario  Power  Co.'s  Plant.  Thos.  H.  Hogg. 

Engl  .  vol.  36,  no.  3.  Jan     Hi,    1919,   pp     139-144,  and    149-151   23  figs 

Construction  of  13  miles  of  13.5-ft.  diameter  wood-stave  pipe  for  50,000-hp, 

capacity;  steel  differential  surge  tank,  00  ft.  in  diameter,  94  ft.  high;  installa- 
tion ol  two  20,000-hp.  turbines  with  direcl-connected  generators. 

Tcrbines  Banki's  New  Hydraulic  Turbine  (Neue  Wasserturbine  von  Donat  Banki, 
Professor  in  Budapest),  Schweiz,  Bauzeitung,  vol  72.  no  2f,  Dec  II.  1918, 
pp  255-236,  1  figs  The  new  turbine  fills  the  gap  between  the  Pelton  wheel 
and  the  Francis  turbine.       Vevy  compact. 

New  2500-Hp  Turbine  in  the  Kubel  Hydro-electric  Power  House,  near 
Saint-Gall,  Switzerland  (La  nouvelle  turbine  de  2500  ch.  del'usine  hydro- 
electrique  de  Kubel  pres  Saint-Gall  Suisse).  Revue  Generate  de  t'Electricite, 
vol.  .},  no.  1,  Jan.  4,  1919,  pp.  19-25,  9  fig-  Results  of  trials  of  compact 
design  of  turbine  with  overhanging  rotor  to  determine  output,  regulation 
and  efficiency.  Regulator  was  specially  constructed  and  is  comprehensively 
described. 


Floating  Frami  Redi  i  pion  Gear  The  Design  and  Progress  of  the  Floating- 
Frame  Reduction  Gear,  John  II  Macalpine.  Proc  Engrs.'  Soc.  Western  Pa., 
vol.  3t,  no  7,  Oct  1918,  pp  519-535.  Discussion  (Continued  from  Proc. 
I',!,  1918,  p  7li  Discuss,, I  contends  regid-frame  gears  are  running  con- 
tinously,  with  equally  high  tooth  pressures,  at  the  same  speeds  as  floating- 
frame  near- 

\l\,m\i  Design  Developing  Designs  for  Machinerj  and  Fools,  F.  E.  Johnson. 
Machj    .   vol.   25,   no    6,    Feb     1919,  pp    . » I  7 - . >  1  S .   .">  figs       Cost   ol  designing  a 

new   machine;  evolution  of  design  ol  ,,  specific  machine;  overcoming  defect 

in  original  design. 

Screws.     Optical   Projection  for  Screw-Thread  inspection,  .lames  Hartness.     Mach. 

I   Qgl   .    vol      II,    no     2.    Feb     1919,    pp.    127-13."),    10   figs.      Analysis  of   screw- 

thread    elements   essential    to   .strength    and    dependability;   description   of 

method  tor  their  accurate  insj lion. 

Deieruiuiai ii t  Screw    Dimensions  (Determination  des  dimensions  a 

dormer  aux  vis).     Fa    Metallurgie,  year  51,  no.   1.  Jan     1,   1919,  pp.  21-23. 

Formula,  in  three  cases;  I  1 1  when  screw  is  subject  to  tension  and  c pie  -ion. 

2i   when  screw  is  subjected  to  tension  of  compression  by  motion  of  nut. 

3)  w  hen  subjected  '  i  •  shear. 

Springs  A  Theory  ol  Plate  Springs,  David  Landau  and  Percy  II  Fan  .11.  Soc. 
Automotive  Engrs.,  vol  I.  no  2,  Feb.  1919,  pp  07-72,  9  figs  Based  on 
assumption  that  any  leaf  of  a  spring  can  be  considered  as  a  beam,  encastre 
at  otie  end,  loaded  a'  the  other,  ami  having  a  flexible  Support  -omewhere 
between   the  point   of  enea-t  lenient    and   that    of  application  of    the  load.       (To 

be  continued]       Form  .11    Franklin  Inst. 

\l  VCHINE  shop 
Die  Making.     The  question  of  our  Die  Room  Equipment      Am.  Drop  Forger,  vol.  .">, 

no     I     Jan.    1919,    pp.    26-32,    23   fig-        Improvements   in   die-room    practices 
during  years  of  war;  suggestions  to  executives  in  regard  to  selecting  equipment . 

Grinding.  Abrasives  for  Grinding  Malleable  Castings,  w  T  Montague.  Foundry 
vol    47.  no,  318,  Feb.   1919,  pp.  7I-7.Y     Adapted  from  a  recent  publication 

of   the    Norton    (  'o 

Machini  Shops  Westinghouse  Marine  Engineering  Works,  Edward  K  Hammond. 
Machy.,  vol  25,  no.  6,  February,  1919,  pp.  538-544,  12  figs  Description  of 
a  new  plant  at  South  Philadelphia  for  manufacturing  the  Westinghouse 
Marine  System. 

Milling  Cutters  How  Milling  Cutters  Vre  Made,  F .  B.  Jacobs,  Iron  Trade 
Rev  ,  vol  oi,  no.  2,  Jan  9,  1919,  pp.  1 . ".( )- 1  ."> t .  1  I  figs  How  quantitj  produc 
lion  is  seciue:l  by  modern  standard  machinery  and  careful  routing  of  work. 

Some     Milling     Applications    and      Adaptations.     Engineer,     vol.     127. 
no.  32SN.   .Ian     :i,    191!),   pp.   li-9,   22    tigs       Description    of    the    development 

and  use  of  the  milling  cutter  in  munitions  work. 


258 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Repair  Shop.  Camp  Holabird  Motor  Truck  Repair  Shops.  Jl.  Soc.  Automotive 
Engrs.,  vol.  4,  no.  2,  Feb.  1919,  pp.  86-87.  Repair  shop  procedure.  Shop  does 
80  per  cent  of  repair  work  required  by  Army  trucks. 

Tool  Castino.  Casting  Tools  from  and  Air-Hardeinng  Steel  Foundry,  vol.  47, 
no.  318,  Feb.  1919,  pp.  66-67,  3  figs.  New  alloy  used  successfully  in  the  manu- 
facture of  dies  and  forming  tools  without  forging;  tungsten  not  present  in  the 
metal. 

Tool  Making.  The  Alfred  Herbert  Machine  Tool  Shop.  Cassier's  Eng.  Monthb  , 
vol.  54,  no.  6,  Dec.  1918,  pp.  325-332,  8  figs.  Facts  about  British  key  in- 
dustries.    (Second  article). 

Machine  Shop  Economies.  Universal  Engr.,  vol.  28,  no.  6,  Dec.  1918, 
pp.  35-39.  Manufacture  of  jigs  and  special  tools;  possible  economy  in 
selecting  speeds  and  feeds. 

MACHINERY,   METAL- WORKING 

Boring  Machine.  Cylinder  Boring  and  Reaming  Tools,  Franklin  D.  Jones.  Machy., 
vol.  25,  no.  6,  Feb.  1919,  pp.  507-515,  26  figs.  Types  and  designs  of  cutter 
heads  used  for  rough-boring  and  reaming  small  engine  cylinders. 

Boring  Mill  for  Precision  Work,  Iron  Trade  Rev.,  vol.  64,  no.  2,  Jan.  9, 
1919,  pp.  156-157,  3  figs.  Base  and  column  of  horizontal  boring  machine 
are  heavily  ribbed  and  metal  distributed  to  reduce  vibration.  Operating 
mechanism  is  provided  with  ball  thrust  bearings. 

Drilling  Machine.  The  Hill  Multiple-Spindle  Drilling  Machine.  Am.  Mach., 
vol.  50,  no.  5,  Jan.  30,  1919,  pp.  189-190,  2  figs.  Spindle  drive  design  permits 
of  close  spacing  of  the  drilling  heads  with  a  simple  mechanism. 

Lathes.  The  Bullard  8-inch  Mult-Au-Matic.  Am.  Mach.,  vol.  50,  no.  5,  Feb.  6, 
1919,  pp.  236-241,  6  figs.     A  detailed  description  of  the  machine. 

Marking  Machine.  Making  Milling  and  Gear  Cutting  Attachment  —  II.  Robert 
Mawson.  Can.  Machy.,  vol.  21,  no.  4,  Jan.  23,  1919,  pp.  78-81,  17  figs. 
Tools  and  methods  used  by  Presto  Machine  Co.,  with  special  reference  to 
marking  machine  for  graduating  dividing  head  base. 

Milling  Machines.  Making  Milling  and  Gear  Cutting  Attachment  —  III,  Robert 
Mawson.  Can.  Machy.,  vol.  21,  no.  5,  Jan.  30,  1919,  pp.  97-100,  15  figs. 
Tools  and  methods  followed  when  machining  vertical  slide  column  base, 
dividing  head,  index  bearing  and  plates  of  attachment. 

Building  the  Kempsmith  Milling  Machine,  M.  E.  Hoag.  Am.  Mach., 
vol.  50,  nos.  3  and  5,  Jan.  16  and  30,  1919,  pp.  101-104  and  195-198,  23  figs. 
Description  of  some  of  operations  followed  in  construction  of  milling 
machines. 

MACHINERY,   WOOD   WORKING 

Felling  Trees,  Machine.  Machine  for  Felling  Trees  (Machine  abatteuse-billon- 
neuse  electrique  pour  le  sciage  et  l'abatage  des  bois).  Revue  Geniirale  de 
l'Electricite,  vol.  4,  no.  21,  Nov.  23,  1918,  pp.  156D-166D,  2  figs.  An 
abstract  is  given  of  French  patent  no.  469,995,  describing  electrically-driven 
circular  saw  for  felling  trees. 

MATERIALS  OF  CONSTRUCTION  AND  TESTING  OF   MATERIALS 

Cast  Iron.  Wearing  and  Anti-Frictional  Qualities  of  Cast  Iron,  J.  E.  Hurst.  Iron 
&  Coal  Trades  Rev.,  vol.  97,  no.  2647,  Nov.  15,  1918,  pp.  546.  Abstract 
of  "  Preliminary  Note  "  to  a  Carnegie  Scholarship  Memoir. 

Porcelain.  Some  Types  of  Porcelain,  F.  H.  Riddle  and  W.  W.  McDauel.  Jl. 
Am.  Ceramic  Soc,  vol.  1,  no.  9,  Sept.  1918,  pp.  606-627,  13  figs.  Deter- 
mination of  burning  range  of  porcelain  bodies  having  covering  fired  at  cone 
10  and  above.  Composition  of  bodies  used  varied  from  45  to  85  per  cent 
clay  content  and  from  10  to  30  per  cent  flux. 

MEASUREMENTS  AND   MEASURING  APPARATUS 

Boiler  Feedwater.  Measuring  Boiler  Feedwater,  D.  L.  Fagnan.  Nat  Engr., 
vol.  23,  no.  1,  Jan.  1919,  pp.  18-22,  5  figs.  Discussion  of  various  methods; 
principles  of  operation  and  construction  of  representative  types.  Paper 
before  Nat.  Assn.  Stationary  Engrs. 

Calorimeters.  The  Calorimetry  of  Coal.  Engineering,  vol.  107,  no.  2767,  Jan.  10, 
1919,  pp.  33-36,  10  figs.     A  description  of  the  calorimeter  and  its  use. 

Hardness.  Report  on  Hardness  Testing  Relation  Between  Ball  Hardness  and 
Scleroscope  Hardness,  A.  F.  Shore.  Iron  &  Steel  Can.,  vol.  1,  no.  11,  Dec. 
1918,  pp.  434-445,  9  figs.  Charts  showing  relation  (1)  between  scleroscope 
and  ball  tests  from  hardest  to  soft  metals,  using  3000  kg.  throughout  under 
10-mm.  steel  ball,  (2)  of  ball  test  and  scleroscope,  using  62  kg.,  250  kg.. 
500  kg.  and  750  kg.,  and  (3)  scleroscope  against  number  of  pounds  required 
to  cause  a  10-mm.  ball  impression  of  1  mm.  in  diameter  from  softest  to 
hardest  metals.     Paper  presented  before  Iron  &  Steel  Inst.,  Supt.  1918. 

Hardness  of  Soft  Iron  and  Copper  Compared  F.  C.  Kelley.  Iron  & 
Steel  Can.,  vol.  1,  no.  11,  Dec.  1918,  pp.  433-434.  Tests  by  Brinell  methods 
on  samples  of  American  ingot  iron  and  ordinary  commercial  cold-rolled  copper 
which  were  given  similar  treatments  in  an  electrically  heated  vacuum 
furnace. 

Instruments  for  Hardness  Tests,  C.  E.  Clewell.  Am.  Mach.,  vol.  50, 
no.  3,  Jan.  16,  1919,  pp.  93-96,  5  figs.  Importance  of  hardness  tests;  early 
forms  of  Brinell  hardness  determination  and  recent  modifications;  use  of 
scleroscope  as  chock  on  pyrometer;  methods  suggested  for  holding  materials 
under  test. 

Testing  Materials  for  Hardness.  Howard  Ensaw.  Am.  Mach.,  vol.  50, 
no.  6,  Feb.  6,  1919,  pp.  257-258.  Describing  some  methods  of  testing 
materials  for  hardness. 

I'yhometers.  How  to  Test  Pyrometer  Efficiency.  Iron  Trade  Rev.,  vol.  64,  no.  2, 
Jan.  9,  1919,  pp.  158-159,  5  figs.  Method  provides  for  maintenance  of 
calibrated    platinum-platinum-rhodium    thermocouple     and    comparison    of 

this  standared  with  instruments  to  be  tested. 


Standards  of  Temperature  and  Means  for  Checking  Pyrometers.  Proc 
Steel  Treating  Research  Soc,  vol.  2,  no.  1,  1919,  pp.  30-37,  7  figs.  Method 
for  carrying  out  necessary  tests  and  suggestions  of  various  equipments 
suitable  for  determining  inaccuracies  in  pyrometer  readings,  which,  it  is 
said,  are  always  traceable  to  thermocouple,  measuring  instruments  of  lead 
wires. 

Shearing  Strength.  New  Machine  for  Measuring  the  Shearing  Strength  of  Cast 
Iron  (Nouvelle  machine  pour  mesurer  la  resistance  de  la  fonte  par  la  m6thode 
du  cisaillement).  Ch.  Fremont.  Genie  Civil,  vol.  73,  no.  26,  Dec.  28, 
1918,  p.  l'Academie  des  Sciences,  vol.  167,  no.  24,  Dec.  516,  9  figs.;  Comptes 
rendus  des  seances  de  9,  1918,  pp.  949-952,  9  figs. 

Stack  Heat  Losses.  Measurement  of  Stack  Heat  Losses,  J.  H.  Blakey.  Power 
Plant  Eng.,  vol.  23,  no.  3,  Feb.  1,  1919,  pp.  151-152,  2  figs.  Electrical  device 
embodying  simplicity  and  accuracy  for  determining  stack  heat  losses. 

MECHANICAL  PROCESSES 

Barrels,  Steel.  Manufacture  of  Steel  Barrels,  Edward  K.  Hammond.  Machy., 
vol.  25,  no.  6,  February,  1919,  pp.  526-533,  19  figs.  Blanking  the  barrel 
heads,  bending  the  sheets  for  the  bodies,  welding  flanging,  brazing,  bilging, 
pickling  and  testing. 

Boiler  Manufacture.  How  to  Design  and  Lay  Out  a  Boiler  —  III,  William  C. 
Strott.  Boiler  Maker,  vol.  19,  no.  1,  Jan.  1919,  pp.  10-12,  4  figs.  Thickness 
of  butt  straps;  rivet  failures  due  to  tearing  of  plate,  stretching  of  holes  or 
tendency  to  shear.     (To  be  continued). 

Boiler  Smoke  Tubes.  The  Repair  of  Steel  Boiler  Smoke-Tubes.  Ry.  Gaz..  vol.  29, 
no.  26,  Dec.  27,  1918,  pp.  729-731,  4  figs.  Specifications  to  which  tubes 
are  purchased;  operations  in  repairing  of  tubes  removed  from  boiler. 

Brass  Extrusion.  The  Extension  of  Brass,  Alfred  Hutt.  The  Central  (Jl.  City 
&  Guilds  Eng.  Col.),  vol.  15,  no.  44,  Dec.  1918,  pp.  68-77,  5  figs.  Descrip- 
tion of  a  brass  extrusion  press.  By  extrusion  is  meant  process  whereby  a 
plastic  substance  is  given  a  definite  shape  by  being  forced  through  an  orifice 
or  die  under  pressure.  Alloy  used  is  Muntz  metal  consisting  of  60  per  cent 
copper  and  40  per  cent  zinc. 

Cement  Mills.  Operating  Details  of  an  Electrically  Operated  Cement  Mill.  Elee. 
Rev.,  vol.  74,  no.  6,  Feb.  8,  1919,  pp.  210-212,  4  figs.  Progress  of  material 
through  mill;  process  of  cement  manufacture;  apparatus  and  size  of  motor 
utilized. 

Chains,  .Cast  Steel.  The  Manufacture  and  Testing  of  Cast  Steel  Chain  Cables. 
Jl.  Am.  Soc.  Naval  Engrs.,  vol.  30,  no.  4,  Nov.  1918,  pp.  858-862.  Memoran- 
dum issued  by  Llyod's  Register  of  Shipping.     From  Engineer. 

Coke  Manufacture.  Plant  of  the  Seaboard  By-Product  Coke  Company,  D. 
MacArthur.  Gas  Age,  vol.  43,  no.  2,  Jan.  15,  1919,  pp.  68-73,  9  figs.  Coke- 
loading  equipment;  electrical  control  switchboard;  light-oil  extraction  and 
refining.      (Concluded.) 

Cotton  Compression.  Economics  of  High  Density  Cotton  Compression.  Richard 
Hoadley  Tingley.  Textile  World  Jl.,  vol.  55,  no.  2,  Jan.  11,  1919,  pp.  133, 
191  and  381,  4  figs.  Description  of  present  compression  methods;  brief 
history  of  high-density  movement. 

Dues.  Making  Dies  for  Cutting  Robber.  Leather,  Paper,  Cloth,  etc.,  S.  A.  Hand. 
Am.  Mach.,  vol.  50,  no.  2,  Jan.  9,  1919,  pp.  52-54,  11  figs. 

Kilns.  The  Use  of  Car  Tunnel  Kilns  for  Brick  and  Other  Products  of  Crude  Clays, 
Ellis  Lovejoy.  Jl.  Am.  Ceramic  Soc,  vol.  1,  no.  9,  Sept.  1918,  pp.  628-634, 
and  (discussion)  pp.  634-636.  Features  and  respective  values  of  (1)  direct 
heating  in  car-tunnel  kilns,  (2)  indirect  heating  in  tunnel,  and  (3)  compart- 
ment-operation types  of  car-tunnel  kilns. 

Lubricator,  Mechanical.  Manufacturing  a  Mechanical  Lubricator,  M.  E.  Hoag. 
Am.  Mech.,  vol.  50,  no.  2,  Jan.  9,  1919,  pp.  71-74,  13  figs.     (Third  article). 

Machine  Knives.  Making  Machines  Knives,  W.  F.  Stutherland.  Can.  Machy., 
vol.  21,  no.  4,  Jan.  23,  1919,  pp.  73-77,  8  figs.  Operations  connected  with 
welding  and  grinding  of  knives  ofr  wood-working  tools  and  paper  cutters. 

Magnetos.  The  Magneto  Industry.  Engineer,  vol.  127,  no.  3289,  Jan.  10,  1919, 
pp.  26-29,  12  figs.     Description  of  the  Thomson-Bennett  Works,  Birmingham. 

Oil  House.  Modern  Steel  Mill  Oil  House  Installation  Blast  Furnace,  vol.  7,  no.  1, 
Jan.  1919,  pp.  49  and  59,  1  fig.  Central  distribution  point  for  oil  Building 
is  of  concrete  monolithic  construction  with  brick  curtain  walls  and  steel 
sask  62  by  133  ft. 

Plate  Mills.  New  Plate  Mills  with  Modern  Lay-Out,  Blast  Furnace,  vol.  7,  no.  1, 
Jan.  1919,  pp.  43-47,  8  figs.  Designed  to  give  sufficient  capacity  of  heating, 
finishing  and  shipping. 

Lukens  New  Mill  Largest  in  the  World.  Boiler  Maker,  vol.  19,  no.  1, 
Jan.  1919,  pp.  6-10,  6  figs.  Mill  is  of  4-inch  type  with  rolls  204  in.  wide, 
and  will  roll  5000  tons  of  plate  per  week. 

Pliers.  The  Liberty  Plier;  Drop-Forged  Victory.  Am.  Drop  Forger,  vol.  5,  no.  1, 
Jan.  1919,  pp.  32-35.  Distribution  of  work  and  sanitary  dispositions  at 
Krauter  plant  where  23,000,000  forgings  have  been  completed  during  last 
18  months. 

Sugar  Manufacture.  Sugar  Factory  Engineering,  C.  B.  Thompson  and  J.  O. 
Frazier.  Nat.  Engr.,  vol.  23,  no.  1,  Jan.  1919,  pp.  23-26,  2  figs.  Problems 
peculiar  to  industry  and  equipment  details  of  factory;  preparation  and 
burning  of  bagasse;  arrangement  of  multiple  effect. 

Tin  Plate.  Tin  Plate  Manufacturing  and  Detinning.  Engineering,  vol.  106,  no. 
2764,  Dec.  20,  1918,  pp.  701-702.     An  historial  article. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


259 


MECHANICS 

Joints,  Riveted.  Rigidity  of  Riveted  Joints  of  Steel  Structures.  Engineering, 
vol.  106,  no.  2762,  Dec.  6,  1918,  pp.  638-640,  9  figs.  From  bulletin  No.  104, 
Engineering  Experiment  Station,  Univ.  of  111. 

Shafts,  Whirling  Speed  op.  The  Whirling  Speed  of  Shafts  Supported  in  Three 
Bearings,  Arthur  Morley.  Engineering,  vol.  103,  no.  2760,  Nov.  22,  1918, 
pp.  573-574,  3  figs.  Introduction  notation;  calculation  from  equation  of 
energy;  method  of  successive  approximation ;  application  o  f  various  forms  of 
support;  Dunkerley's  empirical  rule;  Bauman's  method.  (To  be  continued). 
New  Critical  Shaft  Speeds  as  Effects  of  the  Gyroscopic  Disc-Action, 
A.  Stodola.  Engineering,  vol.  106,  no.  2763,  Dec.  13,  1918,  pp.  665-666, 
4  figs.     Mathematical  development. 

Springs.  A  New  Theory  of  Plate  Springs,  David  Landau  and  Percy  H.  Parr. 
Jl.  Franklin  Inst.,  vol.  187,  no.  1,  Jan.  1919,  pp.  65:97,  14  figs.  Study  of 
trapezoidal,  circular,  parabolic  and  square  leaf  points.  It  is  concluded 
that  tapering  points  of  leaves  of  leaf  springs  in  plane  of  width  only  has  no 
parctical  effort  on  strengths,  reactions,  stresses,  or  flexibilities  of  springs. 
Calculations  of  stresses,  bending  moments  and  deflections.  Separation  of 
loads  in  the  top  compound  plate. 

Wires,  Tension  in.  Rapid  Determination  of  the  Tension  in  Stretched  Electric 
Wires  (Recherche  rapida  de  la  tension  a  laquelle  travaihe  le  metal  dans  les 
canalisations  £lectriques  sous  Taction  de  l'effort  de  traction),  Jean  Hely. 
Revue  Generate  de  l'EIectricite,  vol.  5,  no.  1,  Jan.  4,  1919,  pp.  26-27,  1  fig. 
Chart  constructed  on  physical  law  of  vibration  of  chords.  Tension  deter- 
mined from  number  of  transversal  vibration  of  a  known  length. 

MOTOR-CAR  ENGINEERING 

Air  Cleaners.  Carbureter  Air  Cleaners,  W.  G.  Clark.  Jl.  Soc.  Automotive  Engrs., 
vol.  4,  no.  1,  Jan.  1919,  pp.  18-22  and  (discussion)  pp.  22-23,  14  figs.  Classi- 
fication and  description  of  four  types;  cleaners  having  cloths  or  screens  or 
both,  inertia  cleaners,  those  in  which  water  or  some  other  liquid  is  used  to 
wash  air,  and  centrifugal  or  gravity  cleaners. 

Design.  1919  Engineering  Trends,  H.  Ludlow  Clayden.  Automotive  Industries 
vol.  10,  no.  3,  Jan.  16,  1919,  pp.  88-89,  94-97  and  157,  1 1  figs.  Graphs  showing 
increase  of  crankshaft  revolutions  per  mile,  increase  in  stroke-bore  ratio, 
tendencies  in  drive  of  accessories,  comparative  percentages  of  disk  and  cone 
clutches,  use  of  vacuum  gasoline  feed,  use  of  spiral  bevel  drive  and  changes 
in  lubricating  systems. 

Trucks  Show  Few  Mechanical  Changes.  Automotive  Industries,  vol. 
40,  no.  3,  Jan.  16,  1919,  pp.  110-111,  4  figs.  Claims  that  war  activities  have 
retarded  mechanical  development  in  commercial  vehicle  design  and  that 
curtailment  of  supplies  of  raw  material  has  reduced  production  originally 
planned. 

Automotive  Industry  Achievements  in  1918.  Am.  Drop  Forger, 
vol.  5,  no.  1,  Jan.  1919,  pp.  44-48,  2  figs.  Development  in  tractor,  truck, 
trailer  and  aeroplane  manufacture;  relation  of  drop-forging  industry  to  auto- 
motive-engine evolution. 

Ftjelb.  Benzol  as  a  Motor  Fuel,  S.  E.  Whitehead.  Gas  Jl.,  vol.  144,  no.  2901,  Dec. 
17,  1918,  pp.  61.5-616.  Remarks  that  a  Motor  I'nion  Committee  in  1907, 
reported  they  had  successfully  used  benzol,  either  alone  or  in  combination  with 
petrol,  as  motor  fuel.  It  then  takes  up  more  in  detail  properties  of  benzol  and 
its  intrinsic  adaptability  as  motor  fuel. 

The  Motor  Fuel  Problem,  W.  R.  Ormandy.  Petroleum  Rev.,  vol.  39,  nos. 
853,  854  and  855,  Nov.  22  and  30,  Dec.  7,  1918,  pp.  335-336,  355-356  and  363. 
Demand  and  supply  of  motor  fuels  in  British  Empire.  Solid  gaseous  and 
and  liquid  fuels  are  considered  separately. 

Headlights.  The  Requirements  of  Automobile  Headlights.  Ilium.  Engr.,  vol.  11. 
no.  9,  Sept.  1918,  pp.  209-211.     Report  of  a  committee  on  the  Ilium.  Eng.  Soc. 

Horn.  Electrical  and  Mechanical  Warning  Signals  for  Automobiles,  Fred  I.  Hofman. 
Automotive  Industries,  vol.  40,  no.  2,  Jan.  9,  1919,  pp.  47-50,  21  figs.  Prin- 
ciples involved  in  operation  of  diaphragm  signals;  relative  advantages  of 
electric  motor  horn,  electric  vibrator  horn  and  hand-operated  horn;  variety 
in   mechanism    of   hand    horns. 

Kerosene  Engines.  Bellem-Bregeras  Method  of  Using  Refined  Petroleum  and 
Heavy  Oils  in  Low-Compression  Oil  Engines  (Emploi  du  petrole  lampant 
et  des  huiles  lourdes  dans  les  moteurs  a  explosion  a  basse  compression. 
Precedes  Bellem  et  Bregmas.  G6nie  Civil,  vol.  73,  no.  22,  Nov.  30,  1918,  pp. 
433-435,  3  figs.  Description  of  machine  which  obtained  50,000  franc 
prize  offered  by  the  Chambre  Syndicate  des  Industrie  du  Petrole  for  best 
automobile  petroleum  engine.     Account  of  tests  also  given. 

Locking  Devices.  Automobile  Locking  Devices.  Jl.  Soc.  Automobile  Engrs., 
vol.  4  no.  2,  Feb.  1919,  pp.  97-98,  1  fig.  Result  of  study  of  automobile 
locking  devices  by  committee  of  Soc.  Automobile  Engrs. 

Lubrication.  Lubrication  and  Fuel  Tests  on  Buda  Tractor  Type  Engine,  P.  J. 
Dasey.  Jl.  Soc.  Automotive  Engrs.,  vol.  4,  no.  1,  Jan.  1919.  pp.  50-53, 
5  figs.  Horsepower  developed  at  different  speeds  by  four  fuels;  power 
developed  per  lb.  of  fuel,  fuel  consumption  in  lb.  per  b-hp.  hr. 

Production.  Future  Production  Plans  Will  Require  Special  Machinery,  J.  Edward 
Schipper.  Automotive  Industries,  vol.  40,  no.  3,  Jan.  16,  1919,  pp.  145-149, 
13  figs.  Description  of  certain  machines  which  permit  production  on  large 
scale  and  forecast  of  develgpmcnts  on  jigs,  tools,  gases,  etc.,  necessary  to  fit 
into  efficient  production  scheme. 

Spark  Pluos.  Effect  of  Temperature  on  Spark  Plug  Insulations.  Automotive 
Industries,  vol.  40,  no.  1,  Jan.  2,  1919,  p.  25,  1  fig.  Experiments  carried  out  in 
England  show  that  minimum  permissible  insulation  resistance  varies  with 
frequency  of  sparks  and  comprehension  pressure. 

Statistics.  Truck  Production  for  1918  Is  250,000.  Automotive  Industries,  vol. 
40,  no.  3,  Jan.  16,  1919,  pp.  128-129,  1  fig.  Gain  of  32  per  cent  over  1917. 
Proportion  of  trucks  of  each  regular  capacity  shown  diagramatically. 


Tanks.  U.  S.  A.  Two- Man  Tank  Fitted  with  Motor  Car  Engines.  Motor  Age, 
vol.  35,  no.  2,  Jan.  9,  1919,  pp.  16-18,  6  figs.  Automotive  Industries,  vol. 
40,  no.  2,  Jan.  9,  1919,  pp.  43-46,  6  figs.  Motor  Age:  Adaptation  of  standard 
units  in  construction  of  Ford  tank;  Automotive  Industries:  Two- Man 
fighting  machine  having  a  duplicate  Ford  automobile  power  plant,  radiator 
mounted  at  rear,  warm  drive. 

U.  S.  Tank  and  Tractor  Details.  Motor  Age,  vol.  34,  no.  26.  Dec.  26, 
1918,  pp.  20-21,  4  figs.     Cargo  carrier  Mark  VII:  Ford  tank. 

Tractors,  Specifications  for.  Detailed  Technical  Specifications  of  Gasoline  Farm 
Tractors  for  1919.  Automotive  Industries,  vol.  40,  no.  3,  Jan.  10,  1919, 
pp.  176-179.  Tabulated  data  on  98  different  makes  of  American  types 
produced  by  69  manufacturers  with  makes  of  principal  parts,  including  engine, 
governor,  lubricator,  ignition  system,  air  cleaner,  gear  set,  clutch  and  axle. 

Trucks,  Specifications  for.  Detailed  Technical  Specifications  of  Gasoline  Motor 
Trucks  for  1919.  Automotive  Industries,  vol.  40,  no.  3,  Jan.  16,  1919,  pp. 
112-127.  Full  particulars  on  types  and  makes  of  principal  truck  parts, 
including  engines,  clutches,  gear  sets,  rear  axles,  steering  gears,  governors 
and  electric  and  fuel  systems;  489  gasoline,  19  electric  and  one  steam  motor- 
truck chassis  described. 

Water  Injection.  Mixing  Water  with  Gasoline.  Motor  Boating,  vol.  23,  no.  1, 
Jan.  1919,  25-26,  9  figs.  Advantages  gained  by  introducing  limited  quantities 
of  water  into  intake  manifold.     Its  use  as  a  decarbonizing  medium. 

PIPE 

Electrolysis.  Fuel  Administration  Interests  Itself  in  Electrolysis  in  Natural  Gas 
Mains,  Frank  H.  West.  Am.  Gas  Eng.  Jl.,  vol.  110,  no.  2,  Jan.  11,  1919,  pp. 
22-23.  Electrolytic  action  made  patent  by  pipes  taken  from  streets  of  Kansas 
Citv.  Claimed  that  damage  by  electrolysis  amounts  to  millions  annually 
in  U.  S. 

Reinforced  Concrete  Pipe.  On  the  Reinforced-Concrete  Pressure  Pipe  (in  Japan- 
ese),   N.   Sugimura.     Denki   Gakwai   Zasshi,   no.   365,   Dec.    10,    1918. 

Reinforced  Concrete  Pressure  Pipe,  Colman  Merriwether.  Jl.  Am. 
Water  Works  Assn.,  vol.  5,  no.  4,  Dec.  1918,  pp.  419-429,  2  figs.;  Water  and 
Gas  Rev.,  vol.  29,  no.  7,  Jan.  1919,  pp.  11-12,  2  figs.;  Can.  Engr.,vol.  36,  no.  3, 
Jan.  16,  pp.  146-148,  2  figs.  Jl.  Am.  Water  Works  Assn.:  Details  of  joint  with 
crimped  copper  band;  Water  and  Gas  Rev.:  Action  of  joint  constructed  with 
crimped  copper  band,  details  of  manufacturing  66-in.  reinforced-concrete 
pressure  pipe  for  10  miles  of  Greater  Winnipeg  water  conduit;  Can.  Engr.: 
Installation  of  plant  for  manufacturing  66-in.  reinforced-concrete  pressure 
pipe,  details  of  manufacture,  lead  gasket  cast-iron  joint.  Paper  before  111. 
Section  Am,  Water  Works  Assn. 

Templates  and  Patterns.  Templates  and  Patterns  for  Pipes,  James  Edgar.  Brass 
World,  vol.  14,  no.  10.  Oct.  1918,  pp.  291-294,  34  figs.  On  construction  of 
templates  and  patterns  for  special  connections,  especially  in  shipbuilding 
industry. 

POWER  GENERATION 

Appalachians.  New  Plant  of  the  Appalachian  Power  Company,  H.  S.  Slocum. 
Elec  World,  vol.  73,  no.  3,  Jan.  18,  1919,  pp.  123-127,  9  figs.  Steam  station 
rated  at  20,000  kw.  just  completed  to  supplement  hydroelectric  plants  in 
meeting  heavy  industrial  demands;  development  of  rich  mining  district  due 
largely  to  central-station  power  supply. 

Canada.  Electric  Power  Generation  in  Ontario  on  Systems  of  Hydroelectric  Power 
Commission,  Arhur  H.  Hull.  Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  38,  no.  1, 
Jan.  1919,  pp.  29-52,  16  figs.  Systems  of  Hydroelectric  Power  Commission 
ol  <  Ontario. 

Canada  Builds  300,000  Hp.  Niagara  Hydro  Plant,  Louis  B.  Black. 
Mine  &  Quarry,  vol.  11,  no.  1,  Nov.  1918,  pp.  1097-1104,  8  figs.  Hydro 
Electric  Power  Commission  of  Ontario  is  engaged  upon  construction  of  a 
canal  83  i  miles  long,  which  will  divert  a  flow  of  10,000  sec.-ft.  of  water  from 
Niagara  Falls  and  enable  300,000  hp.  to  be  developed. 

Centralization.  Central  Station  Power  for  Mines,  A.  Taneig.  Bui.  Affiliated  Eng. 
Societies  minn..  vol.  3,  no.  12,  Dec.  1918,  pp.  205-207.  Advantages  to  each 
mine  of  centralized  power  generation. 

Transportation  and  Power,  C.  G.  Gilbert  and  J.  E.  Pogue.  Can.  Engr., 
vol.  36,  no.  2,Jan.  9,  1919,  pp.  128-130.  Advantages  and  disadvantages 
of  centralization  of  power  stations  and  generation  of  electrical  energy  in  bulk. 
Excerpt,  from  report  to  Smithsonian  Instn.  on  Power:  Its  Significance  and 
Needs. 

Centralizing  Power  Production.  Power  Plant  Eng.,  vol.  23,  no. 
2.  Jan.  15,  1919,  pp.  99-104,  9  figs.  Operation  of  dual  driven  auxiliaries, 
induced  draft  and  modern  coal  and  ash  handling  equipment  features  of 
Cromby  Station  of  Philadelphia  Suburban  Gas  &  Electric  Co. 

Eastern  States.  Development  of  Hydroelectric  Resources  in  Eastern  United 
States,  D.  H.  Colcord.  Elec.  Rev.,  vol.  74,  no.  6,  Feb.  8,  1919,  pp.  207- 
209,  4  figs.  Deterring  influences  and  development  outlined;  brief  review  of 
what  has  been  accomplished;  urgent  needs  and  benefits  of  hydroelectric 
development. 

Glaciers.  Power  from  Glaciers.  Electric  Traction,  vol.  15,  no.  l.Jan.  15,1919, 
pp.  1-4,  9  figs.  Addition  to  White  River  Power  Plants  of  Pugct  Sound 
Traction,    Light    &   Power   Co.    for   electrification   of    Milwaukee    Ry. 

Hetch  Hetchy.  The  Power  Project  at  Hetch  Hctchy,  Rudolph  W.  Van  Norden. 
Jl.  Elec,  vol.  42,  no.  2,  Jan.  15,  1919,  pp.  65-66,  2  figs.  Gives  details  of 
66,000  hp.  development  at  Moccasin  Creek,  a  part  of  project  planned  by  city  of 
San  Francisco. 

Maine.  Investigation  of  Maine  Water  Powers.  Elec.  World,  vol.  73,  no.  3,  Jan. 
18,  1919,  pp.  120-121,  1  map.  Publio  Utilities  Commission  sends  to  governor 
and  council  results  of  an  exhaustive  study  of  water-power  resources;  hydro- 
electric systems,  power  sites,  plant  locations  and  storage  conditions  dwelt  on. 


260 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Massachusetts.     Development    of     Massachusetts'     Water    Power.     Elec.     World, 

vol.  73,  no.  6,  Feb.  s,  L919,  pp.  272-27:s,  1  map.  From  the  report  of  a  special 
commission  to  investigate  the  facilities  and  possibilities  in  this  direction; 
Action  urged;  public  ownership  declared  to  be  of  doubtful  value  as  a  water- 
power  policy. 

Michigan.  Simplicity  Marks  Michigan's  Largest  Hydroelectric  Development. 
Flee.  Rev.,  vol.  71,  no.  5,  Feb.  1.  1919,  pp.  107-170,  6  figs.     Simplicity  ol 

layout,  coordination  of  turbines  installed  to  water  How  and  140,000  volt  trans- 
mission line  arc  features  of  the  Junction  Development. 

Pacific  Coast.  Water-Power  Development,  on  the  Pacific  Coast;  George  F.  Sever 
Flee.  World,  vol  73,  no.  4,  Jan.  25,  1919,  pp.  177-178;  .11.  Flee,  vol.  42,  no. 
1,  Jan.  1,  1919,  pp.  6-10.  Flee.  World:  Study  of  economic  and  financial 
conditions  leads  to  outline  of  developments  approximating  $50,000,000 
cost ,  all  power  furnished  can  be  absorbed  easily  within  two  years  after  develop- 
ment ;  .11.  Elec.  :  Survey  of  projects  in  progress  of  construction  in  California, 
rules  of  Forest  Service-  in  their  relation  to  hydroelectric  development.  From 
paper  before  San  Francisco  Association  of  Members  of  Am.  Soc.  C.E. 

Tennessee.  The  Larger  Undeveloped  Water-Powers  of  Tennessee,  J.  A.  Switzer. 
Gen.  Meeting  Am.  Electrochem.  Soc..  Apr  30,  191s,  paper  21,  pp.  169-202, 
15  figs.  Power  sites  and  essential  data  pertaining  to  their  development  and 
exploitation. 

Tides.  Utilization  of  Power  from  Tides  (Etude  stir  l'utilisation  des  marees  pour  la 
production  de  la  force  motrice),  E.  Mavnard.  Revue  Generate  de  l'Flec- 
tricite,  vol  4,  nos.  22,  23,  24,  2.',  and  26,  Nov.  30,  Dec.  7,  14,  21  and  28,  1918, 
pp.  823-843,  865-877,  903-944,  947-959  and  997-1007,  34  figs.  Nov.  30: 
Derivation  of  continuous  power  from  tide  basins  and  sea  reaches:  application 
of  system  to  St.  Main  and  La  Rochelle  regions.  Dec.  7:  Continuous  power 
of  operation  at  set  intervals  after  high  and  km  tides;  application  to  St.  Malo 
and  I, a  Rochelle.  Dee.  1  4 :  System  comprising  two  basins  to  utilize  ebb  and 
flow  currents  respectively  so  as  to  produce  continuous  work;  application  of 
plan  to  St.  Malo  and  La  Rochelle.  Dec.  21:  Application  of  processes  des- 
cribed in  previous  articles  to  Rotheneuf  Bay.  near  St.  Malo.  (Illc  et-Vilaine), 
and  Bay  of  La  Rochelle.  Dec.  28:  Possibilities  at  mouth  of  La  Ranee  river 
in  21-km.,  region  where  action  ot  tides  is  felt. 

POWER  PLANTS 

Boiler  Corrosion.  Action  of  Water  on  Metals,  S.  W.  Parr,  Can.  Engr.,  vol.  36,  no. 
3,  Jan.  16,  1919,  p.  148.  Reactions  involved  when  alkaline  waters  are  used 
in  steam  generators.     Paper  before  111.  Section,  Am.  Water  Works  Assn. 

Boiler  Operation.  Safety  and  Economy  in  the  Boiler  Room,  W.  E.  Snyder.  Iron 
Age,  vol.  103,  no.  5,  Jan.  30,  1919,  pp.  303-307.  Practical  suggestions  for 
reducing  hazards  and  increasing  efficiency;  thorough  inspection  and  careful 
training  of  men  required.  From  a  paper  before  the  Engineers'  Society  of 
Western   Pennsylvania. 

Boiler  Settings.  Combustion  and  Boiler  Settings.  A.  D  Williams.  Power,  vol. 
49,  nos.  2  and  6,  Jan.  14  and  Feb.  11,  1919,  pp.  57-59  and  205-208,  2  figs. 
Jan.  14:  Notes  on  location  of  heating  surfaces,  placing  of  baffles,  and  formation 
of  soot  in  relation  to  combustion.  Feb.  11:  Effect  produced  on  combustion 
reactions  and  circulation  of  gases  by  the  chilling  due  to  contact  with  water- 
cooled  surfaces. 

Drip  \Y\ter.  Saving  and  Returning  Drip  Water,  William  E.  Dixon.  Power  Plant 
Eng.,  vol.  23,  no.  2,  Jan.  15,  1919,  pp.  105-109,  9  figs.  Where  drip  taps 
should  be  made;  methods  employed  for  returning  condensate;  utilizing  oily 
drips. 

Economizers.  Care  of  Economizers,  J.  F.  Daggett.  Power,  vol.  49,  no.  (i.  Feb.  11, 
1916,  pp.  192-193.  4  figs.  Some  suggestions  as  to  the  operation  and  care  of 
economizers. 

Equipment.  Power  Station  at  Mark  Plant,  Gordon  Fox.  Power  Plant  Eng.,  vol. 
23,  no.  3,  Feb.  1,  1919,  pp.  141-144,  4  figs.  Describes  power  plant  of  the 
Sheet  Tube  Company  of  America,  dealing  with  turbine  generators  and 
blower,   condensing  system   and  electric  features.     Second   article. 

Exhaust  Steam.  Utilizing  Exhaust  Steam  in  Knitting  Mill,  L.  H.  Stark.  Nat. 
Engr.,  vol.23,  no.  1,  Jan.  1919,  pp.  2-6,  5  figs.  How  savings  were  effected 
by  several  changes  in  equipment  and  use  of  indicating  and  recording  devices. 

Firebox.  Boiler  Efficiency  Increased  by  New  Type  of  Firebox.  Ry.  Age,  vol.  (id, 
no.  2,  Jan.  10,  1919,  pp.  151-153,  2  figs.  Eighteen  per  cent  greater  evaporation 
per  pound  of  coal  secured  in  tests  on  C,  M.  &  St .  P. 

Hand-Fired  Plants.  Fuel  ICconomy  in  Hand-Fired  Power  Plants.  Power  Plant 
Eng.,  vol.  23,  no.  2,  Jan.  15,  1919,  pp.  110-113,  4  figs.  Fifth  Installment  of 
abstract    of    Circular    No.    7,    Univ.    of    111.,    Eng.    Experiment  Station. 

Low-Grade  Fuels.  Peace  Problems  in  the  Power  Plant,  George  H.  Perkins  and 
Perry  Barker.  Textile  World  .11.,  vol.  5,  no.  2,  Jan.  11,  1919,  pp.  391-392. 
Importance  of  continuing  war  economies;  difficulties  in  use  of  low-grade  fuels. 

Operation.  Turbine  House  Plant  Operation,  T.  G.  Otley  and  V.  Pickles.  F^lccn., 
vol  82,  no.  2120,  Jan.  3,  1919,  pp.  4-6.  Abstract  of  a  paper  read  before  the 
South    African    Institute    of    Electrical    Engineers. 

Stokers.  Power  Plant  Management — VII.  Mechanical  Stokers,  Robert  June 
Refrig.  World,  vol.  54,  no.  1,  Jan.  1919,  pp.  25-26,  2  figs.  Adaptability  of 
various  types  of  stokers  according  to  ratings  of  boilers;  points  to  remember 
regarding  stoker  operation. 

Automatic  Cleaning  Under-Feed  Stoker.  Nat.  Engr.,  vol.  23,  no.  1, 
Jan.  1919,  pp.  100-102,  4  figs.  Type  developed  by  Under-Feed  Stoker  Co. 
is  similar  to  standard  Jones  stoker  but  is  self-cleaning. 

PRODUCER  GAS 

German  Producers.  New  Coke-Fired  German  Gas  Producer.  Iron  Age,  vol.  103, 
no.  3,  Jan  16,  1919,  pp.  180-181,  1  fig.  Making  gas  low  in  moisture  and 
sulphur;  pig  iron  high  in  manganese  and  phosphorus  a  by-product. 


Pboducer-Gas  Users.  Modern  Applications  of  Producer  Gas,  Earl  E.  Adams. 
Am.  Drop  Forger,  vol.  5,  no.  1,  Jan.  1919,  pp.  41-44,  2  figs.  Its  use  in  heat- 
treating  and  carbonizing  furnaces;  economy  and  general  advantages. 

\\  i  I.KTM  Producer.  The  Wuerth  Gas  Producer.  Foundry  Trade  Jl.,  vol.  20,  no. 
203,  Nov.  1918,  pp.  (',00-601,  1  fig.  Features  of  apparatus  which  is  worked 
on  blats  furnace  principle  and  consists  of  a  hearth  without  grating,  a  bosh  and 
a  shaft    From  Stahl  and  Eisen. 

PUMPS 

CENTRIFUGAL  Pumps.  High-Lift  Centrifugal  Pumps  for  Irrigation,  B.  P.  Fleming. 
Power,  vol.  49,  no.  4,  Jan.  28,  1919,  pp.  133-136,  3  figs.  Water  forced  through 
steel  manifold  to  reinforced-concretc  conduit  leading  up  to  canal;  design 
features;  pump  test  show  over  81  per  cent  efficiency  under  90-ft.  head. 

Pimp  Station.  A  Non-Drowning  Pump-Station,  C.  Erb  Wuench.  Min .  &  Sci. 
Press,  vol.  118,  no.  1,  Jan.  4,  1919,  p.  18,  1  fig.  Design  utilizing  principle  of 
hydraulic  diving  bell. 

VACUUM  Pimps.  Automatic  Variation  of  Gas  Pressure  and  Its  Application  to  a 
Vacuum  Pump.  Circulation  of  Gases,  Magnetic  Stirrer,  0.  Maas.  Jl.  Am. 
(  In  in.  Soc,  vol.  41,  no.  1,  Jan.  1919,  pp.  53-59,  3  figs.  Control  apparatus  by 
means  of  which  pressure  established  by  a  Geissler,  or  any  other  suction  pump, 
can  be  automatically  varied  between  definite  limits  and  the  period  of  each 
variation  can  be  adjusted  to  any  desired  length  of  time. 

REFRACTORIES 

CORROSION.  Report  on  the  "  Corrosion  Action  of  Flue  Dust  on  Fire-Bricks,"  J.  W. 
Mellor.  Gas  .11,  vol.  144,  no.  2897,  Nov.  19,  1918,  pp.  421-423.  Experimental 
research  by  refractory  materials  committee  of  Instn.  Gas  Engrs. 

Crushing  Resistance.  Crushing  Resistances  of  Refractory  Materials  (Mesure  des 
resistances  a  l'e'crascment  des  materiaux  refractaires),  A.  Bigot.  Chimie  & 
Industrie,  vol.  1,  no.  7,  Dec.  1,  1918,  pp.  724-726,  7  figs.  Gives  results  of 
experiments  on  1-in.  cubes  of  silicat  brick,  refrasory  argil,  white  bauxite, 
carborundum,  etc.,  in  charts. 

Production.  Our  Present  Knowledge  Concerning  the  Industry  of  Refractory 
Products  (  Nos  connaissances  actuellessur  l'industrie  des  produits  refractaires), 
J.  Bied.  Chimie  &  Industrie,  vol.  1,  no.  6,  Nov.  1918,  pp.  579-600,  28  figs. 
Invention  of  processes  for  utilizing  dolomitic  clinkers;  calcination  of  magnesia 
from  Eubee  and  Italy;  manufacture  of  bricks;  high-temperature  resistance  of 
silica-aluminum  products. 

Silica  Products,  Silica  Products  (Les  produits  de  silica).  Chemie  &  Industrie, 
vol.  l.no.  7,  Dec.  1,  1918,  pp.  712-723,  7  figs.  Chemical  and  physical  analyses 
of  silliceous  rocks;  photomicrographs  of  bricks  manufactured  in  Martin  furnaces. 

South  Wales.  The  Refractory  Materials  of  South  Wales,  J.  Allen  Howe.  Quarry, 
vol.  24,  no.  263,  Jan.  1919,  pp.  11-15.  Geological  characters  of  carboniferous 
strata  from  which  are  obtained  silica  rocks,  fireclays  and  dolomitic  limestones, 
Paper  before  Refractories  Section  of  Ceramic  Soc. 

Tests.  Standard  Tests  for  Refractory  Materials.  Quarry,  vol.  24,  no.  263,  Jan. 
1919,  pp.  19-20.  Chemical  analysis  of  fireclays,  dolomite  and  magnesite; 
identification  of  various  forms  of  silica  in  silica  bricks;  physical  tests.  Report 
of  Committee  on  Standardization  of  Tests  for  Refractory  Materials.  Refrac- 
tories   Section,     Ceramic    Soc. 

ZlHCONIA.  Zirconia — Its  Possibilities  in  Metallurgy,  Leopold  Bradford.  Foundry 
Trade  ,11  ,  vol.  20,  no.  203,  Nov.  1918,  pp.  596-597.  History,  occurrence, 
composition  and  uses;  its  application  in  refractory  brick  industry. 

REFRIGERATION 

\\imonia  Compressors.  The  Ammonia  Compression  Refrigerating  System — 
XXVI,  W.  S.  Doan.  Refrig.  World,  vol.  54,  no.  1,  Jan.  1919,  pp.  33-34, 
2  figs.  Remarks  on  oil-cup  scheme  for  external  lubrication  of  open-type 
ammonia  compressors. 

Capacity  and  Power  Consumption  of  Ammonia  Compressors,  Charles 
H.  Herter.  Refrig.  World,  vol.  34,  no.  1,  Jan.  1919,  pp.  11-13,  1  fig.  Graphs 
for  the  varying  capacity  and  power  consumption  of  compressors,  at  different 
pressures,  compared  to  20  lb.  and  185  lb.  as  standard  pressures. 

\mmonia  Condensers.  Ammonia  Condenser  Data,  Henry  Torrance.  Power, 
vol.  49,  no.  3,  Jan.  21,  1919,  pp.  106-109,  6  figs.  Author  shows  that  both 
flooded  atmospheric  and  flooded  injector  types  of  condensers,  are  wrong  in' 
theory    and    practice.     From    July    Jl.    of    Am.    Soc.    Refrig.    Engrs. 

Ammonia  Recovery.  Effects  of  Ammonia  Recovery,  T.  B.  Smith.  Gas  Jl.,  vol.  144, 
no.  2902,  Dec.  24,  1918,  pp.  661-662.  Comparison  of  the  effects  of  the  direct 
and  indirect  processes  upon  the  working  of  other  parts  of  the  plant. 

Fxport  Business.  The  Trend  of  the  Foreign  Situation,  L.  W.  Alwyn-Schmidt. 
Refrig.  World,  vol.  51.  no.  1,  Jan.  1919,  pp.  21-22,  and  32.  Hints  to  refrig- 
erigating-machine  manufacturers  as  to  future  of  export  business  and  necessity 
for  immediate  action. 

Freezing  Tanks.  Care  and  Maintenance  of  Freezing  Tanks,  F.  L.  Brewer.  Ice  and 
Refrigeration,  vol.  56,  no.  1,  Jan.  1919,  pp.  41-42.  How  to  lower  cost  of 
freezing  tank;  erecting  and  insulating  tank;  causes  of  leakage  in  sides  and 
corners.      Paper  before  Nat.  Assn.  Practical  Refrig.  Engrs. 

History.  The  Growth  and  History  of  Refrigeration,  James  F.  Patton.  Power  House, 
vol.  11,  no.  12,  Dec.  1918,  pp.  351-353.  5  figs.  Dependence  of  cities,  battleships 
and  armies  in  field  on  refrigerating  plant. 

Ice  Plants.  Building  Ice  Plant  Efficiency,  G.  B.  Bright.  Ice  &  Refrig.,  vol.  56, 
no.  1,  Jan.  1919,  pp.  55-56.  Tonnage  and  cost  of  manufacturing  Ice,  1904, 
1908,  1918;  changes  necessary  in  steam  plants  to  meet  new  conditions. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


261 


Large  Converted  Steam-Driven  Ice  Plant.  Ice  &  Refrig.,  vol.  .50,  no. 
I,  Jan.  1910,  pp.  63-6.5.  Steam  plant  replaced  by  electric  power  air-ignitating 
system;  cost. 

Packing  Industry.  Refrigeration  in  the  Packing  House  Industry.  Refrig.  World, 
vol.  .51,  no.  1,  Jan.  1919,  pp.  14-16,  5  figs.  Recent  improvements  and 
additions  to  equipment  made  at  plant  of  Armour  Co.,  Hamilton,  Can. 

Meat  Packing  in  South  America.  Refrig.  World,  vol.  54,  no.  1,  Jan. 
1919,  pp.  23-24  and  32.  Data  and  comparisons  of  requirements  and  capacity 
of  meat-packing  and  freezing  plants  of  various  companies  in  Argentina, 
Brazil,  Paraguay,  Uruguay  and  Columbia. 

RESEARCH 

Chemical  Research.  Address  by  Charles  Frederick  Juritz.  South  African  Jl. 
Sci.,  vol.  1.5,  no.  1,  Aug.  1918,  pp.  1-30.  Exhortation  to  establish  chemical 
research  stations.  Position  of  science  in  the  present  age;  its  use  and  abuse; 
its  part  in  the  war;  industrial  potentialities  in  advancement  of  chemistry. 
Presidential  address  before  South  African  Assn.  for  Advancement  of  Sci. 

Industrial  Research.  Science  and  Industry,  J.  C.  Fields.  Can.  Engr.,  vol.  30, 
no.  2,  Jan.  9,  1919,  pp.  133-13.5.  What  Britain,  United  States,  France  and 
Japan  are  doing  in  industrial  research.  Results  being  obtained  by  manu- 
facturers. 

Switzerland.  Organization  for  Public  Welfare  in  Switzerland  Based  on  Scientific 
Research  at  the  Federal  University.  (Stif tung  zur  Foerderung  Schweizerischer 
Volkswirtschaft  durch  VVissenschaftliche  Forschung  an  der  EidgeuoessischeD 
Hochschule),  Schweizerische  Bauzeitung,  Zurich,  vol.  73,  no.  1,  Jan.  4, 
1919,  pp.  1-2.  Swiss  engineers  are  raising  a  fund  of  at  least  .500,000  francs  with 
which  to  conduct  researches  of  the  Federal  University  with  the  object  of 
assisting  Switzerland  to  practice  greater  economy  and  efficiency  in  national 
life  than  in  the  past,  and  to  help  the  country  in  overcoming  the  losses  suffered 
during  the  war.  The  present  article  describes  the  organizationa  end  its  ons- 
titution. 

STANDARDS  ANT)  STANDARDIZATION 

S.  A.  E.  Standards.  S.  A.  E.  Standardization  Work  in  1918.  Automotive  Industries, 
vol.  40,  no.  3.  Jan.  16,  1919,  pp.  158-171,  31  figs  Tables  of  new  standard- 
put  on  record,  mainly  relating  to  aeronautical,  motorcycle  and  marine  work. 

Tires  for  Motor  Cars.  New  Standard  List  of  Pneumatic  Tire  Sizes.  Automotive 
Industries,  vol.  40,  no.  3.  Jan  10,  1919,  pp.  172-174,  21  figs  Collection  of 
recently  adopted  S.  A.  E.  standards  and  recommended  practices  relating  to 
tires      and      rims. 

STEAM  ENGINEERING 

Boilers.  Espujols  Inexplosible  and  Demountable  Boiler  (Gcnerateiir  de  vapeur 
inexplosible  demontable,  systeme  d'Espujols.  Genie  Civil  vol.  73,  no.  23, 
Dec.  7,  1918,  p.  4.5.5,  2  figs.  Inclination  of  tubes  and  other  arrangements 
contribute  to  facilitate  active  circulation  of  water  and  steam,  thus  protecting 
boiler  and  increasing  its  efficiency. 

Feeding  and  Circulating  the  Water  in  Steam  Boilers,  John  Watson  .11  Am 
Soc.  Naval  Engrs.,  vol.  30,  no.  4,  Nov.  1918.  pp.  834-838,  3  figs.  Review  of 
adaptation  of  various  appliances  Abstract  of  paper  before  Inst  Marine 
Engineers.     From  Shipbuilding  Shipping  Rec. 

The  Waste  Heat  Boiler  as  Practical  Steps  in  FuclConservation,  H.D.Bay  lor. 
Concrete,  Cement  Mill  Section,  vol.  14,  no.  1,  Jan.  1919,  pp.  5-6,  1  fig-  Com- 
parative data  taken  on  two  cement  kilns  10  x  1.50  ft.,  dry  process,  using  coal  as 
fuel  before1  and  after  installation  of  waste-heat  boilers.  Paper  presented 
before  Portland  Cement  Assn. 

Condensers.  The  Steam  Condenser,  Victor  J.  Azbc  Power  Plant,  Eng  ,  vol  23, 
no.  3.  Feb.  1,  1919,  pp.  145-1.58,  4  figs.  Gain  by  condensing,  influencing 
conditions,  cleaning  tubes,  cooling  water  systems. 

Superheat.  Determination  of  Superheating  Surface,  C.  H.  Baker.  Power,  vol. 
49,  no.  3,  Jan.  21,  1919,  pp.  86-89,  1  figs  Author  give-  charts  showing 
relationship  between  superheat  and  factors  that  influence  it. 

Turbine  Governors.  Steam  Turbine  Governors,  J  Humphreys.  Iron  &  Coal 
Trades  Rev.,  vol.  97,  no.  20.50.  Dec.  13.  191s,  pp  001-002,  .5  figs.  Discus- 
sion of  several  types. 

Ti  rbines.  2.500-Hp.  Rateau  Marine  Cleared  Turbines.  .11.  Am.  Soc  Naval  Engrs  . 
vol.  30,  no.  1,  Nov.  1918,  pp.  812-849.  8  tigs  Arrangement  of  2500-shaft-hp. 
turbine  set  and  double  reduction  germing  at  works  of  British  West  inghouse 
Co.     From  Engineer. 

A  New  Theory  of  the  Steam  Turbine,  Harold  Medway  Martin  Mechanical 
Engineering,  vol.  41,  no.  2,  Feb.  1919,  pp.  1.50-151,  3  figs.  Theory  is  based 
on  assumption  that  steam  is  never  in  thermal  equilibrium  until  condenser 
is   attained.      Abstract    of   serial    in    Engineering. 

Steam  Leakages  in  Dummies  of  the  Lungstrom  Type.  Engineering, 
vol.  107,  no.  2700,  Jan.  3,  1919,  pp.  1-3,  2  figs.  Comparison  of  the  results 
obtained  by  the  use  of  a  formula?  with  step  by  step  calculations  of  the  discharge 
through  a  labyrinth  using  the  precise  formula'  given  by  Professor  Callendar. 

Steam  Turbine  Progress  and  Possibilities  Am.  Drop  forger,  vol  I. 
no.  12,  Dec.  1918,  pp.  49.5-497,  .5  figs.  Higher  boiler  pressures  Intermediate 
steam  reheating  in  large  multiple-cylinder  machines  Feedwater  heating. 
Economy  to  be  expected  from  extended  use  of  economizer 

Historical  Development  of  the  Steam  Turbine — II.  Power  House,  vol 
11,  no.  12,  Dee.  1918,  pp  346-349,  12  figs.  Growth  in  size  of  turbo-generator 
units  in  recent  years. 

Operation  of  Steam  Turbines,  J.  Humphreys.  Iron  &  Coal  Trades 
Rev,,  vol.  97,  no.  2642.  Oct.  18,  1918,  pp.  430-132.  1  tigs.  Deals  with 
Parsons  turbine. 

Land  and  Marine  Steam  Turbines.  Engineering,  vol.  106,  no.  27ye,  Dec. 
13,  1918,  pp.  674-679,  13  figs.  Illustrations  of  details  and  brief  description 
of  steam  turbines  constructed  by  the  Atlas  Engineering  Co.,  Copenhagen. 

45,000  kw.  Cross-Compound  Steam  Turbine.  Elec.  News,  vol  27,  no 
24,  Dec.  15.  1918,  pp  24-27,  4  figs.  Unit  consists  of  separate  high  and  low 
pressure  elements,  each  coupled  directly  to  its  own  generator.  High  pressure 
element  is  a  single-now,  reaction-type  turbine  running  at  1800  r.p.m.  and 
expanding  to  atmosphere;  low-pressure  element  is  a  double-now  turbine  of 
same  type,  running  at  1200  r.p.m.  and  expanding  to  vacuum. 


TEXTILES 

Fa.'hic  Looms.  An  Apparent  Revolution  in  Fabric  Looms.  Flight,  Dec.  26,  1918, 
pp.  1463-1404,  4  figs.  New  Trautvetter  loom  claimed  to  weave  (auto  and 
aero  fabric)  diagonal  threads  in  two  directions  as  well  as  ordinary  warp  and 

weft . 

THERMODYNAMICS 

Heat  Transmission.  The  Transmission  of  Heat  Through  Heavy  Building  Materials. 
Engineering,  vol.  106,  no.  2705,  Dec.  27,  1918,  pp.  735.  From  bulletin  issued 
from  University  of  London,  University  College,  Department  of  Heating  and 
Ventilating  Engineering,  entitled  Report  of  Research  on  Transmission 
of  Heat  Through  Heavy  Building  Materials,  by  Arthur  H.  Barker  and  W. 
Kinoshita. 

WELDING 

Arc  Welding.  Electric  Arc  Welding  in  Tank  Construction,  R.  E.  Wagner.  Gen. 
Elec.  Rev.,  vol.  21,  no.  12,  Dee.  1918,  pp.  899-911.  35  figs.  Practice  followed 
at  Pittsfield  works  of  General  Electric  Cc. 

A  Review  of  Electric  Arc  Welding,  John  A.  Seede.  Gen.  Elec  Rev., 
vol.  21,  no.  12,  Dec.  1918.  pp.  881-886,  11  figs.  Evolution  of  present  practice 
of  arc  welding 

Equipment  Accessories  Desirable  in  Electric  Arc  Welding.  Elec.  Ry. 
Jl.,  vol.  53,  no.  2,  Jan  11,  1919,  pp.  93-9.5,  6  figs.  Proper  protection  of 
operator  is  essential  and  conveniences  added  insure  better  workmanship. 
From  1918  report  of  committee  of  Assn.  of  Ry.  Elec.  Engrs. 

Notes  on  Regulations  for  Arc  Welding,  H.  M.  Sayers.  Elecn.,  vol.  81, 
no,  2118,  Dec.  20,  1918.  pp.  715-717.  Abstract  of  paper  with  discussion 
before  the  Insitution  of  Electrical  Engineers,  Dec.  1918. 

Arc- Welding  System-.  Otis  Allen  Kenyon.  Elec.  Wld.,  vol.  73,  no.  4, 
■  Ian  25,  1919,  pp.  167-171,  10  figs.  Welding  system  discussed  in  a  broad  way, 
showing  advantages  and  special  usefulness  of  each  method. 

Cutting  ok  Metals.     The  Cutting  of  Iron  and  Steel  by  Oxygen— XX,  M.  R.  Amedeo. 

Acetylene  A  Welding  Jl,  vol.  1.5,  no.  182,  Nov.  1918,  pp.  199-200.  Cost  of 
Cutting.     Translated    by  a    member   of  the  Union  de  la  Soudure  Autogene. 

INSPECTION.  Inspection  of  Metallic  Electrode  Arc  Welds,  O.  S.  Escholz.  Am. 
\l:nh  vol.  50.  no.  5,  Jan  30,  1919,  pp.  215-217,  0  figs.  Outlines  the  methods 
for  satisfactory   inspection   tests. 

Determining  the  Characteristics  of  Metallic-Electrode  Arc  Welds, 
O.  S  Escholz.  Elec.  Ry  Jl..  vol  Xi,  no.  o.  Feb.  s,  1919,  pp.  280-282,  3  figs. 
By  testing  and  inspection  of  the  welds  a  reliable  indication  of  their  soundness 
may  be  obtained. 

Lead.  The  Autogenous  Welding  of  Lead.  V.  P.  Rosenberg.  Acetylene  &  Welding 
.11  .  vol.   15.  no.   182,   Nov.   1918,  pp.  205-208,  2  figs.     Power  of   blowpipe. 

1  TO    be    Continued    I 

Lloyd's  Tests.     Lloyd's  Experiments  on  Electrically  Welded  Joints,  H.  Jasper  Cox, 
I. lee.  Rev.,  vol.  21.  no.  12,  Dec.  1918,  pp.  864-870,  15  ligs.      Nature  and 
description   of  experiments;  summary  of  experimental   results. 

( Ixv-A  i  ktylf.sk..  The  Oxy-Acetylene  Flame  and  Blowpipe  Efficiency,  Arthur 
Stephenson.  Acetylene  A:  Welding  Jl  ,  vol.  1.5.  no.  182,  Nov.  1918,  pp. 
194-196,  anil  (discussion)  pp,  196-198,  5  tigs  Diagram  giving  length  of 
luminous  cone  in  mm  lor  respective  consumption  of  acetylene  in  litres  per 
hour;  graph  showing  diversity  in  acetylene  consumption  as  specified  by 
various  makers  for  welding  iron  and  steel;  blowpipe  movements.  Paper 
before  British  Acetylene  &  Welding  Assn.  Also  abstracted  in  Jl.  Acetylene 
Welding,  vol.  2,  no.  7,  Jan.    1919.  pp.  338-3  1! 

Oxy-Acetylene  Welding,  Smart  Plumley.  Jl.  Am.  Soc.  Naval  Engrs., 
vol.  30,  no.  I.  Nov  1918,  pp.  737-752,  4  figs.  Detailed  exposition  of  methods 
and  usages  followed  in  United  States 

Use  of  Oxy-Acetylene  Welding  in  the  French  Army.  Universal  Engr., 
vol.  28,  no.  0.  Dec  1918,  pp.  22-28,  8  tigs.  I'ses  in  manufacturing  (practically 
the  same  as  in   I'.  S);  uses  in  repair  work;  outfit. 

Oxy-Acetylene  in  Peace  Time  Manufacture,  David  Baxter.  Jl.  Acety- 
lene Welding,  vol.  2,  no.  7,  Jan.  1919,  pp.  34.5-348,  8  figs.  Instruction  and 
information  to  welders  engaged  in  general  repair  business.      First    of   series. 

Difficult  Repairs  Su< ssl'ully  Accomplished  by   Welding.      Can.   Machy., 

vol.  21,  no.  1.  Jan.  2,  1919,  p  15,  2  figs  Repairs  effected  by  oxy-acetylene 
welding  on  a  crankshaft  and  piston. 

Oxy-Acetylene  Pipe  Welding  and  Cutting.  Gas  Age,  vol.  43,  nos.  1  and 
2.  .Ian  1  and  15.  1919.  pp.  27-28  and  8.5-88,  13  figs.  Jan.  1:  Resume  of  best 
practice;  welding  gas  mains;  strength  of  welds  Jan.  15:  Sale  radius  of  bend 
for  wrought  Iron  or  steel  pipe;  examples  ol  welding  operations;  welding  meter 
connections. 

Oxy-Acetylene  Welding  and  Cutting.  Am.  Drop  Forger,  vol.  5,  no.  1, 
Jan  1919,  pp.  18-53,  7  figs  Review  of  its  early  history,  development  and 
modern  application  in  industry  and  war  with  special  relerence  to  its  use  in 
forge  plant  B 

Rail  Joints.  New  Type  ol  Electrically  Welded  Joint  Successful,  Elec.  Ry.  Jl., 
vol.  53,  no.  4,  Jan.  2.5,  1919,  pp.  182-183,  8  figs.  Process  used  at  St.  Louis 
believed  to  eliminate  cracking  of  rail  around  joing;  applicable  to  new  and  old 
track. 

Railroad  Shops.  Oxy-Acetylene  and  Electric  Welding,  A.  F.  Dyer.  Welding 
Engr.,  vol.  4,  no.  1,  Jan.  1919,  pp  45-10.  Application  of  these  processes  at 
Grand  Trunk  Railway  shops. 

Scot  Welding  Research  in  Spot  Welding  of  Heavy  Plates,  w.  L.  Merrill.  Gen. 
Elec    Rev.,  vol.  21,  no.   12,  Dec    1918,  pp.  919-922,  7  figs.     Experiments 

pointing  to  new  and  enlarged  field  for  spot  welding. 

Spot  Welding  and  Some  of  its  Applications  to  Ship  Construction,  H.  A. 
Winnie.  Gen.  Elec.  Rev,  vol  21,  no  12,  Dec.  1918,  pp.  923-927,  6  figs. 
Advantages  of  spot  welding  over  riveting  with  respect  to  strength,  time  and 
labm  ,  limitations  of  spot,  welding. 

Thermit.      Modern   Welding  and  Cutting,  Ethan  Viall.     Am.    Mach.,  vol.  50,  no.  6, 

Feb.  0,  1919,  pp.  213-218.  0  figs.  Fin  article.  Thermit  welding;  its  history, 
nature  anil  uses, 


262 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


VARIA 

Inspection  and  Theory  of  Probability.  Application  of  the  Theory  of  Probability 
to  the  Matter  of  Inspection  (Sull  applicazione  del  calcolo  delle  probabilita  ad 
una  important*  categoria  di  collandi),  U.  Bordino,  L'Elettrotecnica,  vol.5, 
no.  30,  Oct.  25,  1918,  pp.  422-430,  8  figs.  Mathematical  analysis  of  the 
problem:  what  can  be  asserted  of  the  properties  of  a  number  of  objects  after 
having  examined  and  tested  a  determined  percentage  of  the  total  number. 

Silo  Granaries.  The  Equipment  of  Silo  Granaries,  II.  A.  Sidley.  Elecn.,  vol.  82, 
no.  2121,  Jan.  10,  1919,  pp.  68-73,  13  figs.  General  operations  carried  out 
in  a  silo  granary. 

Tanks,  Storage.  Round  Storage  Tanks  for  Liquids,  H.  Eisert.  Monthly  Jl.  Engrs. 
Club  of  Baltimore,  vol.  7,  no.  8,  Feb.  1919,  pp.  155-168,  6  figs.  Design 
formula;  and  calculations. 

ORGANIZATION  AND  MANAGEMENT 

ACCOUNTING 

Ice-Plant  Auditing.  Auditing  and  Supervision  of  Ice  Plants,  George  E.  Wells 
Ice  &  Refrigeration,  vol.  56,  no.  1,  Jan.  1919,  pp.  48-49.  Propose?  auditing 
engineering  conditions  in  a  plant  and  gives  particulars  and  audit  forms  for 
ice  plants. 

AprR.visALS  Industrial.  Three  Industrial  Appraisals  in  One,  Charles  W.  McKay. 
Indus.  Management,  vol.  57,  no.  2,  Feb.  1919,  pp.  141-143.  For  excess- 
profits  tax  computation,  for  plant  accounting  and  for  insurance  adjustment. 

EDUCATION 

Agricultural  Instruction.  Reference  Material  for  Vocational  Agricultural  In- 
struction. Federal  Board  for  Vocational  Education,  bul.  13  and  14,  March 
and  June  1918,  42  pp.  and  25  pp.  March:  Outlines  provisions  to  be  made  by 
states  for  meeting  requirements  of  Smith-Hughes  Act  relating  to  agricultural 
instruction.  June:  Suggestions  for  cataloging  and  filing,  bulletin,  report, 
etc.,  for  agricultural  education. 

Airplane  Mechanics.  Emergency  War  Training  for  Airplane  Mechanics.  Federal 
Board  for  Vocational  Education,  bul.  no.  12,  April  1918,  62  pp.  Outline 
of  course  in  airplane  construction  and  repair. 

Crippled  Soldiers.  The  Evolution  of  National  Systems  of  Vocational  Re-education 
for  Disabled  Soldiers  and  Sailors.  Douglas  C.  McMurtrie.  Federal  Board 
of  Vocational  Education,  bul.  15,  May  1918,  318  pp.,  33  figs.  Fundamental 
principles  of  rehabilitation;  categorical  description  of  methods  for  vocational 
rehabilitation  in  force  in  the  various  warring  countries,  including  Germany 
and  Austria-Hungary;  extensive  bibliography  of  American  and  foreign  litera- 
ture, inclu  ive  of  news  items  in  periodicals,  relating  to  vocational  rehabilitation. 

Cripples.  Reducing  the  Cost  of  Disability,  Douglas  C.  McMurtrie.  Iron  Age, 
vol.  103,  no.  6,  Feb.  6,  1919,  pp.  362-363.  Rehabilitation  restores  and  may 
enhance  earning  capacity;  insurance  costs  lessened;  the  economy  of  liberal 
medical  attention. 

The  Conservation  of  Industrial  Man  Power,  Arthur  J.  Westermayr. 
Am.  Drop  Forger,  vol.  4,  no.  12,  Dec.  1918,  pp.  504-504,  3  figs.  Question  of 
rehabilitating  crippled  soldiers;  how  vocational  rehabilitation  act  will  be 
operated. 

Engineering  Colleges.  The  Effect  of  the  War  on  Engineering  Education,  C.  R. 
Mann.  Bul.  Soc.  Promotion  Eng.  Education,  vol.  9,  no.  4,  Dec.  1918,  pp. 
108-118.  War  experiences  analyzed  under  (1)  production  of  soldiers,  and 
(2)  production  of  supplies.  Present  college  curricula  described  as  aiming  to 
impart  knowledge  of  physical  laws  and  properties  of  materials  exclusively, 
and  as  insufficient  to  develop  men  who  will  accomplish  reorganization  of 
industrial  production,  for  which  task  an  understanding  of  the  methods  by 
which  human  wills  are  co-ordinated  for  team  play  is  essential. 

Export  and  Shipping.  Vocational  Education  for  Foreign  Trade  and  Shipping.  Federal 
Board  for  Vocational  Education,  bul  24,  Nov.  1918,  85  pp.  Present  impor- 
tance of  education  for  foreign  trade;  advanced  courses  in  shipping;  compara- 
tive plans  for  teaching  foreign  trade;  study  outlines  of  fundamental  courses; 
suggested  study  plans. 

Industrial  Education.  Industrial  Education  in  Wilmington,  Delaware.  Depart- 
ment of  Interior,  Bur.  of  Education,  bul.  25,  1918,  97  pp.  Report  of  survey 
made  under  direction  of  Commissioner  of  Education;  suggestions  for  program 
of  industrial  educational. 

Industrial  Schools.  Buildings  and  Equipment  for  Schools  and  Classes  in  Trade 
and  Industrial  Subjects,  Federal  Board  for  Vocational  Education,  bul.  20, 
Nov.  1918,  75  pp.,  25  figs.  Type  schools  and  classes;  detailed  description  of 
building  and  equipment  for  a  trade  or  industrial  school;  equipment,  courses 
of  study,  and  methods  of  instruction  in  carpentry. 

Evening  Industrial  Schools.  Federal  Board  for  Vocational  Educational, 
bul.  18,  Sept.  1918,  55  pp.  Possibilities  in  evening  schools  under  provisions 
of  Smith-Hughes  Act;  suggestive  courses  which  have  been  prepared  and  carried 
out  of  evening  schools;  approved  methods  of  establishing  and  conducting 
evening  industrial  schools  for  trade  workers. 

Italy.  Need  for  Increased  Technical  Education  in  Italy  (Per  l'avvenire  della  industria 
meccanica  in  Italia),  G.  Belluzzo.  Industria,  vol.  32,  no.  21,  Nov.  15,  1918, 
pp.  635-637.  Points  out  defects  of  Italian  system  of  training  as  at  present 
conducted  and  outlines  a  system  which  follows  closely  that  given  in  best  shops 
in  England  and  United  States.     (Concluded.) 

Naval  Architecture.  The  Requirements  of  a  Course  of  Training  in  Naval  Archi- 
tecture, Lawrence  B.  Chapman.  Bul.  Soc.  Promotion  Eng.  Education,  vol. 
9,  no.  4,  Dec.  1918,  pp.  119-130.  Outlines  plan  in  which  professional  work 
starts  early  in  course  and  parallels  outside  training. 


Part-Time  Schools.  Part-Time  Trade  and  Industrial  Education.  Federal  Board 
for  Vocational  Education,  bul.  19,  Oct.  1918,  51  pp.  Need  for  part-time 
schools  in  United  States;  school,  man  and  employer  as  factors  in  promoting 
part-time  education;  part-time  studies  already  established  in  U.  S.;  contin- 
uation schools  in  England,  France  and  Germany;  types  of  part-time  schools; 
federal  aid;  principles  which  should  underlie  compulsory  legislation. 

Physical  Education.  Recent  State  Legislation  for  Physical  Education,  Thomas 
A.  Storey  and  Willard  S.  Small.  Department  of  Interior,  Bureau  of  Educa- 
tion, bul.  40,  1918,  35  pp.  Chronological  analysist  of  laws  enacted  in  eight 
states  since  the  beginning  of  the  war;  analysis  of  purpose  and  scope  of  state 
laws;  principles  of  state  legislation  for  physical  education;  state  laws  for 
physical  education. 

Radio  Operators.  Emergency  War  Training  for  Radio  Mechanics  and  Radio 
Operators.     Federal   Board   for   Vocational   Education,   bul,   no.    16,   Sept. 

1918,  74  pp.,  8  figs.     Outline  of  course  for  preliminary  training. 

Secondary  Education.  Cardinal  Principles  of  Secondary  Education.  Department 
of  Interior.  Bur.  of  Education,  bul.  35,  1918,  32  pp.  Report  of  Commission 
on  the  Reorganization  of  Secondary  Education,  appointed  by  Nat.  Education 
Assn. 

Shop  Training.  Training  Operators  at  Winchester  Plant,  W.  E.  Freeland.  Iron 
Age,  vol.  103,  no.  3,  Jan.  16,  1919,  pp.  178-179,  2  figs.  Short  intensive 
course  in  training  shop  for  men;  three  years'  apprenticeship  in  school  for 
boys;  details  of  system.     (Eleventh  article  of  series  on  Winchester  plant.) 

The  Training  Department — Past  and  Future,  John  C.  Spence.  Iron 
Age,  vol.  103,  no.  4,  Jan.  23,  1919,  pp.  237-239.  The  crippling  of  one  plant 
for  another:  real  and  pretended  interest  in  workmen;  some  training  plans  for 
the  common  good. 

Technical  Education,  Primary.  Toronto  Builders'  Exchange  Urges  Forward 
Movement  in  Technical  Education.     Contract  Rec,  vol.  33,  no.  3,  Jan.  15, 

1919,  p.  49,  Deputation  recommends  Ministry  of  Education  that  technical 
schools  be  owned  by  Government, that  education  be  made  compulsory  between 
14  and  20  years  and  that  parents  decide  boy's  vocation. 

Trade  and  Industrial  Education,  Organization  and  Administration.  Federal 
Board  for  Vocational  Education,  bul.  no.  17,  Oct.  1918,  124  pp.  Contains 
information  and  suggestion  concerning  organization  and  administration  of 
trade  and  industrial  schools  and  class  under  Federal  law. 

U.  S.  Training  Service.  The  U.  S.  Training  Service  and  Its  Work,  Charles  T. 
Clayton.  Indus.  Management,  vol.  57,  no.  2,  Feb.  1919,  pp.  103-104.  Value 
of  service  in  saving  to  manufacturers  expense  of  hiring  men;  industrial 
training  as  a  means  of  lessening  turnover  and  increasing  output. 

Universities.  The  Universities  and  the  New  World,  Geo.  F.  Swain.  Jl  Elec, 
vol.  42,  no.  1,  Jan.  1,  1919,  pp.  12-14.  Readjustment  of  schools  and  univer- 
sities to  fulfil  new  demands  in  education  created  by  general  reconstruction 
of  past  conditions. 

Welders.  The  Training  of  Electric  Welders,  H.  A.  Horner.  Gen.  Elec.  Rev., 
vol.  21,  no.  12,  Dec.  1918,  pp.  876-881,  9  figs. 

Emergency  War  Training  for  Oxy-Acetylene  Welders.  Federal  Board 
for  Vocational  Education,  bul.  no.  11,  June  1918,  pp.  86.  30  figs.  History 
of  development  and  application  of  oxy-acetylene  in  industry  and  war;  U.  S. 
Army  course  of  instruction  in  oyy-acetylene  welding  and  oxygen  cutting. 

Operators  and  Instructors  Necessary  for  Electric  Arc  Welding.  Elec. 
Ry.  Jl.,  vol.  53,  no.  4,  Jan.  25,  1919,  pp.  191-192,  4  figs.  From  1918  report 
of  Committee  of  Association  of  Railway  Electrical  Engineers. 

The  Future  of  Army  Welding  Schools,  Cyrus  K.  Rickel.  Jl.  Acetylene 
Welding,  vol.  2,  no.  7  Jan.  1919,  pp.  331-335,  7  figs.  Discusses  qualifications 
of  successful  welding  school. 

Women  Workers.  Little  Causes  and  Great  Effects  (Petites  causes  et  grands  effects). 
Francois  Villain.  Societe  Industrielle  de  l'Est.  bul.  142  Nov.  1918,  pp.  7028, 
8  figs.  Plea  for  enforcing  law  which  requires  teaching  of  household  arts 
to  young  girls  in  elementary  schools;  influence  of  this  policy  on  welfare  of 
women.  Conference  before  the  Societe  Scientifique  d'Hygitme  Alimentaire. 
Training  Women  for  Record  Output,  Robert  I  Clegg.  Iron  Age,  vol. 
103,  no.  3,  Jan.  16,  1919,  pp.  169-174,  11  figs.  General  results  abroad  and 
at  home;  diligence  and  industry  of  women;  practical  system  of  schooling 
on  shop  production  lines. 

FACTORY  MANAGEMENT 

Employment  Management.  The  "  Conscience  "  of  Modern  Industry.  C.  T. 
Clayton.  Jl.  Engrs.  Club  St.  Louis,  vol.  3,  no.  6,  Nov  .-Dec.  1918,  pp.  352-354. 
Employment  management  as  a  factor  to  reduce  industrial  misunderstanding 
and  friction. 

Extreme  Methods  in  Employing,  Charles  M.  Horton.  Indus.  Manage- 
ment, vol.  57,  no.  2,  Feb.  1919,  pp.  145-148.  Criticises  some  practices  of 
employment  managers. 

Industrial  Fatigue.  A  Suggestion  for  the  Prevention  of  Waste  of  Human  Energy 
in  Factories,  H.  G.  P.  Castellain.  Carrier's  Eng.  Monthly,  vol.  54,  no.  6, 
Dec.  1918,  pp.  303-307.  Discusses  industrial  fatigue  from  a  medical  point 
of  view  and  suggests  improvement  in  medical  education  and  establishment 
of  courses  for  factory  inspectors  and  medical  men. 

Investigations.  Engineer  and  Plant  Management,  J.  G.  Worker.  Aera,  vol.  7, 
no.  6,  1919,  pp.  596-599.  Suggestions  as  to  investigations,  reports  and 
installations  of  waste  preventing  boiler  room  methods. 

Labor  Management.  Use  of  Non-Financial  Incentives,  Robert  B.  Wolf.  Can. 
Mfr.,  vol.  39,  no.  1,  Jan.  1919,  pp.  79-80,  2  figs.  Stimulating  production  in 
industry  by  internal  motives  rather  than  by  external  discipline,  that  is,  by 
making  comparisons,  cost  sheets,  etc. 

Observation.  The  Value  of  Observation  in  Works  Praotice,  H.  H.  Ashdown. 
Engineering,  vol.  107,  no.  2766,  Jan.  3,  1919,  pp.  11-14,  14  figs.  A  paper 
before  the  Society  of  Engineers  and  Metallurgists,  Sheffield,  Nov.  1918. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


263 


Plant  Operation.  Lifting  Power  Plant  Capacity  by  Its  Boot  Straps,  Charles  L. 
Hubbard.  Factory,  vol.  22,  no.  1,  Jan.  1919,  pp.  35-37,  1  fig.  Improve- 
ments which  contribute  to  increasing  efficiency;  how  superheating  steam 
increases  capacity;  how  increasing  speed  affects  engine;  use  of  compound 
engines  of  low-pressure  turbines. 

Production  Control.  Graphic  Production  Control  —  VI,  C.  E.  Knoeppel.  Indus. 
Management,  vol.  57,  no.  2,  Feb.  1919,  pp.  113-118,  10  figs.  Two  ways  to 
tie  together  and  coordinate  various  features  of  control  mechanism;  by  use 
of  charts,  and  by  control  boards.     Last  article  of  series. 

Overtime.  Graphic  Analysis  of  an  Overtime  Problem,  R.  von  Huhn.  Indus. 
Management,  vol.  57,  no.  2,  Feb.  1919,  pp.  86-88,  5  figs.  Casting  cMivery 
on  a  large  contract  and  amount  of  overtime  needed  to  machine  pieces 

Reports.  Facilitating  Sewer  Pipe  Factory  Management,  W.  B.  Harris.  Brick 
&  Clay  Rec,  vol.  54,  no.  1,  Jan.  14,  1919,  pp.  39-44,  10  figs.  Forms  and 
records  of  making  reports;  placing  workmen. 

Stokers.  Power  Plant  Management;  Mechanical  Stockers,  Robert  June.  Power 
House,  vol.  11,  no.  12,  Dec.  1918,  pp.  553-355,  2  figs.  Efficiency;  character- 
istics of  chain  grate;  instructions  for  operation. 

Storage  of  Materials.  Principles  of  Purchasing  and  Storing  Applied  to  Rough, 
Bulky  Materials  in  Yard  Storage,  Dwight  T.  Farnham.  Indus.  Manage- 
ment, vol.  57,  no.  2,  Feb.  1919,  pp.  108-112,  7  figs.  Six  principles  are  consider- 
ed in  planning  yard  storage:  Effort  required  to  transport;  weight  and  material 
to  be  stored  on  each  square  foot  of  space;  rate  of  stores  turnover;  storage 
unit;  allotted  space;  efficient  package. 

Timekeeping.  Providing  a  Double  Check  on  Timekeeping.  Factory,  vol.  22, 
no.  1,  Jan.  1919,  pp.  48-50,  4  figs.  Layout  of  Eastman  Kodak  Co.  time- 
clock  room. 

Water  Works.  Office  Records  of  the  St.  Louis  Water  Division,  Distribution  Section, 
Thomas  E.  Flaherty.  Jl.  Am.  Water  Works  Assn.,  vol.  5,  no.  4,  Dec.  1918, 
pp.  412-418.  Brief  description  of  organization  for  planning,  direction  and 
execution  of  work. 

Welfare  Work.  Promoting  Employees'  Welfare  Brings  Large  Returns.  Ry. 
Maintenance  Engr.,  vol.  15,  no.  1,  Jan.  1919,  pp.  5-8,  8  figs.  Policies  of 
Richmond,  Frederickburg  &  Potomac  R.  R.  Co. 

FINANCE  AND  COST 

Cost  Accounting.  Cost  Accounting  to  Aid  Production  —  V.  G.  Carter  Harrison. 
Indus.  Management,  vol  57,  no.  2,  Feb.  1919,  pp.  131-139,  4  figs.  Dia- 
grams illustrating  coordinated  cost,  planning  and  production  systems.  (To 
be  continued.) 

Costing  at  Nation  Factories,  W.  Webster  Jenkinson.  Iron  &  Coal 
Trades  Rev.,  vol.  97,  no.  26-43,  Oct.  25,  1918,  pp.  455-458,  10  figs.  Beginning 
series  of  articles  abstracts  from  address  before  London  School  of  Ecocomics 
and  Political  Science. 

Power  Costs.  Simple  Method  of  Determining  Power  Costs,  T.  H.  Fenner.  Power 
House,  vol.  11,  no.  12,  Dec.  1918,  pp.  361-363,  1  fig.  How  to  arrive  at  costs 
when  no  instruments  are  available. 

Works  Costs.  The  Economics  of  Works  Costs,  J.  R.  Dick.  Elecn.,  vol.  81,  no. 
2115,  Nov.  29,  1918,  pp.  643-645,  2  figs.  (First  installment  of  a  continued 
article). 

FOREIGN  TRADE 

Boilers.  New  Foreign  Markets  for  American  Made  Boiler  and  Boiler  Equipment, 
L.  W.  Alwyn-Schmidt.  Boiler  Maker,  vol.  19,  no.  1,  Jan.  1919,  pp.  3-4. 
Exports  increased  over  one-sixth.  New  fields  developed  is  South  America 
and  the  Far  East.     European  markets  remain  on  war  footing. 

Canadian  Exports.  Canadian  Industries  and  the  Export  Trade,  J.  F.  Heffron. 
Can.  Maehy.,  vol.  21,  no.  1,  Jan.  2,  1919,  pp.  9-12.  Canadian  possibilities 
in  developing  foreign  trade;  German  credit  methods  of  fostering  export 
trade;  articles  for  export. 

Drop-Force  Equipment.  Campaigning  for  Foreign  Business,  L.W.  Alwyn-Schmidt. 
Am.  Drop  Forger,  vol.  5,  no.  1,  Jan.  1919,  pp.  3-6.  Suggestions  to  obtain 
foreign  drop-forge  business. 

German  Methods.  Effectiveness  and  Service  in  Foreign  Trade.  Textile  World  Jl., 
vol.  55,  no.  2,  Jan.  11,  1919,  pp.  127  and  159.  Necessity  of  considering 
customer's  viewpoint;  German  commercial  vices. 

German  Foreign  Trade  Extension  Measures,  Norman  L.  Anderson. 
Blast  Furnace,  vol.  7,  no.  1,  Jan.  1919,  pp.  78-79.  Private  associations  for 
promoting  foreign  trade;  German  exhibitions;  government  trade  activities; 
purposes  of  suggested  "  Auslandamt." 

Italian  Market.  Our  Opportunities  for  Foreign  Trade,  V.  Macchi  di  Cellere. 
Am.  Drop.  Forger,  vol.  5,  no.  1,  Jan.  1919,  p.  17.  Market  possibilities  of 
Italy,  from  address  before  Am.   Mfrs.  Export  Assn. 

INSPECTION 

Ordnance  Department  Methods.  How  Ordnance  is  Inspected,  Fred  H.  Colvin. 
Am.  Mael, .,  vol.  50,  no.  6,  Feb.  6,  1919,  pp.  263-267,  8  figs.  Description  of 
organization  and  methods  of  Ordnance  Department  for  inspection. 

LABOR 

Bathhouses.  Mine  Bathhouses  in  Utah.  A.  C.  Watts.  Coal  Age,  vol.  15,  no.  1, 
Jan.  2,  1919,  pp.  4-8,  4  figs.  Description  of  typical  bathhouses  with  compar- 
ison of  American  and  European  costs. 


Blind.  An  Experiment  in  Employing  the  Blind,  Dale  Wolf.  Indus.  Management, 
vol.  57,  no.  2,  Feb.  1919,  pp.  105-107.  How  blind  men  have  been  put  to 
work  on  jig  drilling  of  shackles  for  locks. 

Bonus  System.  Bonus  System  in  Power  Generation,  W.  L.  Whitlock.  Nat.  Engr., 
vol.  23,  no.  1,  Jan.  1919,  pp.  9-11,  2  figs.  Standing  order  to  employees  and 
scale  for  computing  bonus.  System  of  Denver  Tramway  Co.,  which  is  said 
to  effect  saving  of  $150,000  per  year. 

Bonus  System  Reduces  Coal  Consumption  at  Denver,  W.  E.  Casey 
and  E.  Weber.  Elec.  Ry.  Jl.,  vol.  53,  no.  6,  Feb.  8,  1919,  pp.  266-271,  7  figs. 
By  installation  of  new  turbine  and  introduction  of  bonus  system,  coal  con- 
sumption on  Denver  Tramway  System  in  reduced  to  less  than  2.5  per  kw-hr. , 
with  saving  in  operating  expense  of  $150,000  per  year. 

Coal-Economy  bonuses  in  a  Central  Electric-Power  House  (Prime  au 
personnel  sur  les  economies  de  charbon  dans  une  centrale  electrique  thermi- 
que),  M.  Grospaud.  Revue  G£nerale  de  l'Electricite,  vol.  5,  no.  2,  Jan.  11, 
1919,  pp.  58-63.  From  data  showing  variations  in  thermal  efficiency  of 
coal,  writer  concludes  it  is  illusory  to  base  bonus  system  on  coal  consump- 
tion; he  proposes  instead  a  system  based  on  scientific  and  methodic  thermal 
control  and  outlines  its  practical  working  details. 

The  Engineer —  Worker  and  Organizer,  G.  W.  Tripp.  The  Central 
(Jl.  City  &  Guilds  Eng.  Col.),  vol.  15,  no.  44,  Dec.  1918,  pp.  46-54,  1  fig. 
Comparison  between  Rowan  bonus  scheme  and  system  based  on  50  per  cent 
payment.     Abstract  of  lecture  to  Woolwich  Arsenal  apprentices. 

British.  Paper  on  "  The  Industrial  Future,"  Cecil  Walton.  Jl.  West  of  Scotland 
Iron  &  Steel  Inst.,  vol.  26,  pt.  2,  session  1918-1919,  19-24  and  (discussion) 
pp.  25-31.  Labor  conditions  and  the  future  development  of  Glasgow.  Ref- 
erence is  made  to  question  of  wages. 

Labor  Administration,  Edward  T.  Elbourne,  Engineer,  vol.  126,  nos. 
3282,  3283,  3284,  3285,  and  3287,  Nov.  22,  and  29,  Dec.  6,  13  and  27,  1918, 
pp.  432-435,  7  tigs  ;  pp.  135-454,  3  figs.;  pp.  478-480,  5  tigs  .;  ,,,,.  504-507, 
5  figs.;  pp.  548-550,  1  figs.  Nov.  22;  Control  of  production;  Nov.  29,  The 
Wages  office;  Dec.  6;  Wages  office  continued;  Dec.  13;  Accidents;  Dec.  27: 
General  discipline  and  general  facilities.      (.Articles  9-13  inclusive). 

Canada.  Education  and  Cooperation  the  Wisest  Course  in  Dealing  with  Labor, 
Gideon  Robertson  and  T.  Moore.  Contract  Rec,  vol.  33,  no.  2,  Jan.  8, 
1919,  pp.  19-20.  Opinions  and  suggestions  of  Canada  Minister  of  Labor 
and  of  the  President  Trades  and  Labor  Congress. 

Crippled  Workers.  Human  Reconstruction  Reclaims  War's  Disabled  for  Industry, 
W.  II.  Llyd.  Iron  Trade  Rev.,  vol.  64,  no.  1,  Jan.  2,  1919,  pp.  80-86,  11  figs. 
Courses  being  offered  to  disabled  soldiers  and  employments  being  secured 
for  them. 

How  to  Deal  with  Our  Crippled  Workers,  T.  Norman  Dean,  Am.  Drop 
Forger,  vol.  4,  no.  12,  Dec.  1918,  pp.  498-500.  Indicates  that  rehabilitation 
should  be  carried  on  scientifically. 

The  Conservation  of  Industrial  Man  Power,  Arthur  J.  Westermayr. 
Am.  Drop  Forger,  vol.  4,  no.  12,  Dec.  1918,  pp.  504-506,  3  figs.  Question 
of  rehabilitating  crippled  soldiers  so  that  they  can  stand  on  their  own  merits; 
discussion  of  rehabilitation  vocational  act. 

Employment  Department.  The  Principles  of  Employing  Labor,  E.  II.  Fish.  Indus. 
Management,  vol.  57,  no.  2,  Feb.  1919,  pp.  81-85.  Fundamental  principles 
underlying  establishment  and  maintenance  of  employment  department, 
promotion  of  personal  relations.     First  of  five  articles. 

Federal  Control.  What  Federal  Control  Has  Done  for  Labor,  W.  S.  Carter. 
Ry.  Maintenance  Engr.,  vol.  15,  no.  1,  Jan.  1919,  pp.  11-12.  Resume  of 
measures  taken  to  improve  relations  between  managements  and  employees. 
Abstract  from  address  delivered  before  convention  of  Acad  Political  Sci. 

Housing.  Housing  tin-  Workers  An  Unfinished  Job,  George  Gove,  Am.  City, 
vol.  20,  no.  1,  Jan  1919,  pp.  23-25.  Present  status  of  Government  housing 
projects.     Challenge  to  local  chambers  of  commerce  to  meet  emergency. 

The  Present  and  Future  Government  of  War-Created  Communities, 
Ernest  Cawcroft.  Jl.  Am.  Inst.  Architects,  vol.  6,  no.  12,  Dec.  1918,  pp.  553- 
558.  Suggestions  in  regard  to  housing  projects  undertaken  by  War  Depart- 
ment, Navy  Department,  U.  S.  Housing  Corporation  and  U.  S.  Shipping 
Board. 

Labor  Problem.  The  Labor  Problem  Analyzed,  Magnus  W.  Alexander.  Open 
Shop  Rev.,  vol.  16,  no.  1,  Jan.  1919,  pp.  3-16.  Social,  political  and  eco- 
nomic aspects  of  labor  vroblem.  Address  delivered  at  convention  of  Nat, 
Founders   Assn.     (To  be  continued). 

Lunch  Rooms.  Mill  Lunch  Rooms  for  Employees,  A.  W.  Anderson.  Textile  World 
Jl.,  vol.  55,  no.  2,  Jan.  11,  1919,  pp.  397  and  401,  4  figs.  Description  of 
employees  rooms  used  by  several  companies. 

Older  Men.  Superannuation  of  Technical  Men.  Times  Eng.  Supp.,  no.  530, 
Dec.  1918,  p.  257.  Proposes  that  industrial  firms  take  over  policies  of 
technical  men  in  their  employment  and  keep  them  on  same  basis  as  adopted 
in  federation  of  universities. 

PROFIT  .Sharing.  Enlisting  Labor  in  Production,  I,.  W.  Schmidt.  Am.  Mach., 
vol.  50,  no.  6,  Feb.  6,  1919,  pp.  253-256,  3  figs.  Some  methods  of  making 
labor  interested  in  the  part  it  is  playing  in  production. 

Wage  Questions  Must  Be  Handled  form  Inside  the  Industrial  Unit, 
Harry  Tipper,  Automotive  Industries,  vol.  40,  no.  2,  Jan.  9,  1919,  pp.  62-63. 
Importance  of  profit-sharing  collective  agreement. 

Representation  of  Employees.  Where  the  Men  Settle  Their  Own  Troubles. 
Factory,  vol.  22,  no.  1,  Jan.  1919,  pp.  29-31,  1  fig.  A  board  of  appeals,  con- 
sisting of  two  representatives  from  each  department,  one  elected  by  the 
workers,  the  other  appointed  by  management,  has  jurisdiction  over  all  con- 
troversies concerning  wages,  hours  of  work,  discharges,  promotions,  etc. 

Turnover  of  LaBOB.  Labor  Maintenance  and  Its  Indices,  Winthrop  Talbot. 
Indus.  Management,  vol.  57,  no.  2,  Feb.  1919,  pp.  127-130,  2  tigs.  Criticism 
of  accepted  theories  of  labor  turnover  and  methods  lor  computing  it  as 
percentage;  presentation  of  theory  of  labor  maintenance  and  a  way  of  calculat- 
ing indices  to  show  stability,  maintenance  and  replacement  of  working  force. 


264 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF      CANADA 


Wages.  Notes  on  the  Formulae  of  Modern  Wages,  (Quelques  reflexions  sur  les  for- 
mules  de  salaire  moderne).  G6nie  Civil,  vol.  73,  no.  22,  Nov.  30,  1918, 
pp.  425-428,   5  figs. 

Labor  Share.  Min.  &  Sci.  Press,  vol.  117,  no.  20,  Dec.  28,  1918,  pp. 
864-866.  Conditions  brought  about  by  abnormal  requirements  of  war; 
objections  raised  by  workmen  to  changing  war  scale. 

The  Human  Factor  in  Shop  Production,  Margaret  K.  Strong.  Am.  Drop 
Foeger,  vol.  4,  no.  12,  Dec.  1918,  pp.  489-490.  Points  out  that  high  wages 
given  high  productiveness  because  workman  who  is  well  fed  and  nourished 
can  do  greater  amount  of  work. 

Wages  in  War  and  Peace.  Open  Shop  Rev.,  vol.  16,  no.  1,  Jan.  1919, 
pp.  19-23.     Impossibility  of  maintaining  present  high  wages. 

The  Modern  Wage  Rates  and  the  Public  Works  and  Construction 
(Les  tarifs  de  salaire  moderne  et  l'entreprise  de  travaux  publics  et  du  bati- 
ment),  G.  Bouf.  Genie  Civil,  vol.  74,  no.  1,  Jan.  4,  1919,  pp.  9-11,  1  fig. 
Study  of  Taylor's  system  of  rational  wages;  instituting  bonuses. 

Women.  The  Employment  of  Women  in  Acetylene  Welding,  Helen  G.  Fisk.  Jl. 
Acetylene  Welding,  vol.  2,  no.  7,  Jan.  1919,  pp.  348-351.  Abstract  of  prelim- 
inary report  of  Chicago  district  ordnance  office  on  activities  of  women  in 
acetylene-welding  field  during  the  war. 

The  employment  of  Women  in  the  Machine  Tool  Industry,  Alfred 
Herbert.  Eng.  Rev.,  vol.  32,  no.  6,  Deo.  Hi,  1918,  pp.  161-163.  Scope 
for  their  employment  after  war;  plea  for  fixing  minimum  wage  or  maximum 
working  hours.  Text  of  memorandum  submitted  by  Machine  Tool  &  Eng. 
Assn.  to  War  Cabinet  Committee  on  Women  in  Industry. 

Mental  Function  in  the  Work  of  Women  (La  fonction  mentale  dans  le 
travail  feminin).  Jule  Amar.  Comptes  rendus  des  Beanees  de  l'Academie 
des  Seances,  vol.  167,  no.  22,  Nov.  2."),  1918,  pp.  788-791.  Psycho-motor 
reactions  in  women;  physiological  examination  of  their  endurance. 

Women  a  Fixture  in  Electrical  Industry.  Iron  Age,  vol.  103,  no.  6, 
Feb.  6,  1919,  pp.  353-354,  3  figs.  Special  provision  for  employment,  welfare 
and  safety  are  made  by  the  Westinghouse  Co.;  shop  and  thecnical  courses 
courses  are  provided. 

Women  Workers  —  Have  They  Made  Good?  Mary  N.  Winslow  and 
Edgar  E.  Adams.  Am.  Drop  Forger,  vol.  5,  no.  1,  Jan.  1919,  pp.  12-16, 
5  figs.  Records  of  past  year;  part  played  by  women  in  war-time  industries; 
presented  problems;  fact  concerning  employment  of  women  in  various  plants. 

LEGAL 

Accident  Compensation.  When  is  an  Industrial  Accident?  Business  Digest  & 
Investment  Weekly,  vol.  23.  no.  3,  Jan.  21,  1919,  pp.  92-93.  Phraseology 
of  compensation  insurance  laws  in  various  states  and  legal  decisions  by 
different  courts  in  United  States  and  Great  Britain. 

"Pre-Existing"  Condition  of  the  Workman  and  Its  Relation  to 
Compensation  for  Injury,  ( 'liesla  ('.  Sherlock.  Am.  Mach.,  vol.  50,  no.  2, 
Jan.  9,  1919,  pp.  67-69.     Explanation  with  citations  of  zone  court  decisions. 

Patent  Laws  I  nited  States  Patent  Law  and  Procedure,  E.  E.  Huffman.  Jl. 
Engrs.  Club  St.  Louis,  vol.  3,  no.  6,  Nov.-Dee.  1918,  pp.  335-351.  Outline 
of  patent  system;  suggested  changes.  Address  delivered  at  joint  meeting 
of  Assoc.  Eng.  Soc,  St.  Louis. 

The  Rights  to  Patents  and  Inventions,  Chesla  C.  Sherlock.  Am.  Mach., 
vol.  50,  no.  3,  Jan.  16,  1919,  pp.  115-118.  Quotes  some  notable  decisions 
in  respect  to  patent  rights. 

TheNew  Patent  Law  Drafted  for  Hungary  and  its  InfluenceUpon  Engineers 
(Der  neue  ungarische  Patengesetzentwurf  nut  besonderer  Ruecksicht  auf 
die  Stellung  der  Teehniker),  Dr.  Rudolf  v.  Schuster,  President  of  Patent 
<  omt  Zeitschrifi  des  '  testerr,  Ingenieur,  und  Orchitekten-Vereines,  Vienna, 
vol.  70,  no.  37,  Sept  13,  1918,  pp.  399-402.  Defends  the  provisions  of  the 
proposed  patent  law  for  Hungary.  Advocates  cooperation  of  engineers  and 
lawyers. 

The  Crucial  Question  of  Patents.  Robert  Hadfield.  Eng.  Rev.,  vol.  32, 
no.  6,  Dec.  16,  1918,  pp.  157-160.  How  Hoard  of  Trade  can  provide  strong 
stimulus  to  British  scientific  and  engineering  progress  by  applying  its  present 
powers  to  effect  modification  of  patent  law. 

Patent  Law  Amendment.  Jl.  Instn.  ICIec.  Engrs.,  vol.  57,  no.  277, 
Dec.  1918,  pp.  64-71.  Report  of  patent-law  committee  adopted  by  conference 
of  representatives  of  30  leading  scientific  and  technical  societies,  convened 
by  Instn.  Mech.  Engrs, 

The  Patent  Situation  in  the  United  States.  Mech.  Eng.,  vol.  41,  no.  2, 
Feb.  1919,  pp.  147-149  and  199.  Report  of  Patent  Committee  to  the  National 
Research  Council. 

LIGHTING 

Industrial  Lighting.  Artificial  and  Natural  Industrial  Lighting,  C.  E.  Clewell. 
Elec.  World,  vol.  73,  no.  1,  Jan.  4,  1919,  pp.  22-25,  8  figs.  Their  inter- 
relations considered;  predetermination  of  artificial  lighting  requirements; 
variation  in  natural  lighting  intensities;  importance  of  daylight  factor; 
methods  of  measurement. 

Engineering  Aspects  of  Industrial  Lighting,  C.  E.  Clewell.  Elec. 
World,  vol.  73,  nos.  2  and  6,  Jan.  11  and  Feb.  8,  1919,  pp.  68-71  and  260-262, 
7  figs.  Jan.  11;  Industries  should  take  advantage  of  studies  made  under 
stress  of  war  conditions  to  promote  efficiency  of  production;  specific  data 
now  available  which  aid  in  selection  and  location  of  lighting  units.  Feb.  8; 
Kcomomic  considerations  of  the  accident  rate;  relation  to  coal  conservation; 
well-lighted  versus  poorly-lighted  aisles;  desirability  of  more  widespread 
and  intelligent  use  of  reflectors  for  all  lamps. 

Mill  Lighting.  Modern  Lighting  and  Power  Installation  for  Canadian  Knitting 
Mill.  Elec.  Rev.,  vol.  74,  no.  4,  Jan.  25,  1919,  pp.  127-130,  7  figs.  Electrical 
equipment  complete  and  designed  to  minimize  fire  and  accident  hazards; 
details  of  lighting  and  power  facilities. 

Progress  in  Mill  Lighting  Practice,  H.  H.  Magdsick.  Textile  World,  JL, 
vol.  55,  no.  2,  Jan.  11,  1919,  pp.  401  and  403,  5  figs.  State  and  Federal 
regulations;  development  in  accessories. 

Street  Lighting.  The  Street  Lighting  of  the  City  of  Buffalo,  W.  F.  Schwartz. 
Am.  City,  vol.  20,  no.  1,  Jan.  1919,  pp.  48-50,  4  figs.  System  comprises 
type  C  nitrogen-filled  lamps,  luminous  arcs,  pendent  magnetite  arcs,  and 
enclosed  carbon  arcs,  as  well  as  gas  lamps  of  Welsbaeh  boulevard  and 
ornamental  types,  and  gasoline  lamps.  Number  and  cost  of  each  type  are 
given. 


Yard  Lighting.  Light  as  an  Aid  to  the  Movement  of  Materials,  A.  L.  Powell  and 
R.  E.  Harrington.  Ry.  Elec.  Engr.,  vol.  10,  no.  1,  Jan.  1919,  pp.  9-13, 
7  figs.  Expedition  of  freight  handling  at  transfer  platforms  and  piers. 
Abstract  of  paper  before  Ilium.     Engr.  Soc. 

PUBLIC  REGULATION 

Plant  Management.  Industrial  Economy  (Economia  Industrial),  V.  Posada  Gavira. 
Boletin  de  Minas,  vol.  10,  nos.  7-9,  Sept.  30,  1918,  pp.  129-149,  1  fig.  Co- 
ordination and  harmonization  of  the  technical  .economical  and  human 
elements  in  industry  by  central  administration,  standardization  and  special- 
ization. 

Public  Works.  A  National  Department  of  Public  Works,  C.  E.  Grunsky.  Jl. 
Elec,  vol.  42,  no.  1,  Jan.  1,  1919,  pp.  16-17.  Advisability  of  creating  depart- 
ment of  public  works  to  be  represented  in  President's  cabinet.  Gain  in 
efficiency  is  claimed  over  present  distribution  of  engineering  work  under 
five  different  departments. 

Street  Cars.  The  National  Aspect  of  the  Public  Utility,  Franklin  T.  Griffith. 
Jl.  Elec,  vol.  42,  no.  2,  Jan.  15,  1919,  p.  78.  Question  of  higher  street-car 
fare  discussed  from  standpoint  of  what  may  legitimately  be  done  to  keep 
them  low. 

RECONSTRUCTION 

British  Plans.  England's  Vast  Plans  for  Peace  Work,  Carroll  E.  Williams.  Mfrs, 
Rec,  vol.  75,  no.  3,  Jan.  16,  1919,  pp.  90-92.  New  shipyards  built  in  record 
time;  building  of  concrete  ships;  recommendation  of  British  reconstruction 
committee  on  relations  between  employers  and  employees;  reconstruction 
of  iron  and  steel  business. 

Engineering  Problems.  The  Economic  Duties  of  the  Engineer,  W.  R.  Ingalls. 
Eng.  &  Min.  JL,  vol.  107,  no.  4,  Jan.  25,  1919,  pp.  184-190.  Engineering 
problems  in  reconstruction. 

Engineering  Societies.  What  Engineering  Societies  Should  Do  to  Assist  in  Provid- 
ing Work  for  Soldiers  and  Others  Who  Will  Soon  Be  Out  of  Work.  Bui. 
Affiliated  Eng.  Societies  Min.,  vol.  3,  no.  12,  Dec.  1918,  pp.  221-222.  From 
Eng.   &  Contracting. 

France.  America  and  Reconstruction  in  Europe.  Jl.  Elec,  vol.  42,  no.  1,  Jan.  1, 
1919,  pp.  18-19.  Plans  of  directors  and  representatives  of  large  power 
stations  and  electric  lighting  plants  situated  in  devastated  regious  of  France; 
work  done  by  British  Ministry  of  Reconstruction;  post-war  preparations 
in  Spain. 

Helping  France  an  Aid  to  America,  Jahn  V.  Schaefer.  Iron  Trade 
Rev.,  vol.  til,  no.  3,  Jan.  Hi,  1919,  pp.  207-208.  Sending  of  vast  stores  to 
army  construction  material  and  experts  to  help  rehabilitate  country  urged 
as  a  means  of  solving  our  labor  problem,  securing  war  loan  and  laying  founda- 
tion of  future  trade. 

Reconstruction  Plans.  Industrial  Relations  After  the  War,  Henry  P.  Kendall. 
Textile  World  JL,  vol.  55,  no.  2,  Jan.  11,  1919,  pp.  121,  247  and  249.  Need 
of  constructive  plan  acceptable  to  all;  basic  principles  that  should  control. 

The  Human  Factor  in  Industry,  A.  P.  M.  Fleming.  JL  Instn.  Elec. 
En^rs.,  vol.  57,  no.  277,  Dec.  1918,  pp.  47-56.  Means  which  make  for 
improvement  in  material  prosperity  of  those  engaged  in  industry;  pressing 
problems  in  industrial  reconstruction. 

Research.  Science  and  the  Af ter-the- War  Period,  George  K.  Burgess.  Jl.  Wash. 
Acad.  Sci.,  vol.  9,  no.  3,  Feb.  4,  1919,  pp.  57-70.  Importance,  during 
transition  period,  of  proper  balance  and  distribution  of  scientific  forces; 
advisability  of  retaining  more  than  a  nucleus  of  an  organization  of  scientific 
men  in  service  of  Government  and  especially  in  military  and  naval  establish- 
ment. 

Scientific  Leadership.  Human  Instincts  in  Reconstruction  .William  Henry 
Smyth.  Indus.  Managment  ,  vol.  57,  no.  2,  Feb.  1919,  pp.  89-91.  Suggests 
leadership  of  a  national  council  of  scientists  as  means  for  directing  forces 
of  human  instincts. 

Steel  Trade  and  Shipbuilding.  The  Steel  Trade  and  Shipbuilding  Competition, 
E.  T.  Good.  Cassier's  Eng.  Montly,  vol.  54,  no.  6,  Dec  1918,  pp.  342-345. 
Interdependence  of  steel  trade  and  shipbuilding  industries;  warning  against 
separation  of  their  common  interests  and  against  German  dumping  methods. 

War  Developments.  War  Developments  in  Industry,  Kellaway.  Engineering, 
vol.  103,  no.  2763,  Dec.  13,  1918,  pp.  672-673.  Address  before  Industrial 
Reconstruction  Council,  November  1918. 

SAFETY  ENGINEERING 

Accidents  and  Output.  Welfare  and  Safety.  Cassier's  Eng.  Monthly,  vol.  54, 
no.  6,  Dec.  1918,  pp.  316-321,  4  figs.  Effect  of  industrial  accidents  upon 
output;  means  whereby  incidence  of  industrial  casualties  may  be  considerably 
diminished. 

Cement  Industry.  Safety  Hazards  of  Cement  Industry,  O.  C.  Soderquist.  Concrete 
Mill  Section,  vol.  14,  no.  1,  Jan.  1919,  pp.  11-12.  Itemizes  cement-mill 
dangers  and  suggests  safety  principles  and  rules. 

Fire  Protection.  Automatic  Sprinklers  for  Fire  Protection.  Arthur  Bateman. 
Domestic  Eng.,  vol.  86.  no.  2,  Jan.  11,  1919,  pp.  81-83,  4  figs.  Notes  on 
their  construction,  installation  and  operation. 

Grain  Dust  Explosives.  Experiments  with  Grain  Dust  Explosions,  Earle  William 
Gage.  Am.  Miller,  vol.  47,  no.  2,  Feb.  1,  1919,  pp.  137-138,  4  figs.  Investi- 
gations to  determine  possible  cause  of  explosion  and  to  test  various  preventive 
measures. 

Lighting.  Relation  Between  Light  Curtailment  and  Accidents,  R.  E.  Simpson. 
Nat.  Engr.,  vol.  23,  no.  1,  Jan.  19,  1919,  pp.  6-8.  Survey  of  accidents  due 
to  improver  or  inadequate  illumination;  effect  of  diminished  lighting;  sugges- 
tions.    Paper  presented  at  convention  of  Ilium.  Eng.  Soc. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


265 


Overheating  Workmen.  The  Problems  of  Overheating  Workmen,  Chesla  C. 
Sherlock.  Am.  Drop  Forger,  vol.  4,  no.  12,  Dec.  1918,  pp.  506-507.  Methods 
of  protecting  workmen  who  are  in  contact  with  high  temperatures;  liabilities 
of  employer. 

Safety  Fcse.  Use  and  Abuse  of  Safety  Fuse.  Eng.  &  Min.  Jl.,  vol.  107,  no.  5, 
Feb.  1,  1919,  pp.  229-231.  Abstracted  from  bul.  9  of  Indus.  Accident 
commission,  Cal. 

SALVAGE  AND   WASTE  PREVENTION 

High-Speed  Steel.  The  Salvage  of  High-Speed  Steel  Tools.  J.  H.  Vincent.  Am. 
Mach.,  vol.  50,  no.  4,  Jan.  23,  1919,  pp.  169-170,  4  figs.  Salvaging  milling 
cutters  at  comparatively  small  cost  by  method  of  grinding  without  drawing 
temper  of  cutter. 

Rust  Prevention.  Kust  Prevention  as  a  Steel  Conservation  Measure,  Denis  O'Brien, 
Elec.  Ry.  Jl.,  vol.  53,  no.  5,  Feb.  1,  1919,  pp.  243-244.  Writer's  experiences 
in  removing  rust  from  steel  cars  and  preventing  its  spreading  to  a  damaging 
extent. 

Scrap.  Saving  the  Waste  with  an  Electric  Furnace,  C.  B.  Merrick.  Jl.  Elec,  vol.  42, 
no.  1,  Jan.  1,  1919,  pp.  30-31,  5  figs.  Installation  of  a  two-phase  Rennerfelt 
furnace  of  750-lb.  capacity  by  Pacific  Foundry  Co.  to  utilize  small  pieces 
of  waste  iron  such  as  nails,  borings,  ect. 

Scrap  Organization  and  Scrap  Salvaging,  CharlesA.  Reagan.  Jl.  Soc. 
Automotive  Engrs.,  vol.  4,  no.  1,  Jan.  1919,  pp.  47-4R.  Work  of  the  Stores 
and  Scrap  Section  of  Ordnance  Department;  suggestions  in  regard  to  scrap 
segregation. 

Waste  Utilization.  Possibilities  in  Saving  and  Utilizing  Industrial  Wastes,  H.  E. 
Howe.  Indus.  Management,  vol.  57,  no.  2,  Feb.  1919,  pp.  92-96.  Points 
out  three  responsibilities  of  manufacturers:  To  use  material  of  no  higher 
grade  than  necessary  for  proper  production  of  goods;  to  reclaim  every  particle 
where  a  salvaging  process  in  known;  to  search  for  means  to  utilize  wastes 
now  thrown  away. 

TRANSPORTATION 

Electric  Trucks.  Electric  Truck  as  a  Means  of  Shop  Transportation.  Can. 
Machy,  vol  21,  no.  5,  Jan.  30,  1919,  pp.  103-105,  4  figs.  Illustrates  uses 
of  electric  storage  battery  trucks  in  industry  for  automatic  transportation 
in  loading  and  unloading  ships  and  railway  cars,  and  in  the  machine  shop, 
tire  factory,  textile  mill  and  electric  wire  insulating  and  manufacturing 
plants. 

Industrial  Electric  Trucks,  Traitors  and  Narrow-Gage  Locomotives, 
Raymond  J.  Mitchell.  Elecn.,  vol.  82,  no.  2121,  Jan.  10,  1919,  pp.  51-57, 
16  figs.  Conditions  under  which  electric  trucks  are  to  be  desired;  rapidly 
with  which  goods  may  lir  bandied;  main  features  of  electric  trucks  now  on 
the  market;  results  achieved  at  the  Natua  Transfer  Station  of  Pennsylvania 
Railway. 

VARIA 

Acceptances.      Trade    Acceptances    in    tin-    Forging    Trade,     M.    A.     McCann.      Am. 
Drop  Forger,  vol.  4,  no.  12,  Dec.  1918,  pp.  475-177.    Prest 
of  subject  from  viewpoint  of  salesman.      Method  of  procedure  explained. 

Engineering  Societies.     American   Ei  ically  :> n. I    Nationallj     Associated, 

Alfred  D.  Flinn.  Jl.  Cleveland  Eng  Sue  .  vcl.  11,  no.  3.  Not  1918,  pp.  163- 
173  and  (discussion)  pp.  173-178.  Plea  to  engineering  organizations  to  give 
earnest  consideration  to  problem  of  co-operation;  brief  account  of  growth 
of  Founder  Societies  an  ring  Foundation;  .service  given 

by    the    Engineering     -  Library;    advisability    of    publishing    an 

Engineering  Societies  periodical. 

Engineers.  What  the  War  Has  none  for  Engineers,  and  the  Part  Engineers  Have 
to  Play  in  Reconstruction.  Engineer,  vol.  127.  no  3289,  Jan.  Id,  1919, 
pp.  41-42.  Abstracted  from  the  Presidential  Address  oi  1;  1..  B.  Crompton 
before  the  Junior  Institution  of  Engine* 

International  Chapters.      \  New  Factor  in  World  Commerce,  Hichard  S.  Harvey. 

Textile  World  .11  ,  vol.  55,  no.  2,  Jan.  11,  1919,  pp.  127  and  197.  Considera- 
tions on  advisability  of  forming  international  chapters  for  commercial 
corporations. 

Social  Problem.  Organizing  the  State  to  Assist  Individuals  —  A  War  Lesson  (Die 
allegemeiiir  Naehrpfiicht  in  Licht  der  Kriegserfahrung),  Max  Singer,  Zeit- 
Bchrift  des  Oesterr.  Ingenieur-und  Architekten-Vcreines,  vol.  70,  no.  38, 
Sept.  20,  1918,  pp.  409-411,  Part  1,  Indorses  the  principles  propounded  by 
Josef  Popper- 1. ynkeux,  that  it  is  the  duty  of  the  State  to  enable  each  indi- 
vidual to  make  a  fair  and  useful  living.  Discusses  solutions  of  the  social 
problem.     Part  2  in  no.  39.  concluded  in  no.  40,  Oct.  4,  1918. 

GENERAL  SCIENCE 

CHEMISTRY 

Analytical  Chemistry.  Method  of  Least  Squares  Applied  to  Estimating  Errors 
d  Analysis  J.  D.  Davis  and  J.  G.  Fairchild.  Department  of  Interior, 
Bur.  of  Mines,  Tech.  Paper  171,  36  pp.,  6  figs.  Following  limits  of  error 
are  calculated;  for  sampling  0.20  per  rent;  for  ash  determination,  0.40  cent; 
formoisture  determination,  0.20  per  cent;  for  heating-value  determination. 
0.75  per  cent.  Thus  writers  conclude  that  limits  allowed  by  Committee  on 
coal  analysis  of  Am.  Soc.  Testing  Materials  represent  values  within  which 
a  large  percentage  of  errors  will  actually  fall. 

Flame  Reactions.     Flame  Reactions;  Selenium  and  Tellurium  in'the  Hydrogen-Air 
Flame,  Jacob  Parish.     Jl.  Phys.  Chem.,  vol.  22,  no.  9,  Dec.  1918,  pp.  640-646. 
Extension  of  writer's  previous  experiments  (Jl.  Phys.  Chem.,  22.  430,  1918) 
to  behavior  of  selenium  dioxide,  tellurium  dioxide,  hydrogen  telluridi 
of  elements  themselves,  in  hydrogen-air  Hame. 


Physical  Chemistry.  Physical  Chemistry  and  Its  Bearing  on  the  Chemical  and 
Allied  Industries.  James  C.  Philip.  Jl.  Roy.  Soc.  Arts,  vol.  67,  nos.  4503 
and  3452,  Jan.  3  and  17,  1919,  pp.  94-102  and  122-131,  1  fig.  Jan.  3:  Factors 
which  determine  equilibrium  in  a  reversible  reastion;  thermodynamic  equation 
expressing  influence  of  temperature  on  equilibrium  constant  of  a  reaction, 
and  its  relation  to  heat  effect  of  reaction.  Jan.  17;  Laws  and  principles 
governing  absorption  of  gases  and  disolved  substances. 

Structure  of  Matter.  The  Atomic  Weight  of  Lead  from  Samarskite,  Arthur 
L.  Davis.  Jl.  Phys.  Chem.,  vol.  22,  no.  9,  Dec.  1918,  pp.  631-039.  Sep- 
aration of  lead  from  samarskite,  its  purification,  and  determination  if  its 
atomic  weight  by  analyses  of  lead  chloride  obtained;  parallel  experiments 
with  ordinary  lead  and  comparison  of  relative  values  under  same  conditions 
of  experimentation;  correlation  of  results  with  theory  of  radioactive  changes 
involved  by  determination  of  percentages  of  uranium  and  thorium. 

The  Determination  of  the  Molecular  Complexity  of  Liquid  Sulphur, 
Alex.  Mitchell  Kellas.  Jl.  Chem.  Soc,  vols.  113  and  114,  no.  674,  Dec.  1918, 
pp.  903-922,  4  figs.  Series  of  experiments  to  determine  surface  tension  of 
liquid  sulphur  between  melting  point  and  boiling  point  by  means  of  capillary 
tubes. 

Utra-Violkt  Light.  Ultra  Violet  Light  Its  application  in  Chemical  Arts — XX, 
Carleton  Ellis  and  A.  A.  Well.  Chem.  Engr.,  vol.  26,  no.  13,  Dec.  1918, 
pp.  505-501!  and  521.  Ultra  violet  absorption  of  aliphatic  ketones  and 
aldehydes.     Compilation  of  researches  by  different  experiments. 


MATHEMATICS 

Continuoi  a  lit  i  mis  A  i  QORITHM.  On  Jacobi's  Extension  of  the  Continued  Fraction 
Algorithm,  I).  N.  Lehmer.  Proc.  Nat.  Academy  Sci.,  vol.  4,  no.  12,  Dec.  15, 
1918,  pp.  360-364.  Instead  of  starting  with  cubic  irrationality  and  finding 
expansion  to  fit  it,  writer  starts  with  periodic  expansion  and  finds  associated 

with  it  a  definite  cubic  irrationality. 

Coronoid.     On  the  Theory  of  the  ( loronoid  (Sur  la  theorie  du  couronoide),  C.  Cailler. 

Archives  des  Sciences  Physiques  et  Nat  urelles.  vol.  46,  Oct  1918,  pp.  191- 
209.  Aims  to  prove  that  the  fumlemrnta!  principles  of  liiemann's  non- 
Euclidean  geometry  an'  identical  with  the  kinematic  conceptions  of  motion 
of  spherical  figures  on  the  surface  of  a  sphere.  Supplementary  to  article  in 
Arch.  1918,  vol.   bi,  pp.  I  19-15(1. 

Ellh  cion8.     Elements  i  of  Elliptical  Functions 

Solut  lu  probleme  de  I'inversion  des  fonctions  elliptiques) , 

lien.'-  Garnier.     Comptes  rendus  de-  seances  de   I'Academie  des  Sciences, 

167,  ii".  22,    Nov,   25,   1918,   pp    T4&-750.     Genarlization  of   Landen's 

ormatii  o. 

Hypersp.m  i  Note  on  Rotations  in  Hyperpace,  Edwin  Bidwell  Wilson.  Jl.  Wash. 
Aead  l(i.   1 '. i  l*i.  pp.  25-28.      Method  of  investigation 

has,', !  train  to  canonical  form.     Sup- 

writer's  i>  mi    Multipl  the    Reduction  of 

Itea!  i  ification  ol  Real  Hoi  tins,  published 

in  .11.  Wad.    Aead.  Sci  .  vol.  7,  1917,  pp.  1  7.1-177 

Integration.     < '"  the  compl  n  by  quadratures  (Sur 

ration  pai   quadratures), 

Jules    Drach.     ( 'ompti  di     I   i.cade ■   des   Sci 

vol.    167,   n<e   22.    Nov.   25,    1918,  pp.   743-746,     [ntegrability  of  equations 

'..lis 

Inti '  ID         itive   Equation  Occurring  in  Dynamics 

I'll,     'i'    la  dj  namique 

des  fluides),     .lule-  Drach   Comptes  rendus  des  stances  de  I'Academie  des 

:es,   \..l.    167,  no.   24,   Dee    9,    1918,  pp.  913-915.      Motion  ol   a  fluid 

when  speeds  of  particles  an'  parallel  i .  •  lived  plane  and  independent  of  distance 

in  plane  studied   by   Euler's  equations   in   i tbination   with  equation  of 

contin 

Laplace     Coefficients      On     Certain     Polynomials     which     Approach     Laplace 

Coefficient*  (Sui  certains  polyn is  Be  rattachant  aux  coefficients  de  Laplace), 

Armani!  Lambert      Compte    rendu:  dea   leances  de  l'Acadernie  des  Sciences, 

'•"I      167,    an     21,    Dee.    9,    1918,    pp     948-949.       lunar    illations   between   bs 

ki  functions. 

Logarithm-      Logarithms  ol    Hyperbolic   Functions  to    Twelve  Significant    Figures, 
nit  and  Baldwin   M.  Woods.     Univ.  ol  Cal.  Publications  in 

vol     1.  no.    13,   Nov.    16,    1918,   pp    297-167.      Tables  ol'  logarithms  to 
base   10  nt   three  principal   I'    '  Mictions  for  range  form  0  to  2  with 

tabulat  inti  auxiliary   tables  of   log   (sink  x/x)   and  log 

(x/tanh  x)  for  range  from  0  to  5  with  lametabulai  intei 

Polygonal  Fim  cions      On   the   Periodical  Polygonal  Functions  (Sur  les  fonctions 
pulygonales    periodiqui    i,     Trajan    Lalesco.     Comptes   rendus   des   seances 
Lcademie  dee  Sciences,  vol.    167,  no.  22,   Nov.  25,   1918,  pp.  716-748. 
Theorem     CO  ition    oi     Fourier's    development     to    functions 

repre  i  natically     by    continuous    polygonal    contour.     Also 

abstracted  in  Revue  Generate  de  ['Electricity,  vol  5,  no.  2,  Jan.  11,  1919, 
pp    13-45, 

PHYSICS 

Atomii  -II"  ■  Mm  Maxwell'  Equations  and  the  Radiation  of  Atoms  (Maxwell's 
Gleichungen  und  die    Uomstrahlung),  Th,    Winnie.     Annalen  der  Physik, 

vol.     54,    ii"      20,     1917,    pp.    323-321.       \n    explanation    supplementing    the 

author's  original   article   In    vol.    52,    !'H7,   p.    276.      Treats  of   the   electrical 

-i  electron  moving  in  an  electrostatic  field,  including  the  electric 

•  in  M  '.  i    field,   thi    field  oi   the  electron  itself,  and  the  kinetic  or 

tie  energy  of  the  electron.       The  chief  contention  of  the  author  is  that 

"nt  ot  the  electron  is  no!  equivalent  to  the  resultant  of  its 
linear  component ial  mot  ion. 


266 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


CAPILLARY  Layers.  Thickness  and  .Structure  of  a  Capillary  Layer  of  a  Liquid  in 
Contact  with  Its  Saturated  Vapor  (Uie  und  Struktur  der  Kapillarschicht 
einer  Fluessigkeit  in  Beruehrung  mit  ihrem  gesattigten  Dampf),  (i.  Bakker. 
Annalen  der  Physik,  vol.  54,  no.  20,  1917,  pp.  245-295,  5  figs  Discussion  of 
potential  function  of  the  forces  of  attraction.  Application  to  tliermody- 
amics.  Cnomparison  of  theoretical  results  in  the  experimental  determinations 
made  on  gases,  hydrocarbons,  water,  alcohols,  including  their  freezing  points. 
Mat hematical  i reatment. 

Colors  of  Colloids.  Tlie  Colors  of  Colloids  —  I,  Wilder  D.  Bancroft.  Jl.  Phys. 
Chem.,  vol.  22,  no.  9,  Dec.  L918,  pp.  601-630.  Collection  of  experiments 
and  studies  on  colors  of  bubbles,  drops,  grains,  filaments  and  films,  with 
reference  to  and  explanation  for  pigmentary  and  structural  animal  colors. 

Compressibility  of  Solitions.  Compressibility  of  Aqueous  Solutions,  Especially 
of  Urethane,  and  the  Polymerization  of  Water,  Theodore  \\  Richards  and 
Syin  Palitzsch.  .11.  Am.  Chem.  Soc,  vol.  11,  no.  1,  Jan.  1919,  pp.  59-61, 
1  fig.  Compressibilities  of  aqueous  solutions  of  urethane  were  measured 
at  20  deg.  cent,  over  pressure  range  from  Kill  to  300  megabars,  as  were  also 
Surface  tension,  specific  volume  and  viscosity.  Bearing  of  results  on  theory 
of  Harold  Whiting  .ascribing  polymi  i  water  is  emphasized. 

Conductivity.  Studies  in  Conductivity  —  IV.  The  Conductivity  of  Alkaline 
Earth  Formates  in  Anhydrous  Formic  Acid,  II.  I.  Schlestnger  and  R.  D. 
Mullinix.  .11.  Am.  Chem.  Soc.,  vol.  41,  no.  1  Jan.  1919.  pp.  72-75,  1  fig. 
Experimental  results  found  tor  calcium  and  strontium  solutions. 

Changes  of  Electrical  Conductivity  I'lider  (inotropic  Stimulation,  James 
Small.  Proc.  Roy.  Soc,  vol.  90,  no.  B630,  Dec.  20,  1918,  pp.  349-363,  14  figs. 
Proves  thai  perception  of  gravity  by  the  root  is  a  protoplasmic  phenomenon 
by  record  of  changes  in  elect  rical  resistance  of  second  millimeter  of  one  side  of 
root-tip  of  Vicia  Faba  at  various  tingles  to  vertical  changes  show  same  sibmoid 
curve  as  is  shown  by  animal  tissue  in  response  to  stimuli. 

Heat  Conductivity.  Experiments  on  the  Heat  Conductivity  of  Cases  (Experimen- 
telle  Unterschungen  ueber  die  Waermeieittaehigkeit  der  Case),  Sophus 
Weber.  Annalen  der  Physik,  vol.  51,  no.  21,  1917,  part  1,  pp.  325-356,  9  figs.; 
no.  22,  part  2,  pp.  437-402,  2  figs. 

Knudsen's  Method  for  Determining  the  Ratio  of  Heat  Conductivity  to 
Electrical  Conductivity  of  Metals.  Also  some  physical  constants  of  Wolfram 
(Die  Methode  von  Martin  Knudsen  zur  Bestimmung  des  Verhaeltnisses  von 
Waermlcitung  zur  Elcktrizitaetsleitung  der  Metalle,  nebst  rinigen  physika- 
Iischen  Konstanten  des  Wolframs),  Sophus  Weber.  Annalen  der  Physik, 
vol.  54,  no.  19,  1917,  pp.  165-181,  3  figs.  The  ratio  mentioned  is  applied  in 
the  theory  of  electrons  of  metals.  For  its  measurement  K.  Kohlrausch's 
method  may  be  used,  if  a  large  quantity  of  the  7>ure  metals  is  available,  or 
Martin  Knudsen's  method,  described  in  vol.  34.  P-  624,  1911,  which  requires 
a  wire  of  the  metal  only. 

Internal  Friction.  On  the  Interior  Friction  of  Quartz  Fibers  at  Low  Temperatures 
(Remarque  sur  le  frottement  interieur  des  fils  de  quartz  aux  basses  tempe- 
ratures), C-E.  Guye  and  P.  Barbier.  Archives  des  Sciences  Physiques  et 
Nautrallcs,  vol.  46,  Dec.  1918,  pp.  326-328  Experiments  to  determine 
cause  of  slow  variation  of  internal  friction  as  temperature  diminishes  from 
— 80  to  —194  deg.  cent. 

Light  Radiation.  Investigations  of  the  Radiating  Poperties  of  Individual  Sources 
of  Light  by  Means  of  Objective  Photometry  (Unterschungen  von  Strah- 
lungseigenshaften  einzelner  lichtquellen  mit  Hilfe  objektiver  photometrie), 
Frederick  Conrad.  Annalen  der  Physik,  vol.  54,  1917,  pp.  357-400,  5  figs. 
Dissertation  at  Breslau.  Described  method  of  making  tests.  Construction 
of  a  photometric  ray  filter.  Mechanical  equivalent  of  light.  Radiation  of 
platinum.  Intensity  of  sunlight.  Photometric  economy  of  sources  of  light. 
Tests  of  the  illumination  of  incandescent  lamps,  Nernst  lamp,  gas  flame, 
arc  lights,  mercury  vapor  and  carbon  lamps.  Tests  made  at  University  of 
Breslau  during  1915  and  1916. 

Radiations.  The  Gamma  Ray  Activity  of  Thorium,  D.  Herbert  N.  McCoy  and 
G.  H.  Cartledge.  Jl.  Am.  Chem.  Soc.,  vol.  41,  no.  41,  Jan.  1919,  pp.  50-53. 
Determination  of  Th  D:  The  ratio  in  order  to  ascertain  whether  combined 
mesothorium  and  thorium  D  activities  would  give  total  V  activity. 

Relativity.  Theory  of  Relativity  in  Terms  of  Universal  Time  (La  Theorie  de  la 
relativity  en  fonetion  du  temps  universal),  Edouard  Guillaume.  Archives  des 
Sciences  Physiques  et  Nautralles,  vol.  46,  Dec.  1918,  pp.  281-325,  4  figs. 
Concept  of  universal  time  in  theory  of  relativity  permits  introduction  of 
physical  notions  in  Doppler's  phenomena;  thus  Lorentz's  abstract  concepts 
of  relative  time  and  contraction  arc  eliminated. 

Sound  Waves,  Reflected.  Submarine  Range-Finding  by  Means  of  Reflected 
Sound  Waves.  Sci.  Am.,  vol.  120,  no.  4,  Jan.  25,  1919,  pp.  67  and  82. 
Modification  by  Elias  Ries  of  his  apparatus  for  accurate  positioning  of  icebergs. 
Subaqueous  device  consists  of  two  megaphone  receivers  pivoted  at  ends  of 
horizontal  arm  and  a  sound  projector  mounted  in  center;  operation  similar 
to  that  of  aerial  apparatus. 


MUNITIONS  AND   MILITARY  ENGINEERING 

Anti-Submarine  Devices.  The  American  Destroyer.  Sci.  Am.,  vol.  119,  no.  26, 
Dec.  28,  1918,  p.  515,  3  figs.  12000-ton  destroyer,  depth  bomb  and  other 
accessories  which  habe  contributed  to  the  destruction  of  U-boats. 

Camps.  Engineering  Features  of  Camp  Dodge,  L.  P.  Wolff.  Bui  Affiliated  Eng 
Societies  Minn.,  vol.  3,  no.  12,  Dec.  1918,  pp.  208-220,  1  fig.  Waterworks: 
sewerage  system;  railroads;  streets  and  highways;  heating. 

Gun  Mounts.  Making  Naval  Gun  Mounts,  Franklin  D.  Jones.  Machy.,  vol.  25, 
no.  6,  February  1919,  pp.  485-492,  17  figs.  First  of  two  articles  describing 
special  tools,  gages  and  fitures  used  at  the  plant  of  the  Mead- Morrison  Mfg. 
Co.,  where  1000  complete  mounts  for  4-inch  guns  are  being  constructed  for 
the  United  States  Navy. 

Hand  Grenades.  Making  the  American  Hand  Grenade,  Edward  K.  Hammond. 
Machy.,  vol.  25,  no.  6,  February  1919,  pp.  519-524,  18  figs.  Second  of  two 
articles  on  methods  of  machining  and  loading  the  bodies  and  assembling  the 
bouchons 

Howitzers.  How  a  155- Mm.  Howitzer  is  Made,  J.  V.  Hunter.  Am.  Mach.,  vol.  50, 
nos.  Sand  6,  Jan.  30  and  Feb.  6,  1919,  pp.  199-204and  249-252,  32  figs.  The 
breech. 

Inspection.  The  Inspector's  Standpoint  in  Munition  Production,  John  T.  Marsh. 
Jl.  Cleveland  Eng.  Soc,  vol.  11,  no.  3,  Nov.  1918,  pp.  131-152,  9  figs.  Quali- 
fications required  by  inspectors;  conditions  likely  to  be  found  in  relations 
between  manufacturers  and  inspectors;  rejections  for  pipe;  duties  of  inspectors 
in  regard  to  brinelling. 

Lewis  MachineGun.  The  Manufacture  of  the  Lewis  Machine  Gun,  Frank  A.Stanley. 
Am.  Mach.,  vol.50,  no.  2,  Jan.  9,  1919,  pp.  55-60,  17  figs.  The  radiation, 
locking    piece    and    magazine.      (Fourteenth    article.) 

Motor  Transport.  Engineering  Division  of  the  Motor  Transport  Corps,  John 
Younger.  Jl.  Soc.  Automotive  Engrs.,  vol.  4,  nos.  1  and  2,  Jan.  and  Feb. 
1919,  pp.  5-8  and  77-85,  2  figs.  Jan.:  Functions  of  engineering  division; 
organization  scheme;  work  of  technical  service  branch.  Feb.:  Function  of 
design  section,  standardized  directions  for  heat  treatment  of  steel;  chemical 
analysis  and  physical  properties  of  carbon  steel;  chart  of  steel  specifications, 
chemical  and  physical  properties. 

Ordnance  Depot.  Huge  Steel  Buildings  at  Ordnance  Base  Depot  in  France,  Robert 
K.  Tomlin.  Eng.  News-Rec,  vol.  82  no.  3,  Jan.  16,  1919,  pp.  124-129,  10 
figs.  Project  includes  both  shops  and  warehouses;  all  material  supplied  from 
United  States;  transmission  line  built  to  supply  electric  power  for  machine- 
tool  operation. 

Railway  Batteries.  The  14-in.  Naval  Railway  Batteries,  C.  L.  McCrea.  Am. 
Mach.,  vol.  50,  no.  4,  Jan.  23,  1919,  pp.  141-149,  11  figs.  Story  of  design, 
construction,  shipping,  reecting  aboard  and  placing  in  action  on  the  fighting 
front  of  the  U.  S.  Navy's  14-in.  guns  on  railway  mounts. 

Railways.  Our  Railway  War  Forces  Aboard.  Ry.  Mech.  Eng.,  vol.  93,  no.  1, 
Jan.  1919,  pp.  19-22,  6  figs.  Account  of  problems  encountered  in  France 
and  shop  facilities  for  erecting  equipment. 

Shell  Manufacture.  Unique  Shell-Profile  Turning  Attachment,  Donald  A.  Baker. 
Am.  Mach.,  vol.  50  no.  4,  Jan.  23,  1919,  pp.  161-162,  1  fig.  Design  made  to 
start  cut  at  small  end  of  shell,  turn  the  radius  and  continue  to  turn  parallel 
until  disengaged. 

High  Explosive  Shells  and  Shrapnel,  J.  M.  Hall.  Am.  Drop  Forger 
vol.  4,  no.  12,  Dec.  1918,  pp.  500-504.  How  shells  are  heat  treated;  physical 
and  chemical  requirements;  heating  of  steel  for  forgings.  From  paper 
presented  before  Steel  Treating  Research  Soc. 

Manufacture  of  Six  Inch  High  Explosive  Shells  for  the  United  States 
Army,  T.  D.  Lynch.  Elec  Jl.,  vol.  16,  no.  1,  Jan.  1919,  pp.  17-25,  23  figs. 
Description  of  Shadyside  Plant  of  Westinghouse  Electric  &  Mfg.  Co.,  equipped 
to  manufacture  6-in.  shells  at  the  rate  of  3000  per  day,  working  day  and  night. 

Shell  Manufacturing  Tools.  Special  Tools  for  Shell  Manufacture,  George  A. 
Neubauer  and  Erik  Oberg.  Machy.,  vol.  25,  no.  6,  February  1919,  pp.  534- 
537,  12  figs.  Second  of  two  articles  describing  a  number  devices  used  by 
the  Buffalo  Pitts  Co. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


119 


Rarrett  Specification  Roof  on  plant  of         1 

Canadian  Fairbanks-Morse  Co.,  Limited, 

Toronto,  Ont. 

Entiittcrs:  T.  Pringle  &  Sons,.Limited, 

Montreal  and  Toronto. 

Roofer:  R.  Gilday,  Toronto. 


I 

1 


I 


1 


40,000  sq.  feet  on  Fairbanks-Morse  Shops 


ON  these'great  shops  at  Toronto,  the  Fairbanks- 
Morse  Co.  have  used  40,000  square  feet  of 
Barrett  Specification  Roofs. 
Why  did  they  choose  this  roof  ? 

1.  Because  it  would  last  without  leaking,  mainte- 
nance expense,  or  attention  of  any  kind,  for  up- 
wards of  twenty  years — that's  long  enough  to  go 
without  looking  at  a  roof  or  doing  anything  to  it ! 

2.  Because  among  roofs  of  such  permanence,  The 
Barrett  Specification  was  least  expensive  tobuild. 

3.  Because  it  cost  nothing  for  maintenance,  which  is 
the  cheapest  maintenance  anybody  could  ask  for. 

4.  Because  the  unit  cost,  i.e.,  the  cost  per  foot  per 
year  of  service,  was  so  far  below  that  of  any  rival 
that  on  the  figures  there  was  no  other  roof  to 
consider. 

5.  Because  it  takes  the  base  rate  of  fire  insurance. 


20-Year  Guaranty  Bond 

If  you  like,  The  Barrett  Company, 
Limited  will  guarantee  your  Barrett 
Specification  Roof  free  of  repairs  for 
twenty  years.  Tell  your  roofer  you 
want  the  Guaranty.  He  will  tell  us. 
We  will  inspect  the  work  and  the 
materials  during  construction  to  in- 
sure compliance  with  the  Specifica- 
tion. On  completion  we  will  issue 
to  you  our  20- Year  Guaranty  Bond 
with  a  well-known  surety  company. 
No  charge  for  the  Bond.  Our  lia- 
bility is  trifling  in  view  of  the  known 
fact  that  such  roofs  will  greatly  out- 
last the  guaranteed  period. 
The  20-Year  Guaranty  is  given  on  all  Bar- 
rett Specification  Roofs  of  fifty  squares 
and  over  in  all  towns  with  a  population  of 
25,000  and  over,  and  in  smaller  places 
where  our  Inspection  Service  is  available. 


A  copy  of  The  Barrett  20-Year  Specification,  with  roofing  diagrams,  sent  free  on  request. 


The  '^0gtf  Company 


MONTREAL 


TORONTO 


LIMITED 


WINNIPEG 


ST.  JOHN,  N.B. 


HALIFAX,  N.S. 


VANCOUVER 
SIDNEY,  N.S. 


120  JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Dominion  Bridge  Company,  Limited 

MONTREAL,  P.O. 


Coal  Handling  Conveyor — Designed  and  Built  by  Dominion  Bridge  Company,  Limited 


Engineers,  Manufacturers  and  Erectors  ot 

STEEL    STRUCTURES 

RAILWAY  and   HIGHWAY  BRIDGES,   BUILDINGS,   TURNTABLES,   ELECTRIC  and   HAND   POWER  TRAVELLING 

CRANES,    COAL  and  ORE  HANDLING   MACHINERY,    LIFT  LOCKS  and  HYDRAULIC 

REGULATING  GATES,  TRANSMISSION  POLES  and  TOWERS.- 

TANK   AND  PLATE  WORK  OF  EVERY   DESCRIPTION 

FORGINGS 


Gear  Cutting  and  General  Machine  Work 

MARINE    BOILERS    AND    ENGINES 


Head  Office  and  Works: 
LACHINE,  P.Q.  Canada. 


P.O.    Address:   Montreal,  P.Q.  Branch  Offices  and  Works: 

Cable  Address:  "DOMINION".  TORONTO,    OTTAWA,    WINNIPEG. 


Sales  Offices: 
MONTREAL,      TORONTO,      OTTAWA,     WINNIPEG,     EDMONTON,     REGINA,     VANCOUVER 


LARGE  STOCK  OF  STRUCTURAL  MATERIAL  AT  ALL  WORKS 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  121 


Insulating  Granular  Cork 
Invaluable  for  Refrigeration 


The  lightest  material   known    for   efficient  insulation 
and  consequent  saving  of  deadweight  tonnage. 


All    grades    guaranteed   not  to  exceed    6    lbs.    weight 

per  cubic  foot. 


CONTE    HERMANOS 

GIBRALTAR 


FACTORIES     IN     SPAIN 


LONDON  AGENTS : 

CONTE     BROTHERS 

41,  Crutched  Friars,  E.C.  3. 


122 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


U 


SCOTIA" 


STEEL  PRODUCTS 


Billets,  Blooms  and  Slabs. 

Heavy  Forgings. 

Car  Axles. 
Locomotive  Axles. 

Sheared  Plates  up  to 
48  in.    wide,  5-8"  thick 
Weight  up  to   1060  lbs. 

Merchant  Bars  in  Rounds, 
Squares,  Flats,  Ovals,  Half  Ovals 
Tires  and  Sleigh  Shoe. 


Sheet  Bars  up  to  15  in.  wide. 

Square  Twisted  Concrete 
Reinforcing  Bars. 

Agricultural  Shapes. 

Light  Rails 

Angle  and  Splice  Bars 

Tie  Plates. 

Track  Spikes  and  Bolts. 

Cold  Drawn  Shafting  and 
Machinery)  Steel. 


Fluid  Compressed  Steel  Forgings 


NOVA  SCOTIA  STEEL  &  COAL  CO.,  LTD. 

General  Sales  Office  Head  Office 

WINDSOR  HOTEL,  MONTREAL,  QUE.        NEW     GLASGOW,     NOVA     SCOTIA. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  123 


HYDROSTONE 


THE  HALIFAX  RELIEF  COMMISSION  HAVE  ADOPTED  THIS 
STONE  FOR  THE  RE-BUILDING  OF  THE  RESTRICTED  RESIDENTIAL 
PORTION  OF  DEVASTATED  HALIFAX,  MAKING  IT  A  FIRE-PROOF 
DISTRICT. 

THIS  STONE  WAS  ADOPTED  BY  THE  COMMISSION  ON  THE 
ADVICE  OF  THE  ARCHITECT  AFTER  AN  EXTENSIVE  STUDY  OF  NEW 
TOWN  SITES  IN  THE  UNITED  STATES. 

■ 

IF  YOUR  PRINCIPALS  ARE  COMTEMPLATING  TOWN  SITE  OR 
FACTORY  CONSTRUCTION  OR  BUILDINGS  OF  A  PERMANENT  NATURE 
LET  US  DISCUSS  THE  PROJECT  WITH  YOU  BEFORE  FINALLY  DECIDING 
YOUR   TYPE  OF   CONSTRUCTION. 


Nova  Scotia  Construction  Co. 

LIMITED 

ENGINEERS  and  CONTRACTORS 
159  UPPER  WATER  STREET,  HALIFAX,    N.  S. 


124  JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


THE    GENUINE 


CHECK 
VALVE 


BRASS 

OR 

IRON 


Always 
Ready^ 
for  Inspection 


Straightway 
Swinging 


For  Use  Upright 
or  Horizontally 


SCREWED   OR   FLANGED 

To  avoid  imitations  see  that  the  name  T.  McAVITY  &  SONS.,  appears  on  every  valve 

Manufactured  exclusively  by — 

T.  McAVITY  &  SONS,  Limited 

BRASS    AND    IRON    FOUNDERS 


ST.   JOHN,   N.B. 


MONTREAL 

T.  McA.  Stewart, 
157   St.  James  St. 


TORONTO 

Harvard  'I  urn  hull  &Co., 
207  Excelsior  Life  Bldg. 


LONDON,  England 


WINNIPEG 


DURBAN,  South  Africa 


VANCOUVER 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  125 


Bedford   Construction  Company 

Limited 

(FORMERLY  CAVICCHI  &  PAGANO) 

(P.  PAGANO,  Pres.  V.  J.  CAVICCHI,  Vice-Pres.  and  Gen 'I.  Mgr.  J.J.  HERBERT,  Sect.-Treas.) 


RAILROAD     CONTRACTORS 


NOW  OPERATING: 


Construction  of  Dry  Dock  &  Shipyards  at  Halifax,  N.S. 
Construction  of  Dry  Dock,  Shipyards  &  Breakwater  at 
Courtney  Bay,  East  St.  John,  N.B. 


OFFICES    AT 


HALIFAX,     N.S.     &     EAST     ST.     JOHN,     N.B 


COOK   CONSTRUCTION    CO.   Limited 

&  WHEATON  BROS. 


BUILDERS  OF 

HALIFAX     OCEAN 
TERMINALS    RAILWAY 


OFFICES 


Montreal,  Que. 
St.  Paul,  Minn. 
Sudbury,  Ont. 
Halifax,    N.S. 


TOWER    ROAD    BRIDGE) 
144  foot  span  over  cut  which  is  65  feet  deep.    Suspension  Bridge  also  shown. 


126  JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


GEO.  W.  SADLER 

GEO.  F.  HAWORTH 

WALTER  J.  SADLER 


ESTABLISHED    1876 


Cable  Address    *'  SADLER  " 
Western  Union  and   Private   Codes 


SADLER  &»  HAWORTH 


TANNERS  &  MANUFACTURERS  OF 


OAK    LEATHER    BELTING 

Lace  Leather,  Belt  Dressing,  Belt  Cement,  Belt  Fasteners 


C  ( 


LEATHER,  LIKE  GOLD,  HAS  NO  SUBSTITUTE." 


Factories  at  MONTREAL,  TORONTO. 

Branches:  ST.  JOHN,  N.B.,  CALGARY,  WINNIPEG,  VANCOUVER. 


TURNBULL  ELEVATORS 


FOR  EVERY  NEED— PASSENGER  AND 
FREIGHT  —  TO  MEET  USUAL  OR 
UNUSUAL  CONDITIONS  —  DESIGNS 
AND  ESTIMATES  SUBMITTED  UPON 
APPLICATION  —  OUR  KNOWLEDGE 
AND  EXPERIENCE  ARE  AT  YOUR 
SERVICE  ================ 


THE    TURNBULL    ELEVATOR    MFG.    CO'Y 

TORONTO,    CANADA 

MONTREAL  OFFICE— MAPPIN  &  WEBB  BUILDING,  VICTORIA  ST. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


127 


ACID  AND  BASIC  OPEN  HEARTH 

STEEL    CASTINGS 

FERRO-ALLOY  STEEL  CASTINGS 


MANGANESE  -  STEEL     TRACKWORK 


CANADIAN  STEEL  FOUNDRIES 

LIMITED 
Transportation  Building,  Montreal 


STEEL    PLATE    CONSTRUCTION 


I9R 

il 
■■ 

•I 

j 

■■■*  JtL  ■■ 

w 

Fuel  Oil  Storage  Installation  at  Dominion  Steel  Foundries  Ltd.,  Hamilton,  2  tanks  each  200,000  gallons  capacity, 

2  tanks  each  100,000  gallons  capacity. 

Tanks,  Penstocks,  Bins,  Hoppers,  Blast  Furnaces,  Stand  Pipes,  Water  Towers 
and  other  work  of  similar  character. 

Heavy  and  Light  Steel  Plate  Construction  Erected  Anywhere 

THE  TORONTO    IRON    WORKS,   L1MITED 

TORONTO 


Head    Office:    ROYAL    BANK    BUILDING 


Works:    CHERRY    STREET 


128 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


TheSPRACO  System 
for  Cooling  Condens- 
ing Water  costs  much 
less  to  install  and 
operate  than  cooling 
towers.  This  system 
consists  of  a  special 
grouping  of  Spraco 
Center-Jet  Nozzles 
through  which  the  hot 
water  is  sprayed  over 
a  pond  or  basin. 


Ontario  Representatives 

RUDEL-BELNAP      MCHY 

CO.,  LTD. 

26  Adelaide  St.,  West, 

TORONTO 


SPRACO 


COOLING    SYSTEMS 


SPRAY   ENGINEERING   COMPANY 


93  FEDERAL  ST., 


BOSTON,   MASS.   U.S.A. 


i^> 


Leading  manufactu- 
rers and  power  com- 
panies throughout 
America  and  foreign 
countries  use  the 
Spraco  System.  They 
prefer  it  to  all  other 
systems  because  of  its 
easily  demonstrable 
superiority.  Our  new 
Bulletin,  "The  Spraco 
System,"  makes  this 
clear.  Write  for  it. 


Quebec  Representatives 

RUDEL-BELNAP      MCHY 

CO.,  LTD. 

95  McGill  Street, 

MONTREAL 


1 


1 

^    ~^^r      ^O^^Sm 

300  H.P.  Silent  Chain  driving  a  No.  9H 
"ROOTS"  Blower. 

Note  great  economy  of  space  with  Chain  Drive, 
irrespective  of  the  CONTINUOUS  SAVING 
OF  POWER  due  to  the  High  Efficiency— 98.2%. 


JONES  &  GLASSCO 

(Reg'd.) 

ENGINEERS 
MONTREAL  and  TORONTO 

SPECIALISTS    IN 

Power  Transmission  Chains 

Canadian  Agents  for 

"  RENOLD  "  "  MORSE  " 


PATENT  SILENT 
and  BUSH  ROLLER 

CHAINS 


ROCKER  JOINT 

SILENT 

CHAINS 


Chain  Drives  from  l/i  HP  to  5000  HP  in  successful  operation 

Write  for  particulars  to 
Head  Office  Branch  Office 

St.  Nicholas  Building  1204   Traders  Bank   Bldg. 

MONTREAL  TORONTO 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


129 


WESTON  A.  C.  AMMETER 


WHY  NOT  HAVE  THE  BEST  ? 

It  is  an  acknowledged  fact  that  Weston  Electrical 
Instruments  (either  Switchboard  or  Portable  Type) 
provide  the  highest  standard  of  excellence  in 
Electrical  Measurement. 

Weston  Instruments  are  not  affected  by  tem- 
perature or  service  conditions  but  are  accurate  and 
reliable  under  most  severe  tests. 

Weston  Instruments  are  standard  equipment 
on  Northern  Electric  Switchboards. 

Our  nearest  house  will  gladly  furnish  information 
regarding  switchboards,  instruments  or  electrical 
equiment  of  any  kind. 


Northern  Electric  Company 


MONTREAL 

HALIFAX 

OTTAWA 


LIMITED 

TORONTO 

LONDON 

WINNIPEG 


REGINA 

CALGARY 

VANCOUVER 


ST.GAMICU*  ",,C4i,%     ifi, 

I  ST  PAULIN  »— T— \m&-^Mr~^  ■ ' 


id.de>  akges 


QUEBEC 


Manufacturers  find 
their  power  costs 
much  reduced  when 

Shawinigan  Power 

supplants  steam 
power.      •  .  •     •  .  • 


BROUOHTON 


EAST  ANGUS 


THE  SHAWINIGAN  WATER  &  POWER  COMPANY 


POWER  BUILDING,  MONTREAL 


130 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Below  is  a  list  of  valves  and  fittings  used  in   connection   with 
first-class  working  order  offered  to  you  subject  to  prior 

The  following  suitable  for  1,500  lbs.   working   hydraulic  pressure: — 

3 — 4"  flanged,  By-pass  Valves,  steel  body  (R.D.  wood). 
7 — 3"  flanged,  By-pass  Valves,  steel  body  (R.D.  wood). 
5 — 3W  flanged,   By-pass  Valves,  steel  body   (Dean  and 

Steam  Pump  Co.). 
3 — 3"  screwed  ends,   By-pass  Valves,   brass  body    (R.D. 

wood). 
7 — 33^"  flanged  ends,  Shock  Relief  Valves,  steel  body  (R.D. 

wood). 
5 — 3H"  screwed  ends,   Check  Valves,   steel  body    (R.D. 

wood). 

8—3"  screwed  ends,  Check  Valves,  steel  body  (R.D.  wood). 

4 — 4"  flanged  ends,  Check  Valves,  steel  body  (R.D.  wood). 

3 — 3"  screwed  ends,  Check  Valves,  brass  body  (R.D.  wood). 

12 — 4"  flanged  ends,  Balance  Stop  Valves,  steel  body  (R.D. 

wood). 
2 — 6"  flanged  ends,  Balance  Stop  Valves,  steel  body  (R.D. 

wood). 
6 — ZlA" flanged  ends,  Balance  Stop  Valves,  steel  body  (R.D. 

wood). 
20 — 3"  screwed  ends,  Balance  Stop  Valves,  brass  body  (R.D. 

wood). 
2 — 3K"  screwed  ends,  Balance  Stop  Valves,  brass  body  (R.D. 

wood). 
5 — 2"  screwed  ends,  Balance  Stop  Valves,  brass  body  (R.D. 

wood). 
1 — 6"  flanged  ends,  Balance  Stop  Valves,  steel  body,  NEW 

(R.D.  wood). 

Cast  Iron/Cast  Steel  and  Steel  Forging  Elbows,  Tees  and 


pumps,  accumulators   and   shell   presses,  all  of   which  are  in 
sale. 

The  following  suitable  for  250  lbs.  working  water  pressure: — 

6 — 4"  Pratt   &  Cady,  screwed  ends,   Horizontal  Flapper 

Check  Valves,  iron  body. 
2 — 4"  Pratt    &  Cady,  flanged  ends,   Horizontal  Flapper 

Check  Valves,  iron  body. 
3 — 5"  Jenkins,  flanged  ends,  inside  screw,  Gate  Valves,  iron 

body. 
3 — 4"  Jenkins,  flanged  ends,  inside  screw,  Gate  Valves,  iron 

body. 
2 — 5"  Crane  Co.,  flanged  ends,  inside  screw,  Gate  Valves, 

iron  body. 
4 — 4"  Crane  Co.,  flanged  ends,  inside  screw,  Gate  Valves, 

iron  body. 
7 — ZlA"  Crane  Co.,  flanged  ends,  inside  screw,  Gate  Valves, 

iron  body. 
3 — 3J^"  Jenkins,  flanged  ends,  inside  screw,  Gate  Valves, 

i,ron  body. 
The  following  suitable  for  125  lbs.  working  water  pressure: 
ft — -5"  Pratt  &  Cady,  screwed  ends,  inside  screw  Gate  Valve, 

iron  body. 
1—5"  Pratt  &  Cady,  flanged  ends,  inside  screw,  Gate  Valve, 

iron  body. 
2 — 5"  Jenkins,  screwed  ends,  outside  screw,  Gate  Valves, 

iron  body. 
5—4"  Crane  Co.,  screwed  ends,  outside  screw,  Globe  Valves, 

iron  body. 
8 — 4"  Kennedy,  screwed  ends,  inside  screw,  Gate  Valve, 

iron  body. 
Flanges,  suitable  for  water  pressures  125,  250  and  1,500  lbs. 


CANADA  FOUNDRIES  and  FORGINGS.  Limited  (Canada  Forge  Plant) 


WELLAND,    ONTARIO 


REINFORCED    CONCRETE    LINING    OF 
CONNAUGHT    TUNNEL     ROGERS    PASS.    GLACIER     B.C. 


The  double-tracked  Con- 
naught  Tunnel  at  Glacier  is 
the  largest  tunnel  in  North 
America.  From  portal  to  por- 
tal it  measures  five  miles. 

The  work  being  done,  that  of 
reinforcing  with  concrete,  is 
being  carried  out  with  no 
obstruction  to  traffic,  trains 
passing  and  repassing  through 
on  their  way  to  and  from  the 
coast  while  the  many  workmen 
proceed  with  their  work. 

-By:- 


CARTER-HALLS-ALDINGER  Co.,  Limited 

TNGINEERS    &,    BUILDERS  WINNIPEG 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


131 


DEVOE  DISCONNECTING  SWITCHES 

FRONT  AND  BACK  CONNECTION  SINGLE  POLE 

Simple  in  design,  substantially  made,  neat  in  appearance,  mo 
derately  priced.  Current  carrying  parts  on  these  types  mounted 
on  Porcelain  Insulators,  whole  being  supported  on  iron  base. 
Capacity,  100,  300  and  600  amp.;  0,600  to  33,000  volts. 


\sr  ursmt**'** 


Type  "A"  Front  Connections 

Our  line  includes  also  :  Generator  Switchboards  —  Distributing 
Switchboards  —  Switchboard  Fittings  —  Power  Panels  —  Distri- 
buting Panels  —  Lighting  Panels  —  Metering  Panels  —  Switches 
of  all  kinds,  etc. 


Type  "B"  Back  Connections 


Write  for  Nezv  Catalog  No.  8  showing  Prices  and  our  complete  Line 

The  DEVOE  ELECTRIC   SWITCH  CO. 


FACTORY : 

161  St.  Maurice  St. 


MONTREAL 


OFFICE : 

414  Notre  Dame  St.  West 


Steam   Road   Rollers 

At  a  recent  convention  of  the  Ontario  Good  Roads 
Association,  the  Road  Superintendent  of  Wentworth 
County  made  this  statement : 

"  The  Waterous  Roller  last  year  ran  for  202 
days  of  ten  hours  each,  and  76  nights  of  twelve 
hours  each,  and  cost  $189.00  for  repairs. 
(This  is  practically  all  the  cost  for  repairs 
this  roller  has  incurred  since  it  was 
bought,  and  it  has  run  for  five  seasons.)  " 

"The Roller  was  in  operation  129 

days   of  ten  hours  each,  and  18  nights  of 
twelve  hours  each  and  cost  for  repairs  $197.00. 
(This  roller  has  been  in  operation  four  seasons) ". 
These  figures  speak  for  themselves.    Taking  them  as  an 
average,  in  five  years  the  Waterous  Roller  not  only  does 
250%  more  work,  but  does  it  at  a  maintenance  cost 
23%  less  than  the  competitive  roller. 


OVER  300 
IN  USE  IN  CANADA 


BRANTFORD.  ONTARIO.CANADA 


132 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Gurney  Ball  Bearings  properly  mounted  will 
carry  enormous  loads,  will  eliminate  hot 
boxes  and  the  necessity  for  frequent  lubri- 
cation, and  will  reduce  the  friction  in  the 
bearings  to  an  unavoidable  insignificant 
minimum. 

Our  Engineering  Service  Department  selects 
types  and  sizes  of  Gurney  Bearings,  and 
designs  mountings  to  fit  the  requirements 
of  customers. 

We  have  supplied  bearings  for  many  kinds  of 
machinery,  including  grinder  spindles 
running  at  40,000  r.  p.  m.,  drills,  lathes, 
electric  motors,  centrifugal  pumps,  worm 
drives  for  various  purposes,  electric  railway 
car  axles,  mining  locomotives,  automobile 
trucks  and  tractors. 

Remarkably  successful  results  have  been  ob- 
tained in  these  applications,  and  we  gua- 
rantee satisfactory  operation  of  bearings 
mounted  according  to  the  recommend- 
ations of  our  Engineers. 


WRITE     FOR     CATALOG 


GURNEY    BALL    BEARING   COMPANY 

Conrad  Patent    Licensee 
JAMESTOWN  -  -  N.Y. 

380 


eilRKEY 


"Cast  Iron  Pipe  has  the  greatest  resistance  to  corrosion. 
It  is  by  far  the  most  economical  in  results." 


WE  MANUFACTURE 


BELL  and   SPIGOT  and 

FLANGED  CAST  IRON   PIPE, 

SPECIALS  and  CASTINGS 

of  all  kinds 

CAR  WHEELS 


INQUIRIES    SOLICITED 


Canada  Iron  Foundries,  Limited 

Head  Office,  MONTREAL 

Works    at:    Fort   William,    Ont.,    St.   Thomas,  Ont., 
Hamilton,  Ont.,  Three  Rivers,  P.O. 


jWamtofaa  prtbge 

OF   QUALITY 


PRODUCTS 

Backed 

EFFICIENT 

STEEL  STRUCTURES 

B  U  I  L  D  I  N  G  S— Offices, 

Warehouses  and  Industrial 

plants,  etc. 
BRIDGES—  Railway, 

Highway,      Swing      and 

Bascule,  etc. 
CRANES  —  Electric    and 

Hand  Power,  Travelling, 

TOWERS— Transmission    Poles    and 
Towers,  etc. 

Plate  and  Tank  Construction 

PLATE  WORK— All  kinds,  Boilers  and 

Riveted  Pipe. 
STEEL   TANKS  — All    kinds;    Water 
Supply    Tanks    and    Towers,    Steel 
Stand    Pipes,     Smoke   Stacks,    Pen- 
stocks, Bin3  and  Hoppers,  etc. 
Forgings 
Elevator    and    Power  Transmission 

Machinery,    Upset    Rods 
Recent   installation  of   Hydraulic   Up- 
setting Equipment  capable  of  Upsetting 
rods  up  to  4  in.  diameter. 
Equipment 
MINING  EQUIPMENT  —  Mine  Cars. 
Buckets,  Melting  Pots,  Screens,  Coal 
and  Coke-handling  equipment,  etc. 
RAILWAY  EQUIPMENT-Turntables, 
Frogs  and  Switches,  Snow  Plows,  etc. 
Reinforcing   Steels 
Plain  Rounds,  Square  and  Twisted,  bent 
to  specifications  for  Beams,  Stirrups,  etc. 


by 

SE  R  V  I 


G  E 


Shipbuilding 
Ships'    Bolts   and    Spikes, 
Plain     and     Galvanized, 
General  Forgings,  Tanks, 
Tail    Shafts,    Propellora, 
Fastenings,  etc. 
Contractors^Supplles 
Castings]! 
Grey  Iron,  Semi -steel  and 
_»,      Chilled  and  Electric  Steel. 

Miscellaneous 

Equipment  for  Rolling  Mills,  Pulp  and 
Paper  Mills,  Oil  Refineries,  Saw  Mills, 
Packing  Houses,  Stables,  Jails.  Tank 
and  Silo  Rods  and  Lugs,  Galvanized 
Pump  Rods,  Survey  Stakes,  etc.,  etc. 
Ornamental  Iron  Work,  Fire  Escapes, 
etc.  Bolts,  Nuts,  Washers,  Spikes, 
Rivets,  etc.  Pole  Line  Hardware,  Plain 
and  Galvanized.  Pole  Saw  Frames; 
Cordwood  Saw  Frames;  Saw  Mandrels; 
Pump  Jacks,  Single  and  Double 
Gear. 

Galvanizing  Plant 

Road  Building  and  Earth 

Handling  Equipment 

Cast  Iron  Culvert  Pipe,  Gravel  Screen- 
ing Plants,  Road  Drags  and  Levellers 
Steel  Drag  Scrapers,  Reinforcing  Steel 
for  Concrete  Work,  Highway  Bridges, 
Catch  Basin,  Covers,  Sewer  Manhole 
Covers,  etc.,  etc. 


-  iron  OTorfes  Htmiteu 


WINNIPEG 


CANADA 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


133 


The  GOLDIE  &  McCULLOCH  Co.  Limited 

Builders  of  Horizontal  and  Vertical  Stationary  Steam  Engines,   Marines  Engines, — Steam  Turbines, — Return  Tubular  and 

Water  Tube  Boilers, — Vertical  Marine  Pumps, — Horizontal  Reciprocating  Feed  Pumps, — REES  RoTURBo 

Patent  Pressure  Chamber  Centrifugal  Pumps  and  Air  Pumps. 

Jet  and  Surface  Condensers, — REES  RoTURBo  and  "CONTRA-FLO"  Condensers. 
Heaters,  —  Tanks,  —  Stacks,  —  Special    Plate    Work,  —  SAFES    and    VAULTS. 


Catalogues,    Photographs   and   detailed    information  gladly  supplied  on  request. 


Head     Office     and     Works: 


TORONTO  OFFICE: 
Suite  1101-2, 
Bank  of  Hamilton  Bld'g. 


WESTERN  BRANCH: 

248  McDermott  Ave., 

Winnipeg,  Man. 


GALT,     ONT.,      CANADA 

QUEBEC  AGENTS  BRITISH  COLUMBIA  AGENTS: 

Ross  &  Greig,  Robt.  Hamilton  &  Co., 

400  St.  James  St.,  Montreal,  Que.  Vancouver,  B.C. 


Dunfield  &  Co.  Ltd. 

EXPORTERS  AND  DEALERS  IN  ALL  KINDS  OF 

LUMBER 

AND   INSURANCE   BROKERS 


Dealers  in  all  kinds  of  rough  and 
dressed  lumber.  Shipments  made  by 
rail  in  carload  lots  from  Nova  Scotia 
and  New  Brunswick.  Special  attention 
given  to  dimension  stock  for  construc- 
tion work. 


OFFICES : 

8  Prince  St.,  Halifax,  N.S. 
8  Market  Square,  St.  John,  N.B. 


A^    Apex  Walloon 
MzA,  Welding  Wire 

The  highest  quality  welding  wire  made 

Low  melting  point. 
Free  from  lime  or  slag. 
High  Tensile  strength. 
Every  Rod  perfectly  sound. 
Always  uniform. 

Not  the  lowest  in  price,  but  the  highest  in  quality. 

Prices  :  1/16"  and  3/32".  .  .24      cts.  per  lb. 

y8"  and  5/32".  .  .19y2  cts.  per  lb. 

3/16"  and  larger.  .  .17^  cts.  per  lb. 

Intermediate  sizes  next  higher  price. 

Delivery  f.  o.  b.  New  York. 

Complete  stock  all  sizes  and  lengths. 

Apex  Steel  Corp.  SSKftfe 

Warehouse,  Brooklyn,  N.Y. 


Canadian 
Representatives: 


Richard  James  &  Co.  Reg'd  K^cSa 

Telephone  Main  4860 


Hydraulic  Turbine  Plants 
Water  Works  Pumps 

Pumps  for  Cold  Storage  Plants 
"  Improved  "  Stock  Pumps 
Acid  &  Lime  Water  Pumps 

Boving  Hydraulic  &  Engineering  uEf 

LINDSAY,   ONT. 


134  JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


NATIONAL  IRON  CORPORATION,  Limited 

Head  Office,  Works  and  Docks -.—TORONTO 


C^IPffitll^ IWE 


Every  size  for  Water,  Gas,  Culvert  or  Sewer,  Carried  in  Stock  at 
Lake  or  Rail  Shipments  TORONTO,  PORT  ARTHUR  and  MONTREAL 


GemlnneI/Oak, 


mad;e  i;n 

CANADA 


FROM 
BRITISH  STOCK 


"GENUINE    OAK 


LEATHER     44 
BELTING 


DK 


J}     B  A  L  A  T  A 
BELTING 


Guaranteed  to  give  Satisfaction 


D.K.  McLAREN  Limited 

MONTREAL       TORONTO       ST.  JOHN      VANCOUVER 
FULL   STOCK    IN   EACH  CITY 


STRUCTURAL  STEEL 

AND    PLATE    WORK 

FOR 

Steel  Plants,  Ore  and  Coal  Mines  and   Quarries 

Blast  [Furnaces 

>  I  and  Stoves^ 

'Gas  Producer  t 

Shells  and  Mains 

1  LShipping^Piers 
and  Chutes 

1            «^^|                        ^BMhAi 

Buggies  and 

Cages 

Conveyors  and 

Storage  Bins 

Transmission 
Towers 

Smoke  Stacks 
Air  Receivers 

Tanks  and  Bins 

-      i. 

Elevator  Buckets 
and  Chutes 

t«i  B  *' 

Riveted  Pipe 
and  Penstocks 

Sjji_^jBBo»  ^••'^l 

Water  Towers 
and  Tanks 

T 

HE  MARITIME  BRI06E  GOMP 

ANY,  LIMITED 

New  Glasgow,  Nova  Scotia 

OVER-WAY    CARRIER    SYSTEMS 


BEST 

I  N  T  H  E 
WORLD 


BULLDOG  STEEL 
JOIST  HANGERS 

They  nevcrlet  go !  Stronger  than 
malleable.  All  sizes  and  styles 
for  all  kinds  of  work.  Save 
space  and  time  in  erection.    :    : 


Copy  of  160- 
page  catalog 
showing  very 
complete  line 

of  Door  Hangers,  Fire  Doors,  Garage  Hardware.    Our  Carrier  Systems 
and  kindred  material  on  request. 

RICHARDS  -  WILCOX    CANADIAN    CO.   LTD. 


LONDON 


MONTREAL 


"R-W" 

TROLLEYS 

are  best 

for  all 

Sliding 

Doors. 


Specified  by  loading  architects  and 
engineers  throughout  Canada  and  the 
United  States.  "A  hanger  for  any  door 
that  slides". 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA  135 


y 

v    Ik 

i3 

■  v-;- 

-     "tt— 

STRUCTURAL 

STEEL  and 
STEEL    PLATE 
WORK  ""-" 

OF 
EVERY  DESCRIPTION 

jH/ 

PhH^*^\7^ 

FABRICATION 

and 

ERECTION     OF 

BRIDGES 

A 
SPECIALTY 

_ 

~  T#(-r 

V 

;miiiiii8IS 

MacKINNON  STEI 

EL  CO. 

LIMITED, 

SHERBROOKE,  Que. 

REINFORCING  STEEL 

HUM 


Superior  quality  in  all  sizes  in  ROUNDS, 
SQUARES    and    SQUARE    TWISTED 


IMMEDIATE  SHIPMENT  FROM  STOCK 

THE  MANITOBA  ROLLING  MILLS  Limited 

SELKIRK,  MAN. 

+ 

THE  MANITOBA  STEEL  AND  IRON  GO.  Limited 

General  Sales  Agents.  -  WINNIPEG,  Man. 


B.  J.  Coghlin  Co.  Limited 

MANUFACTURERS  OF  ALL  KINDS 

SPRINGS 


OFFICE  and  WORK: 


J  Ontario  St.  East 

I    DARLING  and  DAVIDSON 

MONTREAL 


MILTON  HERSEY  COMPANY  Ltd. 

INDUSTRIAL  CHEMISTS,  ENGINEERS  &  INSPECTORS 

MONTREAL  WINNIPEG 

Analyses  and  Tests  of  all  Materials  Including  Steel,  Brass,  Coal,  Oils, 
Water,  Ores,  Sands  Cement. 

Specialists   for  Industrial   Chemical   Problems,  Cement  and  Asphalt 
Construction  Work,  Steel  Inspection  and  Water  Supply. 

"The  Largest  and  Best  Equipped  Commercial  Laboratories  in  Canada" 
ESTABLISHED  27  YEARS 


FETHERSTONHAUGH  &  CO.  PATENT  SOLICITORS 

The  old  established  firm.    Patents  and  Trade  Marks  Everywhere. 

Head  Office:  Royal  Bank  Bldg.,  Toronto 
Ottawa  Office:  5  Elgin  St. 

Offices  throughout  Canada.  Booklet  free. 


JAMES,  LOUDON    &   HERTZBERG,    Ltd. 

CONSULTING  ENGINEERS 


36  Toronto  Street 


TORONTO,  CAN. 


Water  Supply  and  Purification;  Sewerage  Systems;  Municipal  and  Trade  Waste 

Disposal  Plants;  Incinerators;  Pavements;  Bridges  and    Structural  work, 

including  Reinforced   Concrete  and  Architectural  Engineering. 


136 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Robert  W.  Hunt 
President 


Charles  Warnock 
Gen'I  Mgr.  &  Treas, 


Robert  W.  Hunt  &  Co. 

Limited 

CONSULTING  and  INSPECTING  ENGINEERS, 
CHEMISTS  and  METALLURGISTS 

Expert  inspection  and  tests  of  all  structural  materials  and  mechanical 
equipment. 

REPORTS  ON  PROPERTIES  AND  PROCESSES 

Head  Office  and  Laboratories:    McGILL  BUILDING,  MONTREAL 

Branches:  Toronto  Vancouver  London,  England 


LOOK  FOR  THE 

"R  SHIELD" 
WATERMARK 


Like  the  sterling 
mark  in  silver,  the 
Karat  mark  in  gold 
so  the  Watermark 
in  paper. 


Bond,  Writing  and  Ledger   Papers 

containing  the  "R  shield"  watermark  are  backed  by  our 
reputation.  Insist  on  this  Watermark  and  you  get  quality. 


THE  ROLLAND  PAPER  CO.,  Limited 

MONTREAL 


J.  M.  ROBERTSON 

LIMITED 

Consulting  Mechanical  and 

Electrical  Engineer 


625  Corlstlne  BuUdlng 


MONTREAL 


Arthur  Surveyor,  C.E.   R.  DeL.  French,  C.E. 

ARTHUR  SURVEYER  &  CO. 

Consulting  Engineers 
274  Beaver  Hall  Hill  MONTREAL 


A.M.E.I.C. 


Abs.  A.I.E.E. 


DeGASPE  BEAUBIEN 

B.Sc. 

Consulting  Engineer 

Tel.  M.  8240 

28  Royal  insurance  Building,         MONTREAL 


CHIPMAN  &  POWER 

Civil  Engineers 
TORONTO       WINNIPEG 

WILLIS  CHIPMAN  GEO.  H.  POWER 


DOMINION  ENGINEERING 

AND  INSPECTION  COMPANY 
Testing  Engineers  and  Chemists 

Mill,  shop,  field  inspections  of  bridges  and  structural 

steel  work.  Iron  and  steel  pipe. 

Tenting  of  cement  and  metals. 

Industrial  Chemistry.         Metallurgy  a  Specialty. 

320  Lagauchetiere  St.  W.,  Montreal,  Que. 

Branches:  Winnipeg  and  Toronto 


James  Ewino,  E.  S.  M.  Lovelace,  B.A.Sc, 

M.E.I.C.  M.E.I.C. 

Altheod  Tremblat,  A.M.E.I.C. 
Mem.  Board  of  Directors  Q.L.S. 

EWING,  LOVELACE  &TREMBL AY 
Civil  Engineers  and  Land  Surveyors 

Surveys,  Plans,  Maps,  Estimates  and  Reports,  Rail- 
way   Location,  Bd.  of  Ry.  Commission    Plans, 
Power  and  Industrial  Sites,  Municipal  Work, 
Town  Planning,  Subdivisions. 
BIRKS'  BUILDING,     14  PHILLIPS  SQUARE, 
Tel.  Upt.  1100  MONTREAL 


Walter  J.  Francis,  C.E. 
M.E.I.C. 
M.Am.Soc.C.E., 
M.Inst.C.E. 


F.  B.  Brown,  M.So., 
M.E.I.C. 
Mem.Am.Soc.M.E., 

Mem. A.I.E.E. 


Walter  J,  Francis  &  Company 

Consulting  Engineers 

Head  Office:  260  St.  James  St.,  Montreal 

Cable  Address:  "WALfRAN,  Montreal."  W.U.Code 
Long  Distance  Telephone:  Main  5843. 


R.  S.  &  W.  S.  LEA 

Consulting  Engineers 

Water   Supply,    Sewerage   and    Drainage:    Water 
Purification:  Disposal  of  Sewage  and  Refuse; 
Water  Power  Developments  and  Power 
Plants.    Reports,  Designs,  Super- 
vision of  Construction. 
New  Blrks  Building,  Telephone, 

MONTREAL,  QUE.  UPTOWN  783. 


M.E.I.C. 


Mem.  Inst.  Civil  Engrs. 
Mem.  Am.  Soc.  C.E. 


RUDOLPH  HERING,  D.Sc. 

Consulting  Engineer 
Water  Supply,  Sewage  and  Refuse  Disposal 

170  Broadway,  New  York,  N.Y. 


209  Beaver  Hall  Hill 
MONTREAL 


Phone 
UPTOWN  5624 


MONTREAL  BLUE  PRINT  CO. 

Photo  reductions  from  Plans,  Blue  Prints, 
Etc.,  Etc. 

BLUE    PRINTING  IN  ALL  ITS  BRANCHES, 
DRAUGHTING,  ETC. 


GEO.   K.   MCDOUGALL,    B.Sc, 

CONSULTING   ELECTRICAL 
ENGINEER 

Illuminating    Engineering,    Industrial    Elec- 
trical Installations,  High  Tension 
Power  Transmission,  etc. 


Drummond  Building, 
MONTREAL 


Telephone: 
Uptown  823. 


RESEARCH     BUREAU 

REPORTS  BY  EXPERTS  ON  SCIENTIFIC. 

TECHNICAL  AND   INDUSTRIAL 

DEVELOPMENT. 

SPECIAL  RESEARCHES  ARRANGED. 

PATENTS,    TRADE    MARKS,    ETC. 


hanbury  a.  budden 

812  Drummond    Bldg.. 

Montreal 


Cable  Address 
"Brevet" 


A.  B. 
SEE 

MONTREAL 


ELECTRIC 
ELEVATOR 
COMPANY 

OF  CANADA 
LIMITED 

—    TORONTO 


IPROMPTLY  SECUREDI 

In  all  countries.   Ask  for  our  INVEN- 
TOR'S ADVISER.which  will  be  sent  free. 
MARION  &  MARION, 
364   University  St.,    Montreal. 


JOHN  S.  METCALF  CO.,  Limited 

Designing  and  Constructing  Engineerb 

GRAIN     ELEVATORS 

Wharves  and  Power  Plants 

54  St.  Francois  Xavier  Street,  Montreal,  Que. 

108  South  La  Salle  Street,  Chicago,  111. 

36  Southampton  St.,  Strand,  London,  W.C.,  Eng. 

395  Collins  St.,  Melbourne,  Australia 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA  137 


When  tke  ^ir  Stopped 

thousands  oC  Solid  Snaps 

became 


~But  Every 


Johansson  Snap  Gade 

remains  useful . 

The  SWEDISH  GAGE  COMPANY,  INC. 


10  CATHCART  STREET, 
MONTREAL 


138 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


INDEX   TO    ADVERTISERS 


PAGE 

A.  B.  See  Electric  Elevator  Co 136 

Apex  Steel  Corporation 4,  133 

The  Barrett  Co 119 

DeGaspe  Beaubien 136 

Hanbury  A.  Budden 136 

Bedford  Construction  Company 125 

John  Bertram  &  Sons,  Limited 3 

Boving,  Hydraulic  &  Engineering  Co 133 

Canada  Cement  Co.,  Limited 8 

Canada  Foundry  &  Forgings  Ltd 130 

Canada  Iron  Foundries,  Limited 132 

Canadian  Fairbanks-Morse  Co.,  Limited 10 

Canadian  Ingersoll-Rand  Co.,  Limited 7 

Canadian  Steel  Foundries,  Limited 127 

Carter-Halls-Aldinger 130 

Chipman  &  Power 136 

B.  J.  Coghlin  Co.,  Limited 135 

Conte  Hermanos 121 

Cook  Construction  Co.,  Limited  &  Wheat  on  Bros 125 

Devoe  Electric  Switch  Co 131 

Dominion  Bridge  Co.,  Limited 120 

Dominion  Copper  Products  Co.,  Limited      (Inside  Back  Cover) 

Dominion  Engineering  and  Inspection  Company 136 

Dominion  Iron  &  Steel  Co.,  Limited  (Outside  Back  Cover) 

Dunfield  &  Co 133 

Ewing,  Lovelace  &  Tremblay 136 

Fetherstonhaugh  &  Co 135 

Walter  J.  Francis  &  Company 136 

The  Goldie  &  McCulloch  Co.,  Limited 133 

Gurney  Ball  Bearing  Co 132 

Rudolph  Hering,  D.Sc 136 

Milton  Hersey  Company,  Limited 135 

R.  W.  Hunt  &  Co 136 

James,  Loudon  &  Hertzberg,  Limited 135 


PAGE 

Jenkins  Bros.  Limited 138 

Jones  &  Glassco  (Inc.) 128 

R.  S.  &  W.  S.  Lea 136 

Ludlum  Steel  Company 5 

MacKinnon  Steel  Co.,  Limited 135 

Main  Belting  Company 138 

Manitoba  Bridge  and  Iron  Works  Limited 132 

The  Manitoba  Steel  and  Iron  Co.,  Limited 135 

Marion  &  Marion 136 

The  Maritime  Bridge  Company,  Limited 134 

T.  McAvity  &  Sons,  Limited 124 

Geo.  K.  McDougall,  B.Sc 136 

John  S.  Metcalf  Co.,  Limited 136 

D.  K.  McLaren,  Limited 134 

Modern  Printing  Co (Inside  Back  Cover) 

Montreal  Blue  Print  Co 136 

T.  A.  Morrison  &  Co 138 

National  Iron  Corporation 134 

Northern  Electric  Company,  Limited 129 

Nova  Scotia  Construction  Co.,  Limited 123 

Nova  Scotia  Steel  &  Coal  Co.,  Ltd 122 

Pratt  &  Whitney  Co.,  Limited (Inside  Front  Cover) 

Richards  Wilcox  Canadian  Co 134 

J.  M.  Robertson  Ltd 136 

Rolland  Paper  Co.,  Limited 136 

Sadler  &  Haworth 126 

The  Shawinigan  Water  &  Power  Company 129 

Spray  Engineering  Co 123 

Arthur  Surveyer  &  Co 136 

The  Swedish  Gage  Company 6,  137 

Toronto  Iron  Works 127 

Turnbull  Elevator  Mfg.  Co 126 

Waterous  Engine  Works  Co 131 

Yarrows  Limited 138 


JENKINS  BROS.  LIMITED 


HEAD    OFFICE  AND  WORKS 

103  St.  Remi  Street, 
MONTREAL,  P.Q. 

CANADA 


EUROPEAN    BRANCH 

6  Great  Queen  St., 
Kingsway, 

LONDON,  W.C.  2 

ENGLAND 


Manufacturers  of  JENKINS  BROS'  VALVES, 

Packing  and  other  Mechanical  Rubber  Goods 


ANACONDA  for 
CONVEYORS 


Heat,  acid  and  waterproof 
LEVIATHAN    FOR   TRANSMISSION 

Main  Belting  Company 

OF    CANADA    LIMITED 

10  St.  Peter  St.  MONTREAL 


YARROWS   LIS 

Associated  with  YARROW  &  Co.,  Glasgow. 

SHIPBUILDERS,  ENGINEERS, 

SHIP  REPAIRERS, 

IRON  &  BRASS  FOUNDERS 

MARINE  RAILWAY,  3000  TONS  D.W.  CAPACITY. 

ESQUIMALT    DRY    DOCK,    480    FT.    X    65    FT. 

Modern  facilities  for  quick  despatch  of  ship  repair  work. 

Address:  P.O.   Box   1595,    VICTORIA,    B.C.,    CANADA. 


"  MICHIGAN" 
WOOD       STAVE 
P  ]FE 

for    Waterworks,    etc. 

T.  A.  MORRISON  &  CO. 

(MORRISON  QUARRY  CO.— R.  F.  DYKES,  SuPT.) 

204  ST.  JAMES  STREET,     MONTREAL 


Dominion  Copper  Products 
Company,  Limited 

MANUFACTURERS   OF 

COPPER    AND    BRASS 

SEAMLESS  TUBES,   SHEETS  AND   STRIPS  IN   ALL  COMMERCIAL   SIZES 


Office  and  Works:  LACHINE,  P.Q.,  Canada. 
P.O.  Address:  MONTREAL,  P.Q.  Cable  Address:  "DOMINION" 


TAi's  Journal  is  printed  by 


W? 


I 


c7WODERN 
PRINTING 

Company 

MONTREAL'S       HlGH       GRADE       PRINTERS 

QUALITY      -       SERVICE       -      SATISFACTION 

ASK  FOR  OUR  PRICES  BEFORE  PLACING  YOUR  ORDERS  FOR  PRINTING 
39  DOWD  STREET  MONTREAL  TEL.  MAIN  112 


iCcaoBOBOPoaaooooocCTooc 


DOMINION  IRON  S  STEEL  CO.  Limited 

Head  Offices  and  Works :    SYDNEY,  N.S. 


^MANUFACTURERS     OF' 

PIG  IRON,  Basic  and  Foundry  Grades. 

BASIC  OPEN  HEARTH  STEEL, 
BLOOMS, 

BILLETS  and  SLABS. 

STEEL  RAILS — All  sections  up  to  and  including  100  lbs.  per 
Lineal  Yard. 


STEEL  BARS — Rounds,  Flats,  Squares,  Reinforcements  Bars, 
Plain  or  Twisted. 


WIRE  RODS— All  qualities,  in  Gauges  No.  5  to  JJ". 


WIRE — Plain,    Annealed,    Galvanized,     Coil     Spring,     and 
Barbed  Fence. 


WIRE  NAILS— All  Standard  and  Special  Patterns. 


AMMONIUM  SULPHATE 
SULPHURIC      ACID 


BENZOL, 


TOLUOL, 


SOLVENT  NAPHTHA 


SYDNEY,  N.S. 


SALES    OFFICES 

1 12  St.  James  St.  MONTREAL,  P.Q. 


^^rT''^""^r~^'",'l~w^l,''ll^,'^,^^ 


THE  JOURNAL  OF 
THE  ENGINEERING  INSTITUTE 

OF  CANADA 


TO  FACILITATE  THE  ACQUIREMENT  AND  INTERCHANGE 
OF  PROFESSIONAL  KNOWLEDGE  AMONG  ITS  MEMBERS. 
TO  PROMOTE  THEIR  PROFESSIONAL  INTERESTS.  TO 
ENCOURAGE  ORIGINAL  RESEARCH.  TO  DEVELOP  AND 
MAINTAIN  HIGH  STANDARDS  IN  THE  ENGINEERING 
PROFESSION  AND  TO  ENHANCE  THE  USEFULNESS 
OF  THE  PROFESSION  TO   THE  PUBLIC' 


' 


APRIL   1919 


PUBLISHED  MONTHLY  BY  THE  ENGINEERING  INSTITUTE  OF  CANADA, 

AT  176  MANSFIELD  STREET,  MONTREAL 

U  II  No.  4 


SMALL  TOOLS 


P.  &  W.  Adjustable 
BLADE   REAMERS 


These  reamers  have  eccentric  relief 
and  can  be  set  to  size  without  regrinding. 
They  are  unexcelled  for  design  and 
simplicity  and  ease  of  adjustment. 
The  eccentrically  relieved  blades  are 
stronger  than  others,  do  not  chatter, 
and  produce  a  smoother  hole.  The 
hand,  shell  and  fluted  chucking  reamers 
have  interchangeable  nuts,  screws  and 
wrenches.  The  bottom  of  a  hole  can 
readily  be  faced.  By  a  simple  adjust- 
ment of  the  blades  the  reamers  can 
easily  be  set  to  size  without  regrinding. 


PROMPT  SERVICE 


is  assured  at  our  nearest  store,  where 
P.  &  W.  Small  Tools  are  carried  In  stock. 
Always  order  P.  &  W.  Small  Tool*. 


Precision  Machine  Tools  Standard  and  Gauges 


PRATT  &  WHITNEY  CO. 

OF  CANADA,  LIMITED 


MONTREAL 

723  Drummond  BIdg. 


Works  :    DUNDAS,     ONTARIO 


TORONTO 
1002  C.P.R.  Bldg. 


WINNIPEG 
1205  McArUrar  Bldg. 


VANCOUVER 
B.C.  Equipment  Co. 


JOURNAL      OF      TFIE      ENGINEERING      INSTITUTE      OF      CANADA  3 


Behtfiam 

Machine  Tools 

EQUIPMENT  FOR 

Locomotive  and  Car  Shops 
Structural  Steel  Shops 
General  Machine  Shops 


WE    MANUFACTURE    A    COMPLETE    LINE    OF    TOOLS    FOR 

FABRICATING  STEEL  PLATE  AND  SHAPES 

FOR    SHIPBUILDING 

LET    US     SEND     YOU    PHOTOS    AND    ESTIMATES 


The  John  Bertram  &  Sons  Co.,  Limited 

Dundas,  Ontario,  Canada 

MONTREAL  TORONTO  VANCOUVER  WINNIPEG 

723  Drummond  Bldg.  1002  C.P.R.  Bldg.  609  Bank  of  Ottawa  Bldg.  1205  McArthur  Bldg. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


APEX  DUPLEX  HIGH  SPEED  STEEL 

SUPERIOR  HIGH  SPEED  STEEL 

SUPERIOR  HIGH  SPEED  STEEL  TOOL  HOLDER  BITS 

DUPLEX  TOOL  HOLDER  BITS 

EXTRUSION  DIE  STEEL 

O.  N.  S.  (Oil-Hardening  Non-Shrinkable)  STEEL 

CHROME-VANADIUM  STEEL 

BALL  STEEL 

HOT  DIE  STEEL 

CHROME  NICKEL  STEEL 

TUNGSTEN  FINISHING  STEEL 

TAP  STEEL 

SUPERIOR  HIGH  SPEED  STEEL  DRILL  RODS 

VALVE  STEM  STEEL 

SPECIAL  TOOL  STEEL 

EXTRA  TOOL  STEEL 

EXTRA  DRILL  ROD 

STANDARD  TOOL  STEEL 

STANDARD  DRILL  ROD 

MANGANESE  TOOL  STEEL 

MINING  DRILL  STEEL 

CRUCIBLE  SPRING  STEEL 

OPEN  HEARTH  SPRING  STEEL 

CRUCIBLE  MACHINERY  STEEL 

OPEN  HEARTH  MACHINERY  STEEL 

WALLOON  WELDING  WIRE 

FILLER  RODS 

Complete  Stock  Standard  Sizes 


APEX  STEEL  CORPORATION 


50  Church  Street,  New  York  City 


Warehouse,  Brooklyn,  N.  Y. 


Canadian 
Represen  ta  ti  ves : 


Richard  James  &  Co.  Reg'd, 


704   Power    Building, 
MONTREAL,  Canada 


Telephone  Main  4860 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


"  Prompt  ship- 
ments  from 
warehouse  stock 
at  Watervliet, 
N.Y.,  or  Detroit, 
Mich.  —  handled 
through  our 
District    Offices  " 


Picking  the  right  kind  oi 

tool  steel  by  the  aid  of  the 

new  LUDLUM  text-book 


Costly  tools  must  be  made  of  the  right  steel  or 
they  are  useless.  We  have  compiled  and  pub- 
lished at  great  expense  a  complete  book  on  this 
subject — 160  pages. 

Do  you  wish  to  know  the  effect  of  alloys  in  steel 
— the  correct  method  of  forging,  hardening,  temper- 
ing, annealing? 

Have  you  use  for  accurate  calculation  tables  and 
much  valuable  information? 

We  will  send  you  a  copy  gratis  en  request,  to  a 
buyer  or  user  of  tool  steel. 


M 


LUDLUM  STEEL 


i.K.d  -^LUDLUM>     l8s+ 


CONSISTENTLY   UNIFORM 


MOHAWK  EXTRA 

HIGH  SPEED  STEEL 

POMPTON 

CARBON  TOOL  STEEL 

ALBANY 

ALLOY  TOOL  STEEL 

ONEIDA 

OIL  HARDENING  TOOL  STEEL 


HURON 

ALLOY  DIE  STEEL 

TETON 

BALL  BEARING  STEEL 

YUMA 

CHROME  MACNET  STEEL 

SEMINOLE 

I  OOL-PROOF  CHISEL  STEEL 


NEW  YORK  CITY 


LUDLU 


LUDLUM  STEEL  COMPANY 


General   Offices  and  Works 

WATERVLIET,  N.  Y. 

PHILADELPHIA,  PA.  CAMBRIDGE,   MASS. 

CLEVELAND,  OHIO.  CINCINNATI,  OHIO. 


DETROIT,   MICH. 

CHICAGO,  ILL. 


6   JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


RIGHT  now,  Canada  is  stand- 
ing on  the  threshold  of  what 
will  prove  to  be  the  greatest 
industrial  period  of  all  time. 

JS  During  the  past  two  years  this 
country  built  up  enormous  manu- 
facturing facilities —in  fact,  they  are 
now  so  large  that  we  can  supply,  not 
only  our  own  needs,  but  the  needs 
of  the  rest  of  the  world. 

Think  of  the  reconstruction  that 
will  go  on  in  Europe  alone.  Who  will 
supply  her  with  the  million  things 
she  needs  ? 

In  the  machine  industry  the  differ- 
ence in  the  measuring  systems  in  use 
in  continental  Europe  and  Canada 
must  not  interfere.  And  it  need  not. 

During  the  war,  Canada  built  work  for 
Europe  in  Metric  sizes  —  and  she  can  continue 
to  do  it. 


With  Johansson  Gage  Blocks  as 
the  shop-standard,  a  shop  can  work 
to  Metric  sizes  with  their  English 
System  Blocks,  or  vice  versa. 

Just  as  the  Johansson  Blocks  above 
show,  Metric  and  English  System 
measurements  check  perfectly.  The 
conversion  table  says  that  25.40  m.m. 
equal  1  inch.  Putting  4  and  20  and  1.40 
m.m.  Blocks  together  gives  us  the 
equal  of  a  single  one-inch  Block.  And 
see  how  nicely  they  check  each  other. 

When  manufacturers  in  Canada 
ship  machines  and  parts  to  France 
and  other  metric  countries,  they  will 
be  checked  with  Johansson  Metric 
Standards.  Avoid  trouble  by  checking 
them  with  your  Johansson  Blocks  on 
this  side,  whether  you  have  Metric 
or  English  System  Blocks. 

New  catalog  shows  both  Englise   and   Metric 
System  sets.    Sent  free  for  the  asking. 


Johansson 

C.  E.  JOHANSSON,  Inc.,  10  Cathcart  Street,  Montreal, 

SUCCESSOR  TO  SWEDISH  GAGE  COMPANY,  Inc. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


THE  INGERSOLL-RAND 

COMPRESSOR 

PLATE  VALVE 


The  greatest  advance  in  compressor  design  in  twenty  years. 


You  seldom  see  "greatest", 
"finest",  and  "best"  in  our  adverti- 
sing; here  we  are  justified.  There  is 
no  simpler  valve  than  the  Ingersoll- 


Rand  Plate  Valve,  there  is  no  valve 
better  adapted  to  modern  high- 
speed compressors  with  direct 
electric  drive. 


The    Ingersoll-Rand    Plate  valve   made   the 
direct -connected    air     compressor     possible. 


As  can  be  seen  from  the  section 
illustration,  the  valve  consists  of 
only  a  few  parts,  all  of  simple 
construction;  there  are  no  heavy 
springs  to  waste  power,  the  effective 


area  is  very  large,  yet  the  low  lift 
prevents  pounding  and  wear.  The 
action  is  prompt  and  the  valve  is 
exceptionally  silent. 


The  "PRE-2"  Air  compressor  is  made  in 
capacities  up  to  8000  cu.  ft.  and  the 
valves  are  "Ingersoll-Rand  Plate"  valves. 


Canadian  Ingersoll-Rand  Company 

Limited 


SYDNEY  SHERBROOKE 

WINNIPEG 


MONTREAL 
NELSON 


TORONTO  COBALT 

VANCOUVER 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


The    CONCRETE    Highway 
stands   heaviest  Truck  Traffic 

IT   IS     THE    ROAD     THAT    PROPERLY 
ACCOMMODATES  ALL   TYPES  OF  TRAFFIC 

A  TRAFFIC  count   in  1918  showed  nearly  100  times  as  many  motor  trucks 
on  the  Toronto  &  Hamilton  Highway  as  there  were  in  1914. 
All  of  our  main  highways  are  being  used  more  and  more  for  the  trans- 
portation of  freight. 

Large  trucks  operated  at  high  speeds  soon  show  the  folly  of  the  ordinary 
type  of  highway  construction. 

We  must  build  our  roads  of  the  material  that  stands  the  severe  test  that 
heavy  trucks  impose       Concrete  -    then  and  then  only  will  we  have  the  kind 

of  road  that  best  accommodates  all  types  of 
traffic. 


,\ 


CANADA  CEMENT  COMPANY  LIMITED 


509  HERALD  BUILDING      MONTREAL 

MONTREAL 


Sates  Offices  at: 
TORONTO  WINNIPEG  CALGARY 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  Journal  of 
The  Engineering  Institute 

of  Canada 


April,    1919 


CONTENTS 


Volume  II,  No.  4 


THE  MOUNT  ROYAL  TUNNEL 267 

LOCOMOTIVE  COALING  PLANTS 299 

NOTES  ON  THE  TEST  OF  A  GIRDERLESS  FLOOR 300 

SUGGESTED  HARBOLR  IMPROVEMENTS  FOR  GREATER  MONTREAL 318 

WHAT  THE  INSTITUTE  CAN  DO 328 

EDITORIAL 335 

Increasing  Remuneration 

Joint  Committee  on  International  Affiliation 

New  Year  Book 

Schedule  of  Engineers'  Salaries 

Steel  Bridge  Specification 

Memorial  to  Government 

CORRESPONDENCE 338 

REPORT  OF  COUNCIL  MEETING 341 

BRANCH  NEWS :; '  ' 

PERSONALS 350 

OBITUARIES 352 

EMPLOYMENT  BUREAU 353 

PRELIMINARY  NOTICE  OF  APPLICATIONS 356 

ENGINEERING  INDEX 361 

The  Institute  does  not  hold  itself  responsible  for  the  opinions  expressed  by  the  authors 

of  the  papers  published  in  its  records,  or  for  discussions  at    any   of  its   meetings  or  for 
individual  views  transmitted  through  the  medium  of  the  Journal. 


Published  by 

THE    ENGINEERING    INSTITUTE    OF    CANADA 

176  Mansfield  St.,  Montreal 


Halifax  Branch  (Halifax,  N.S.i 
St.  John  Branch  (St.  John,  N.B.i 
Quebec  Branch  (Quebec,  Que.) 
Montreal  Branch  i  Montreal.Que. ) 
Ottawa  Branch  (Ottawa,  Ont.j 
Toronto  Branch  (Toronto,  Ont.j 
Hamilton  Branch  (Hamilton, 
Ont.); 


BRANCHES: 

Niagara  Peninsula  Branch  Nia- 
gara Falls,  Ont.); 

Border  Cities  Branch  (Windsor, 
Ont.); 

Sault  Ste.  Marie  Branch  (Sault 
Ste.  Marie,  Ont.); 

Manitoba  Branch  (Winnipeg, 
Man.); 


Saskatchewan     Branch       (Regina, 

Sask.); 
Edmonton     Branch       (Edmonton, 

Alta.); 
Calgary    Branch    (Calgary,    Alta.); 
Victoria    Branch    (Victoria,    B.C.); 
Vancouver     Branch       (Vancouver, 

B.C.) 


10 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Belting 

DICK'S  ORIGINAL  BALATA 
GRATON  AND  KNIGHT  LEATHER 
GOODYEAR     EXTRA     POWER. 


Each  considered  the  best  of  its 
particular  kind. 

One  of  the  three  will  solve  abso- 
lutely every  belting  problem. 


EVERYTHING    IN  MECHANICAL  GOODS 


The   Canadian 


Fair  ban  ks=Morse 

Co.,  Limited 

"CANADA'S  DEPARTMENTAL  HOUSE  FOR  MECHANICAL  GOODS" 


Departments 

Scale,  Valve,  Auto  Accessory,  Engine,  Pump, 
Electrical,  Machinery,  Transmission,  Rail- 
way and  Contractors,  Machine  Simp 
Supply,     Marvel     Mill,     Pulp    and    Paper. 


Salfs  Offices 

Halifax, 

St.  John, 

Quebec, 

Montreal, 

Toronto, 

Hamilton, 

Windsor, 

Winnipeg, 

Saskatoon, 

Calgary, 

Vancouver, 

Victoria, 

THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


A      MONTHLY     JOURNAL 

Published   By 

THE      ENGINEERING      INSTITUTE      OF      CANADA 

INCORPORATED    IN    1887    AS 
THE    CANADIAN    SOCIETY    OF    CIVIL    ENGINEERS 

AT  176  MANSFIELD  STREET,  MONTREAL 


Volume  II 


MONTREAL,   APRIL   1919 


Number  4 


The     Mount      Royal     Tunnel* 

A  Description  of  the  Construction  of  the  Tunnel  and  Terminal  built  by  the  Mount  Royal  Tunnel  & 
Terminal  Company  for  the  Canadian  Northern  Railway  at  Montreal. 

By 
J.  L.  Busfield,  B.Sc,  A.M.E.I.C. 


introduction 

History  of  the  Tunnel  Project 

Previous  to  the  recent  opening  of  the  Mount  Royal 
Tunnel  for  through  passenger  traffic  the  Canadian  Nor- 
thern Railway  was  unfavourably  situated  in  the  City 
of  Montreal,  only  having  a  small  passenger  and  freight 
station  at  Moreau  Street  in  the  east  end  of  the  City. 
This  station  was  inadequate  even  for  the  handling  of  the 
local  traffic  between  Montreal  and  Quebec,  and  with  the 
growth  of  the  Canadian  Northern  to  a  ten  thousand  mile 
transcontinental  system  it  became  more  than  ever  essential 
that  adequate  and  suitable  terminal  facilities  should  be 
provided. 

Speaking  generally,  the  City  of  Montreal  proper 
covers  a  long  narrow  area  with  the  central  portion  con- 
fined between  two  natural  barriers,  the  St.  Lawrence 
River  to  the  south  and  Mount  Royal  to  the  north,  with 
the  result  that  surface  railways  could  only  reach  the 
centre  of  the  City  after  passing  through  a  number  of 
miles  of  city  property  which  has  been  rapidly  becoming 
more  and  more  congested.  Mount  Royal  was  looked 
upon  as  an  impassable  barrier  as  far  as  railway  location 
was  concerned  until  the  Canadian  Northern  put  into 
effect  the  idea  of  tunnelling  the  heart  of  the  mountain  in 
order  to  reach  the  most  desirable  location  in  the  City  for 

■  Read  by  the  Author  before  the  Professional  Meeting  at  Ottawa 
on  February  13th,  and  before  the  Montreal  Branch  on  February  20th, 
1919. 


both  a  passenger  terminal  and  also  for  freight  connections. 
The  credit  for  the  conception  and  elaboration  of  this 
project  must  be  given  to  Mr.  H.  K.  Wicksteed,  M.E.I.C., 
Chief  Engineer  of  Surveys  for  the  Canadian  Northern 
Railway  System,  who  worked  out  the  preliminary  location 
for  the  tunnel  and  terminals,  and  who  is  generally  looked 
upon  as  the  "  father  "  of  the  whole  project. 

Before  any  publicity  was  given  to  the  proposition, 
active  steps  were  taken  in  the  way  of  quietly  acquiring 
the  necessary  rights  and  lands  on  both  sides  of  the 
mountain.  On  the  north  side  a  large  number  of  farms 
between  the  mountain  and  St.  Laurent  were  purchased 
outright  with  the  object  of  developing  a  model  city  to  be 
served  by  rapid  transit  through  the  tunnel;  in  the  City 
itself  properties  were  acquired  forming  the  nucleus  of 
desirable  areas  for  passenger  and  freight  terminals  and 
connecting  right-of-way.  Preliminary  surveys  were  com- 
menced late  in  1911  and  carried  on  during  the  early  part 
of  1912,  and  early  in  that  year  Mr.  S.  P.  Brown,  M.E.I.C, 
who  had  had  considerable  experience  in  tunnel  con- 
struction in  the  United  States  was  engaged  as  Chief 
Engineer.  At  this  date  the  sale  of "  Model  City  "  lots  was 
opened  to  the  public,  and  the  survey  and  the  preliminary 
organization  work  was  earnestly  taken  in  hand,  with  the 
result  that  in  June,  1912,  the  first  excavation  work  was 
commenced  by  the  Tunnel  Company's  own  forces  in  the 
West  Portal  of  the  tunnel.  Construction  was  rapidly 
pushed  ahead,  the  first  connection  being  made  through 
the  mountain  by  the  meeting  of  two  bottom  headings  in 


268 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


December,  1913.  The  work  of  widening  the  tunnel  to 
full  size  proceeded  steadily  until  after  the  outbreak  of  the 
war,  when  expenditures  were  necessarily  reduced  to  a 
minimum  and  it  was  not  until  February,  1916,  that  the 
tunnel  excavation  was  completed,  and  December,  1916, 
that  the  concrete  lining  was  entirely  in  place.  After 
that  date  the  excavation  for  the  station  site  and  temporary 
terminal  in  Lagauchetiere  Street  was  proceeded  with 
until  the  consummation  of  the  project  was  reached  on 
October  21st,  1918,  by  the  running  of  the  first  passenger 
train  carrying  the  general  public. 


almost  entirely  through  farming  country  with  com- 
paratively small  population.  In  addition  to  the  above  line 
it  was  also  proposed  to  provide  an  easterly  connection 
crossing  the  Canadian  Pacific  Railway  Quebec  line  near 
Jacques  Cartier  Junction,  and  joining  the  existing 
Canadian  Northern  Quebec  line  at  a  point  east  of  Moreau 
Street  Station.  From  the  point  at  the  north  side  of 
Mount  Royal  a  tunnel  through  the  mountain  was  to  give 
access  to  a  passenger  terminal  at  Dorchester  Street  and 
also  to  a  freight  terminal  in  the  wholesale  district  and  to 
the  tracks  of  the  Montreal  Harbour  Commission. 


The  Mount  Royal  Tunnel 

Plan  and  Profile. 

Hor15onT«l  Scale     j,. j^       =g~  r. 

Vertical  -  

•    -,  o  loo        -loo  Jboc. 

MohWm-    Novt*lB[».  few 

Orawin«  to  Accompany  Paper   at  J  L.Bu5ficld.  AMEIC 


Fig.    1. 


General  Description 

Briefly  stated  the  scheme  developed  by  Mr.  Wicksteed 
and  most  of  which  has  been  carried  out  with  little  change, 
was  to  build  a  line  of  railway  from  Grenville  Junction  on 
the  Ottawa-Quebec  line  to  St.  Eustache,  thence  crossing 
the  Back  River  near  He  Bizard  and  parallel  to  the  south 
side  of  the  river  to  Cartierville  and  across  the  Island  of 
Montreal  to  the  north  side  of  Mount  Royal,  crossing  the 
Canadian  Pacific  Railway's  belt  line  at  a  point  about  one 
mile  west  of  Mile  End  Station.     This  location  passed 


After  studies  had  been  made  of  a  number  of  alterna- 
tive schemes,  the  site  for  the  passenger  terminal  was 
located  in  the  two  blocks  bounded  by  Cathcart,  Lagau- 
chetiere, Mansfield  and  St.  Monique  Streets,  intersected 
by  Dorchester  Street,  one  of  the  main  east  and  west 
thoroughfares  of  the  City  as  shown  on  the  general  plan 
and  profile,  Figure  1.  From  this  site  the  tunnel  line  was 
laid  out  following  the  centre  line  of  McGill  College  Avenue 
to  a  point  near  Burnside  Place,  from  which  point  it  curved 
to  the  west,  to  a  long  tangent  passing  under  the  highest 
part  of  Mount  Royal,  while  the  West  Portal  was  located 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


269 


adjacent  to  the  Canadian  Pacific  Railway's  belt  line  track 
connecting  Mile  End  and  Montreal  West.  This  location 
was  chosen  in  order  that  the  tunnel  might  pass  under  the 
minimum  amount  of  built-on  property,  particularly  in  the 
City  where  the  amount  of  cover  was  small.  From  the 
West  Portal  the  tracks  were  located  in  an  open  cut 
across  the  Model  City  "  Mount  Royal,"  and  a  large  sorting 
yard,  engine  terminal  and  engine  changing  station  were 
located  at  Cartierville.  The  original  plans  provided  for 
a  double  track  tunnel  to  be  operated  by  electric  traction; 
a  large  passenger  terminal  with  large  office  and  other 
buildings  situated  over  the  tracks  on  both  sides  of  Dor- 
chester Street;  ample  trackage  in  the  city  and  Cartier- 
ville terminals  for  handling  a  large  amount  of  suburban 
traffic  in  addition  to  heavy  main  line  taffic,  both  to  the 
east  and  to  the  west ;  and  all  the  necessary  equipment  such 
as  electric  locomotives,  and  multiple-unit  cars  essential  for 
high  class  service.  To  the  east  or  south  of  the  passenger 
terminal  provision  was  made  for  building  a  viaduct 
across  the  downtown  streets  to  a  large  elevated  freight 
terminal  to  be  situated  on  Nazareth  Street  between 
William  and  Wellington  Streets  with  an  elevated  con- 
nection from  there  to  the  proposed  high  level  tracks  of  the 
Harbour  Commissioners'  railway.  Owing  to  war  con- 
ditions, however,  these  plans  have  not  as  yet  been  carried 
out  in  their  entirety. 

SURVEYS 

Preliminary   Work 

Before  describing  the  nature  of  the  survey  work,  the 
general  method  of  the  tunnel  excavation  must  be  outlined. 
Briefly  stated,  this  was  carried  out  by  sinking  a  shaft  at 
Dorchester  Street  to  subgrade  level  so  that  a  heading 
could  be  driven  towards  the  mountain  without  waiting 
for  the  general  excavation  of  the  station  site;  by  making 
an  open  cut  excavation  at  the  West  Portal,  and  driving  a 
heading  below  the  C.  P.  R.  tracks  towards  the  city;  and 
thirdly  by  sinking  an  intermediate  shaft  at  Maplewood 
Avenue  (about  one  mile  from  the  West  Portal)  from  which 
headings  were  driven  in  each  direction.  From  these  four 
headings,  in  turn,  breakups  were  made  at  intervals, 
providing  a  large  number  of  working  faces,  few  of  which 
would  be  more  than  a  mile  from  the  nearest  outlet. 
Details  of  the  various  methods  used  for  the  various  forms 
of  construction  will  be  described  later. 

In  order  to  have  plans  of  sufficient  accuracy  for  even 
preliminary  studies  of  location  and  alignment  a  rapid 
survey  was  made  of  the  territory  on  either  side  of  the 
proposed  railway  from  the  water-front  to  the  "  Model 
City,"  by  which  streets,  railway  tracks  and  other  prom- 
inent features  were  located.  Sufficient  elevations  were 
also  taken  for  the  preparation  of  a  working  profile  over  the 
whole  route.  This  survey  was  carried  out  by  one  party 
using  ordinary  methods,  the  survey  lines  being  laid  out 
principally  on  the  streets  but  partly  over  the  mountain  and 
through  Mount  Royal  Park.  The  party  consisted  at  the 
most  of  seven  men,  namely,  a  chief  of  a  party,  two  instru- 
mentmen,  one  rodman,  two  chainmen,  and  an  axeman. 
The  field  notes  were  plotted  partly  by  the  instrumentmen 
and  partly  by  the  office  staff,  although,  as  a  general  rule 
throughout  the  whole  of  the  construction  work,  the  field 
staff  prepared  their  own  plans  and  plotted  their  own 
notes. 


Another  phase  of  the  preliminary  work  was  the  pre- 
paration of  plans  showing  underground  structures  and 
utilities,  such  as  sewers,  water  mains,  electric  and  telephone 
conduits,  and  so  forth,  in  the  immediate  neighbourhood 
of  the  proposed  construction  work.  This  involved  lengthy 
studies  of  plans  at  the  City  Hall  and  other  offices,  but  in 
many  cases  the  information  there  available  was  so  meagre 
that,  for  example,  sewer  connections  had  to  be  actually 
traced  by  experiment  on  the  ground.  However,  the 
importance  of  having  correct  and  reliable  plans  of  these 
structures  could  not  be  over  estimated. 

The  condition  of  all  buildings  within  reasonable 
distance  of  the  tunnel  line  was  very  carefully  determined 
before  the  actual  commencement  of  construction  work, 
both  by  very  accurate  levelling,  and  also  by  plumb  lines 
on  the  fronts  and  rears  of  the  various  houses.  Extensive 
photographic  work  was  also  carried  out  in  order  to  have  a 
complete  record  of  the  condition  of  all  adjacent  property. 

Precise  Surveys 

The  steep  slopes  of  the  mountain  made  it  inadvisable 
to  make  direct  measurement  along  the  line  of  the  tangent, 
so  it  was  decided  to  run  accurate  traverses  around  the 
side  of  the  mountain.  Suitable  routes  were  chosen  and 
angle  points  selected  and  permanently  marked  as  far  apart 
as  possible,  keeping  away  from  hills  and  rough  ground. 
Each  angle  point  was  preserved  by  drilling  a  J^-inch 
hole  into  the  stone  or  concrete  of  the  sidewalks  about  half 
an  inch  deep,  and  hammering  into  this  hole  a  piece  of 
^4-inch  hollow  brass  tubing.  A  copper  rivet  was  then 
hammered  into  the  tube  and  a  punch  mark  or  knife  scratch 
marked  the  precise  point.  Ten  to  fifteen  minutes  was. 
found  to  be  ample  time  for  the  setting  of  one  of  these 
points  and  many  of  them  are  still  in  place.  In  the  city 
itself,  in  order  to  hold  the  survey  lines  even  more  perma- 
nently, monuments  were  set  at  a  few  important  locations, 
and  in  order  to  insure  that  they  would  not  be  disturbed 
by  frost,  the  foundation  of  each  was  set  down  about  7 
feet  below  the  ground  surface.  The  type  of  monument 
used  is  illustrated  by  Figure  2a. 

In  order  to  make  the  traverse  around  the  mountain 
sufficiently  accurate,  the  length  of  the  route  being  about 
four  miles,  it  was  necessary  to  adopt  some  form  of  precise 
measurement.  A  large  proportion  of  the  lines  to  be 
measured  came  on  sidewalks  or  roads  so  it  would  have 
been  impossible  to  use  any  form  of  measurement  requiring 
stakes,  and  a  form  of  portable  measuring  point,  called  a 
"  spider,"  was,  therefore,  used.  It  was  made  of  a  cast 
iron  wheel  carried  on  screw  legs  and  supporting  a  vertical 
member  with  a  brass  head  on  which  is  the  cross  scratch 
to  which  measurements  are  made,  the  details  being  shown 
in  Figure  2b.  Four  of  these  spiders  were  used,  each 
weighing  about  forty-four  pounds. 

Previous  to  making  the  precise  measurements,  "spider 
points  "  were  marked  on  the  sidewalks  by  means  of 
a  chiselled  cross  every  99  feet  on  the  lines  of  the  traverse, 
being  put  on  line  either  by  eye  or  by  a  transit.  Where  the 
lines  were  not  on  sidewalks  the  spider  points  were  marked 
by  driving  ship  spikes  into  the  ground.  While  these  were 
being  marked  by  one  party  of  four  men  at  the  rate  of  about 
two  miles  per  day,  a  second  party  consisting  of  a  leveller 


,0 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


C     BRAS!     SCA.Lt 


A     5owvr»    Monum( 


The  Mount  Royai  Tunnel 
Details  Of  SuPVEY  Monument 
'Spider'  and    Sffass  Scali 


Vn(di»r*i    Novc 


i  1918. 


Fig.  2. 


and  rodman  was  following  and  taking  the  elevations  of  all 
the  spider  points  and  entering  them  in  a  book  specially 
provided  for  that  purpose. 

Before  any  of  the  actual  measurements  were  made  all 
the  tapes  that  were  used  were  compared  with  a  tape 
standardized  by  the  Washington  Bureau  of  Standards 
under  the  same  condition  as  were  to  be  employed  in  the 
field,  namely,  under  a  tension  of  12  pounds  and  supported 
at  intervals  of  20  feet.  Corrections  were  also  made  to  a 
temperature  of  62°  Fahrenheit.  Chesterman  steel  tapes 
100  feet  long  and  >4'-inch  wide,  divided  into  hundredths 
of  a  foot,  were  used,  the  observer  estimating  to  thou- 
sandths. 

The  actual  modus  operandi  of  making  the  measure- 
ments (illustrated  in  Figure  3)  was  as  follows:  -two  spiders 
would  be  set  up  at  adjacent  spider  points  and  the  tape 
stretched  across  their  tops,  attached  to  a  forestay  at  the 
front  end  and  to  a  cord  passing  around  a  bicycle  wheel  with 
a  12  pound  wieght  attached  at  its  rear  end.  Four  wooden 
standards  were  then  lined  in  by  eye  at  20  feet  intervals, 
and  the  hooks  for  supporting  the  tape  set  on  a  straight  line 
between  the  tops  of  the  spiders  so  that  when  hooked  up 
and  with  tension  applied  the  tape  would  practically 
conform  to  a  straight  line  between  the  tops  of  the 
spiders.  The  height  of  each  spider  above  its  spider 
point  being  measured  and  the  elevation  of  the  spider  point 
being  known,  the  difference  in  elevation  of  the  two  ends 
of  the  tape  could  then  be  obtained  and  hence  the  correction 
to  horizontal.  Thermometers  were  suspended  from  the 
standards  and  readings  taken  for  every  set  up  so  that  the 
proper  correction  for  the  expansion  or  contraction  of  the 
tape  could  be  made.  When  the  tape  was  properly  hooked 
up  and  had  the  tension  applied,  readings  of  the  inter- 
section of  the  cross  scratches  on  the  two  spiders  were  taken 
by  the  two  observers  at  either  end  of  the  tape  and  called 
out  to  a  recorder,  who  entered  them  in  the  field  notebook 
and  rapidly  subtracted  the  two  readings.  The  tape  would 
then  be  allowed  to  slide  over  the  tops  of  the  spiders  so  that 


a  different  pair  of  readings  would  be  obtained  and  again 
called  out  to  the  recorder.  At  least  four  pairs  of  readings 
would  be  taken  in  this  way,  but  if  the  difference  thus 
obtained  varied  more  than  one  or  two  thousandths, 
the  readings  were  continued  until  a  reliable  measurement 
was  obtained.  In  addition  to  the  tape  readings  the 
recorder  also  booked  the  height  of  the  spiders  and  the  mean 
temperatures.  Corrections  to  horizontal  and  for  tem- 
perature were  later  made  in  the  office  from  special  tables 
and  charts.  After  a  set  of  readings  had  been  completed 
the  whole  apparatus  was  carried  ahead  and  a  new  measure- 
ment made  in  the  same  way,  but  one  spider  was  always 
left  in  place  behind  the  one  actually  being  measured  from, 
so  that  in  case  of  a  spider  being  accidentally  moved  the 
other  could  be  used  again,  thus  saving  the  party  from 
having  to  go  back  to  the  nearest  angle  point  and,  there- 
fore, over  the  same  ground  twice.  At  the  starting  point 
and  at  all  rivet  stations  instead  of  one  of  the  spiders  being 
placed  over  the  rivet  it  was  set  up  merely  as  a  support 
for  the  tape,  the  reading  on  which  was  obtained  by  trans- 
ferring the  point  on  the  rivet  vertically  up  to  the  tape  by 
means  of  a  transit  placed  a  short  distance  away  from,  and 
at  right  angles  to  the  tape. 

This  method  of  measuring  required  ten  men,  namely, 
a  chief  of  party,  a  transitman,  a  recorder,  two  chainmen, 
two  spider-placers,  a  thermometer  reader,  a  man  for 
forestay,  a  man  for  tension  wheel.  Under  favourable 
conditions  as  much  as  1,500  to  1,800  feet  was  measured  per 
hour,  but  ten  spider  points  per  hour  made  a  good  average 
for  a  day's  work  on  sidewalks.  The  majority  of  the  work 
was  done  in  the  daytime  but  in  the  busy  sections  of  the 
city  it  was  necessary  to  work  during  the  night,  small 
acetylene  lamps  being  used  for  illumination.  Great  care 
having  to  be  taken  in  reading  the  angles  of  the  traverse, 
a  Berger  transit,  7>4-inch  plate,  reading  to  ten  seconds 
was  used.  In  setting  the  instrument  up  over  the  angle 
points  a  second  transit  was  used  to  insure  the  placing  of 


Fig.  3.    Survey  Party  making  Precise  Measurements. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


271 


the  vertical  axis  of  the  large  instrument  exactly  over  the 
centre  of  the  cross  on  the  rivet,  thus  eliminating  any  error 
due  to  inaccurate  centering  of  the  plumb-bob.  At  the 
two  points  sighted  at,  wooden  targets  were  used,  being 
set  up  vertically  and  precisely  over  the  points  by  means 
of  a  transit.  In  reading  the  angle  one  observer  would 
read  the  angle  once,  "  wrap  it  up  "  five  times,  and  then 
reverse  until  zero  was  again  reached  on  sighting  at  the 
foresight  target.  This  method  would  give  a  very  close 
approximation  of  the  angle  to  two  seconds,  and  this  process 
being  repeated  by  an  independent  observer  a  reading 
reliable  to  about  one  second  could  be  obtained.  This 
part  of  the  work  was  necessarily  slow  and  tedious,  requiring 
a  party  of  four  men,  who  were  only  able  to  read  about  five 
or  six  angles  per  day. 

A  very  important  part  of  the  preliminary  work  was 
that  of  establishing  over  the  mountain  a  tangent  in  the 
same  vertical  plane  as  the  tunnel  centre  line.  The  line 
was  first  run  over  the  mountain  in  short  stages  and  after 
the  necessary  cutting  had  been  done  through  the 
wooded  parts  the  transit  points  were  reduced  to  three  in 
number.  At  one  of  these  bed  rock  was  obtained  but  at 
the  other  two,  concrete  monuments  had  to  be  built  to 
hold  the  line  permanently. 

I  rnderground  A  lignment 

The  headings  were  completely  holed  through  from 
end  to  end  in  December,  1913,  with  an  error  in  alignment 
of  less  than  one  inch,  and  in  grade  of  one-quarter  of  an 
inch  at  the  final  meeting  point,  which  was  below  the 
highest  point  of  the  mountain.  Throughout  the  work  at 
the  western  end  the  tunnel  centre  line  was  determined  and 
permanently  marked  in  the  floor  of  the  headings  by 
monuments,  but  at  the  eastern  end  it  was  found  advis- 
able on  account  of  the  curve  to  run  an  engineers'  line 
independent  of  the  tunnel  centre  line,  with  tables  giving 
the  relation  of  the  latter  to  the  former. 

Before  proceeding  with  a  description  of  the  methods 
used  in  laying  out  the  lines  described  above,  note  must  be 
made  of  a  piece  of  apparatus  used  very  frequently  and  found 
almost  invaluable  in  the  alignment  work.  This  was  a 
brass  scale  fitted  with  a  sliding  vernier  as  shown  by 
Figure  2c.  Whenever  it  was  necessary  to  obtain  an  aver- 
age of  a  number  of  points  set  by  a  transit  one  of  these 
scales  was  used.     It  was  rigidly  attached  to  the  roof 

I  timbers  or  to  plugs  set  into  the  roof,  as  shown  in  Figure 
2c,  and  the  instrument  man  sighted  on  to  a  plumb-bob 
suspended  from  the  sliding  vernier  in  front  of  a  light  box 
or  illuminated  screen.  They  were  used  as  a  means  of 
obtaining  averages  and  for  temporarily  holding  the 
engineers'  line,  and  as  soon  as  a  good  average  reading  was 
obtained  the  line  was,  in  most  cases,  transferred  to  a 
permanent  monument  set  in  the  floor  of  the  heading. 
Different  types  of  monuments  were  used  but  the  one  found 
most  satisfactory  was  made  from  a  two  feet  length  of 
1^-inch  gas  pipe  with  a  piece  of  brass  solidly  riveted  into 
the  top  on  which  the  centre  mark  was  made.  The  pipe 
was  cemented  into  a  hole  drilled  down  into  the  floor  of 
the  heading.  For  giving  centre  line  and  grade  at  the 
working  face,  "  spads  "  were  set  in  the  roof  every  fifty  or 
sixty  feet  throughout  the  length  of  the  tunnel. 


At  the  West  Portal  the  heading  was  driven  direct 
from  an  open  cut  so  the  alignment  was  readily  transferred 
into  the  heading  by  setting  up  a  transit  in  the  cut  and 
sighting  directly  on  to  a  scale  placed  as  far  into  the  heading 
as  possible.  At  the  Dorchester  Street  shaft  the  line  had  to 
be  transferred  down  the  shaft,  which  was  20  feet  long  by 
10  feet  wide,  and  before  the  main  tunnel  tangent  was 
reached  four  angles  had  to  be  turned,  two  on  account  of 
the  curve  at  McGill  University,  and  two  because  the  shaft 
had  to  be  located  30  feet  to  the  north  of  the  tunnel  centre 
line.  The  whole  tunnel  alignment  from  the  east  end 
depended  entirely  on  the  accurate  location  and  deflection 
of  these  angles.  In  order  to  secure  the  requisite  accuracy, 
the  chainage  was  carefully  transferred  down  the  shaft  by 
means  of  a  plumb  line,  and  from  there  to  the  last  angle 
point  base  line  measurements  were  made  in  the  same  way 
as  already  described  for  the  surface  surveys. 

The  Maplewood  shaft  had  to  be  located  about  twenty 
feet  to  the  south  of  the  tunnel  centre  line,  consequently 
the  lines  for  driving  the  headings  had  to  be  transferred 
down  the  shaft  and  then  offset  to  the  centre  line,  and  run 
east  and  west.  Great  accuracy  was  not  so  essential  in 
this  part  of  the  work  as  the  heading  only  had  to  be  driven 
a  little  over  two  thousand  feet  before  meeting  the  heading 
from  the  West  Portal,  after  which  the  line  was  carried 
through  from  the  portal.  However,  when  the  headings 
were  actually  holed  through  the  error  in  alignment  was 
less  than  the  thickness  of  a  plumb-bob  cord,  while  between 
the  West  Portal  and  the  City  the  error  was  less  than  one 
inch. 

For  transferring  the  survey  lines  down  the  shafts, 
No.  8  steel  piano  wires  were  used,  suspended  as  far  apart 
as  possible.  They  were  hung  from  reels  attached  to  heavy 
wooden  frames  and  at  the  surface  were  passed  over  a 
notch  in  a  tangent  screw  on  the  front  of  the  frame  by 
means  of  which  screw  they  were  finally  adjusted  to  their 
precise  position.  The  two  wires  were  very  carefully  set 
on  line  at  the  surface  and  an  instrument  man  was  con- 
tinually on  watch  during  any  series  of  observations,  a 
precaution  which  was  fully  justified,  as  frequently  the 
wires  would  be  jarred  off  line  by  some  careless  labourer  or 
by  the  vibration  caused  by  the  nearby  hoisting  engine  or 
by  passing  traffic.  At  the  lower  ends  of  the  wires  12  and 
30-pound  weights  were  suspended  at  the  Dorchester 
and  Maplewood  shafts  respectively,  and  immersed  in 
pails  of  water  to  reduce  the  swinging  and  oscillation  to  a 
minimum.  In  producing  the  line  into  the  heading  the 
transitman  would  set  up  the  transit  about  ten  feet  away 
from  the  nearest  wire  and  would  then  "  buck  "  into  line 
until  the  transit  cross  hair  would  bisect  each  wire.  The 
view  in  Figure  4  shows  the  instrumentman  with  a  transit 
set  up  under  a  scale,  in  the  act  of  bucking  into  line.  When 
the  transitman  had  got  on  line  he  would  sight  ahead  onto 
a  scale  which  had  been  previously  set  up  as  far  away  from 
the  instrument  as  possible,  an  observer  at  the  scale  taking 
the  reading  of  the  vernier  as  it  was  set.  The  operation 
was  repeated  a  large  number  of  times  and  continued  until 
enough  readings  had  been  obtained  on  the  scale  to  leave 
no  room  for  error.  The  observers  at  transit  and  scales 
were  frequently  changed.  The  transit  was  also  always 
reversed  and  set  off  line  between  all  readings,  and  the 
whole  process  of  shaft  plumbing  was  carried  out  on  a 
number  of  different  days. 


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JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


It  has  already  been  mentioned  that  in  the  heading 
from  the  Dorchester  shaft  it  was  necessary  to  turn  off 
four  angles  very  precisely  as  the  exactitude  of  the  main 
tangent  depended  largely  on  the  accuracy  with  which 
these  angles  were  turned  off.  The  ten  second  transit 
already  referred  to  was  used,  and  as  on  the  surface  it  was 
set  up  over  an  angle  point  by  means  of  a  second  transit. 
The  angle  was  then  turned  off  roughly  and  a  small  mark 
made  on  the  foresight  monument,  the  precise  angle  to  this 
point  being  obtained  by  wrapping  up  the  angle  five  times 
and  taking  the  mean.  By  taking  the  difference  between 
the  angle  thus  obtained  and  the  angle  as  it  should  be,  the 
distance  between  monuments  being  known,  it  was  then 
possible  to  calculate  the  distance  the  true  point  should  be 
to  the  right  or  left  of  the  preliminary  point.  After  a  new 
point  had  been  taken  in  this  way  the  angle  was  again 
wrapped  up  five  times,  by  different  observers,  and  the 
operation  repeated  until  there  was  no  possibility  of  an 
error  of  even  one  second. 

W  W After  the  last  angle  had  been  turned  off  to  a  point  as 
far  away  as  possible,  it  was  necessary  to  produce  the  tan- 
gent westwards  and  at  the  same  time  the  tangent  was 
gradually  being  produced  eastwards  from  the  west  portal. 


Fig.  4     Shaft  Plumbing.     "Bucking"  into  line. 


In  order  to  produce  the  line  from  any  two  monuments  a 
scale  was  set  up  at  the  foresight  and  instead  of  setting  up 
the  transit  immediately  over  the  intermediate  monument 
it  was  set  up  about  ten  feet  away  and  bucked  into  line 
between  the  adjacent  monument  and  the  backsight,  thus 
eliminating  the  use  of  a  plumb-bob.  A  large  number  of 
readings  would  be  taken  on  the  scale  and  the  average 
transferred  to  the  monument  below  by  means  of  a  transit. 
In  making  some  of  the  long  sights  necessary  on  the  tangent 
the  ordinary  plumb-bob  was  not  satisfactory  as  a  sighting 
point  and  some  special  targets  were  used. 

A  great  deal  of  the  precise  alignment  work  had  to  be 
carried  out  on  Sunday  nights  as  this  was  the  only  time  at 
which  the  heading  was  clear  of  smoke  and  at  which  the 
work  could  be  carried  on  without  interruption  from  the 
construction  work.  For  the  actual  alignment  of  the 
headings  alone  great  precision  would  not  have  been 
necessary,  a,s  an  error  of  even  two  or  three  feet  in  line 
would  have  caused  no  serious  effects,  but  a  great  deal  of 
excavation  work  'was  being  done  back  of  the  headings,  in 
breakups,  and  it  was  essential  that  the  alignment  should  be 
fairly  accurate  for  this  part  of  the  work. 

Levelling 

It  was  of  equal  importance  that  correct  elevations 
should  be  adhered  to  throughout  the  work  as  lines  and 
distances.  Accurate  elevations  of  bench  marks  through- 
out the  construction  territory  were  determined  by  inde- 
pendent observers,  each  using  numerous  set-ups  at  each 
turning  point,  and  taking  every  known  precaution  to 
eliminate  errors.  Eighteen-inch  Berger  Y  levels  were 
used  for  this  work.  Elevations  were  transferred  down  the 
shafts  with  steel  tapes,  applying  the  same  tension  as  that 
under  which  they  were  standardized,  and  also  making 
correction  for  temperature.  In  the  tunnel  itself,  the 
elevations  were  carefully  determined  of  each  monument 
as  it  was  set,  while  for  the  actual  driving  of  the  heading 
the  elevation  of  the  alignment  spads  were  taken,  from 
which  the  inspectors  were  able  to  mark  a  point  on  the 
face  so  many  feet  above  subgrade  for  the  guidance  of  the 
drillers.  The  error  in  elevations  at  the  meeting  point  was 
less  than  one  quarter  of  an  inch. 


GEOLOGICAL  CHARACTERISTICS 

Generally  speaking  the  central  part  of  Mount  Royal  is 
formed  of  an  igneous  volcanic  instrusion  throught  what 
was  originally  a  bed  of  Trenton  limestone,  the  relative 
locations  being  such  that  the  east  and  west  ends  of  the 
tunnel  were  driven  through  limestone  while  the  central 
portion  was  through  the  large  body  of  igneous  rock  called 
essexite.  The  relative  positions  of  the  different  rocks  are 
shown  at  the  foot  of  the  progress  diagram,  Figure  7. 

The  Trenton  limestone  at  a  considerable  depth  was 
found  to  be  excellent  tunnelling  rock,  being  crystalline 
and  hard,  but  difficulties  were  encountered  owing  to  the 
limestone  bed  being  broken  up  by  the  igneous  intrusion 
causing  numerous  dykes  and  fractures  running  in  all 
directions.  These  dykes,  varying  from  a  few  inches  to 
many  feet  in  thickness,  were  generally  extremely  hard, 
consisting  principally  of  nepheline  syenite,  camptonite  and 
bostonite.     In  some  cases  drill  steels  of  two  different  tern- 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


273 


pers  had  to  be  used  in  the  one  heading  on  account  of  the 
variation  in  the  hardness  of  the  rock,  and  the  general 
unevenness  in  such  places  caused  no  little  difficulty  in 
drilling.  At  the  junction  between  the  limestone  and 
essexite  on  the  east  side  the  former  was  found  to  be  in  a 
partly  marmorized  condition  heavily  impregnated  with 
quartz,  and  was  not  only  hard  to  drill  and  shoot,  but  owing 
to  its  cementing  nature  caused  considerable  delay  by 
setting  in  the  heading  and  muck-cars.  Numerous 
cavities  filled  with  calcite  crystals  were  found,  as  were  also 
gypsum,  arsenic  and  feldspar  in  small  quantities. 

The  essexite  was  an  extremely  hard  rock  to  drill,  but 
even  with  this  objection,  was  a  good  tunnelling  rock.     It 


of  the  tunnel,  and  at  St.  Catherine  Street  was  down  as 
low  as  sub-grade;  the  earth  above  consisted  of  different 
forms  of  clay  with  layers  of  fine  sand  and  hardpan. 
A  special  form  of  construction  was  used  in  this  locality. 

EXCAVATION 
Tunnel  ( 'ross  Sections 

From  the  station  site  to  the  neighbourhood  of  Pine 
Avenue  a  number  of  borings  were  made  to  determine  the 
nature  of  the  ground  through  which  the  tunnel  was  to  be 
driven.     From  the  information  thus  obtained,  and  from 


£Z££ 


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Heading 
Uc*fc 

4)<7dyft 

A.  Hard  Rock  Section  to  which  original  Ejcavation 
was  MADE 


B  Excavation  Procedure  and  Quantities 


C    Arch  Block  Section 


SuBGRAOE  A  «vitn  Cinder  SusB&uast  only  imo  Emt  of  St. 


D.    Single  Arch  Section 


E   Double  Arcm  Section 


The  Mount  Royal  Tunnel 

Cross   Sections 


Scale  of  F««r 
Montreal,  November.  19IB 
Drawing    to  Accompany  Paper  b*  J.LBuSn(LO,  AM.E.IC. 


Fig.  5 


was  found  to  contain  pyroxene,  magnetite,    hornblend 
and  feldspar,  all  in  small  quantities. 

Although  the  tunnel  was  driven  through  these  hard 
rocks  there  were  only  short  distances  where  a  concrete 
lining  could  be  dispensed  with.  By  far  the  greater  portion 
had  to  be  lined  and  some  parts  timbered  immediately  after 
excavation  owing  to  the  distortions  and  internal  strains 
in  the  rock  caused  by  the  igneous  intrusion. 

From  the  station  site  to  a  point  below  McGill  Campus 
the  surface  of  the  limestone  was  generally  below  the  roof 


general  knowledge  of  the  geological  characteristics  of  the 
mountain  preliminary  designs  for  the  tunnel  cross  sections 
were  prepared.  Advantage  was  taken,  however,  of  the 
work  being  carried  out  by  Mackenzie,  Mann  &  Company's 
own  forces  to  leave  the  final  design  until  such  time  as  the 
tunnel  excavation  was  approaching  completion,  and  a 
careful  study  could  be  made  of  the  actual  conditions 
underground.  In  figure  5 A  is  shown  the  cross  section 
which  was  used  during  the  greater  part  of  the  excavation 
work.  In  figure  5B  is  shown  the  sequence  of  excavation 
for  this  same  section.     The  relative  yardage  of  the  head- 


274 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


ings,  breakups  and  benches  varied  considerably  in  different 
parts  of  the  tunnel  but  the  figures  given  represent  average 
conditions.  In  some  cases  only  one  wing  of  the  breakup 
was  excavated,  leaving  the  other  to  be  removed  with  the 
bench,  and  also  for  some  distance  the  benches  were  not 
removed  simultaneously.  From  the  station  site  to 
Sherbrooke  Street  the  roof  of  the  tunnel  was  in  soft 
ground  and  a  special  section  using  O'Rourke  interlocking 
concrete  arch  blocks  was  adopted  as  shown  in  figure  5C. 
A  total  of  1650  linear  feet  of  this  type  of  construction  was 
used. 

After  the  excavation  of  the  breakups  was  completed 
a  series  of  cross  sections  of  the  tunnel  roof  and  sides  as 
actually  excavated  was  made,  and  from  the  information 
thus  obtained  the  single  arch  section  in  figure  5D  was 
designed  so  as  to  require  the  minimum  amount  of  trimming 
and  at  the  same  time,  the  smallest  amount  of  concrete. 
This  section  was  used  for  a  distance  of  12,322  feet  between 
the  arch  block  section  and  the  twin  arch  section  at  the 
West  Portal  leaving  a  distance  of  2,063  feet  unlined. 
In  the  neighbourhood  of  the  West  Portal  where  the  depth 
of  cover  was  comparatively  small,  300  feet  were  built  in 
the  form  of  a  twin  arch  as  shown  in  figure  5E.  Part  of 
this  section  was  built  on  the  cut  and  cover  principle. 
Between  this  section  and  the  West  Portal  special  con- 
struction was  adopted  for  the  Portal  Heights  Station. 

The  tunnel  cross  sections  throughout  were  designed 
with  the  idea  of  using  a  centre  wall  as  shown  dotted  in 
Figure  5A,  which,  if  found  desirable,  can  be  built  into  the 
section  actually  used  for  the  major  part  of  the  tun- 
nel. The  object  of  the  centre  wall  was  to  facilitate 
ventilation  and  provide  greater  safety  in  case  of  a  derail- 
ment, and  also  to  provide  a  roof  support. 

Shafts 

In  order  that  the  tunnel  excavation  might  proceed  at 
the  city  end  without  waiting  for  the  excavation  of  the 
open  cut  for  the  station  site,  a  shaft  20  feet  long  by  10 
feet  wide,  inside  the  lining  timbers,  was  sunk  immediately 
east  of  Dorchester  Street  with  a  total  depth  of  58  feet. 
Until  a  depth  of  about  45  feet  was  reached  only  soft  ground 
was  encountered  and  as  the  excavation  proceeded  heavy 
sheathing  was  placed  around  the  sides,  kept  in  place 
by  heavy  timbers.  Below  this  depth  limestone  rock  was 
encountered.  Hand-drills  were  used,  and  the  excavated 
material  was  hoisted  out  by  a  skip  and  steam  derrick. 
The  excavation  of  this  shaft  was  commenced  on  August 
3rd  and  completed  on  August  28th,  1912. 

A  second  shaft  was  located  adjacent  to  Maplewood 
Avenue  at  a  point  about  2yA  miles  from  Dorchester  Street, 
.and  one  mile  from  the  West  Portal.  This  location  was 
not  only  convenient  to  roads  and  the  Montreal  Tramways 
lines,  but  also  occurred  at  the  bottom  of  the  main  part  of 
the  western  slope  of  the  mountain,  thus  giving  the  mini- 
mum depth  obtainable  at  a  reasonable  distance  from  either 
of  the  portals.  This  shaft  "was  excavated  through  «olid 
rock  for  practically  its  entire  depth  of  238  feet  and  was 
made  21  feet  long  by  10  feet  wide  at  the  top,  but  reduced 
to  16  feet  in  length  in  the  solid  rock  a  short  distance  below 
the  surface.  For  a  number  of  reasons  it  was  decided  not 
to  excavate  the  shaft  immediately  over  the  tunnel  but  at 
a  distance  of  about  twenty  feet  to  the  south,  the  only 


objection  to  this  offset  being  the  difficulty  of  transferring 
the  alignment  into  the  headings,  but  this  was  overcome  in 
the  manner  already  described,  and  the  distance  the  heading 
had  to  be  produced  from  this  line  was  in  any  event  not 
great.  The  Maplewood  shaft  was  commenced  on  July 
22nd  and  completed  on  October  12th,  1912. 

Two  additional  shafts  were  sunk,  one  near  Sherbrooke 
Street,  in  the  grounds  of  McGill  Campus,  and  the  other 
adjacent  to  Cathcart  Street.  The  former  of  these,  which 
was  about  ten  feet  by  twelve  feet,  was  used  for  the 
ventilation  of  the  heading  and  for  the  passage  of  drainage 
pipes.  It  was  also  found  convenient  as  a  check  on  the 
alignment  although  it  was  too  small  to  obtain  a  line 
with  any  greater  accuracy  than  was  already  laid  out  from 
the  Dorchester  Street  shaft.  The  Cathcart  Street  shaft 
(14  feet  long  by  12  feet  wide)  was  used  for  lowering  the 
H  columns  and  steel  used  in  connection  with  the  arch 
block  construction,  and  later  for  dumping  the  material 
from  the  Terminal  site  excavation. 

Heading  Excavation 

A  number  of  alternative  schemes  for  the  tunnel 
excavation  were  studied  but  finally  the  method  of  using 
bottom  headings  and  breakups  was  adopted  as  being  most 
suitable  for  the  particular  conditions  encountered.  The 
advantage  of  this  method  was  considered  to  be  that  the 
action  of  gravity  could  be  utilized  in  the  loading  of  the 
breakup  excavation  into  cars  handled  on  tracks  in  the 
bottom  heading,  kept  clear  throughout  its  length  for 
transportation  purposes.  The  excavation  procedure, 
therefore  adopted  has  been  shown  in  Figure  5B. 

A  bottom  heading  was  driven  on  the  centre  line  of  the 
tunnel  throughout  its  entire  length  by  four  different 
workings.  From  the  Dorchester  Street  shaft  a  heading 
averaging  eight  to  nine  feet  high  and  twelve  to  thirteen 
feet  wide  was  driven  west  a  distance  of  6,365  feet,  with  a 
total  excavation  of  23,442  yards  of  rock.     From  the  Maple- 


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wood  shaft  headings  were  driven  east  and  west  measuring 
about  nine  to  ten  feet  high  and  thirteen  to  fourteen  feet 
wide,  for  distances  of  5,560  feet  and  2,150  feet  respectively 
with  corresponding  excavations  of  25,424  and  6,915 
yards  of  rock.  Similarly  a  heading  was  driven  east  from 
the  West  Portal  averaging  nine  to  ten  feet  high  by  thirteen 
to  fourteen  feet  wide  for  a  distance  of  3,126  feet,  with  an 
excavation  of  10,538  yards  of  rock,  making  a  total  of 
17,201  linear  feet  of  heading  with  66,319  yards  of  exca- 
vation. 


By  the  first  method  13,000  feet  of  heading  was  driven, 
being  76%  of  the  total.  Four  drills  were  carried  on  a 
horizontal  quarry  bar  firmly  wedged  across  the  end  of  the 
heading  about  midway  between  the  floor  and  the  roof,  and 
during  each  set  up  20  to  25  holes,  varying  from  five  feet 
to  eight  feet  in  depth,  were  drilled  in  the  face.  A  view  of 
the  drilling  gang  is  shown  in  Figure  6.  Different  pro- 
cedures were  adopted  in  the  "  shooting  "of  the  face.  One 
practice  was  to  fire  four  independent  rounds  using  electric 
detonators  connected   with  the   tunnel   lighting    circuit 


Approaching  Working  Face 


_ — i <*-!■  w-  '  -"v *" ■""inn f*-! ,-/ ,"»~ "  i-*  y"c   "  * lllf^" *  *y:'«^*/».t».~-  ..■»«««,>  ^»» "  ■--  **•*  ( ^,1. .  ■>■.»*  <  > 

36'  I  Beam  .  ioij » \dj 


In  Working  Position 


The  Mount  Royal  Tunnel 
Operation  of  Muck- Handling  Drill  Carriage 

Nor  to  Scale 

MONTRIAL.  N0VtMBtR.I9l8 

Drawing  to  Accompanv  Papcr  by  JL  Busnfio,  AMEI  C 


Fig.   8. 


The  headings  being  almost  entirely  in  self-supporting, 
solid  rock,  timber  supports  were  only  required  for  short 
distances  at  each  end  of  the  tunnel,  and  the  excavation 
became  a  routine  process  of  drill,  blast  and  muck,  with 
the  only  important  difference  being  in  the  method  of 
handling  the  drills,  that  first  employed  being  ordinary 
hand  work  with  horizontal  quarry  bar,  replaced  later  by 
a  muck-handling  drill  carriage  at  the  westerly  end  and  a 
simple  drill  carriage  at  the  easterly  working. 


For  the  first  round,  the  "  cut  "  holes  forming  an  opening 
wedge  in  the  centre  were  shot;  in  the  second  round  the 
"  relieving  "  holes,  immediately  around  the  first  wedge, 
were  shot ;  in  the  third,  the  line  holes,  breaking  out  to  the 
full  width  of  the  heading;  and  lastly,  the  dry  holes,  break- 
ing to  the  full  height.  In  between  each  round  of  shots 
the  loading  gang  would  penetrate  the  smoke  caused  by 
the  previous  blast  and  load  the  next  series  of  holes.  In 
order  to  eliminate  the  loss  of  time  and  also  the  ill-effects 


JOURNAl!  of  the  ENGINEERING  INSTITUTE  OF  CANADA 


277 


on  the  men,  of  this  interme^iate  loading  time  fuses  were 
put  into  use  with  satisfactory  results.  In  this  case  the 
cut  holes  were  loaded  and  P™  firsV  and  then  the  re- 
maining holes  were  all  loadt d  at,  the  same  time,  but 
time  fuses,  cut  at  two  inch  intervals  were  use.d  to  insure 
the  proper  sequence  of  shots,  the  fuses  bemg  ignited 
simultaneously  by  electric  deto??ators- 

After  shooting,  the  muckers  /immediately  made  their 
way  to  the  face  to  clear  a  space  for  v*e  drill  gang  while  at 
the  same  time  pipefitters  and  electrics  attended  to  the 
connecting  up  of  the  air  and  water  '^ipes  and  el-Ctric 
lighting  wires.  As  soon  as  sufficient  spa^e  was  cleared  the 
drill  runners  set  up  the  horizontal  bar,  mounted  their 
drills,  and  again  set  to  work.  The  mucker?  continued  the 
removal  of  the  blasted  rock,  three  men  shovelling  from 
the  pile  onto  "  slick  sheets  "  (sheets  of  metal  placed  on  the 
floor  of  the  heading  to  facilitate  shovelling)  rom  which 
four  other  men  loaded  the  muck  into  cars.  Duru.'S  periods 
when  the  work  progressed  at  such  a  rate  that  two  complete 
rounds  of  drilling,  blasting  and  muck  were  carried  out 
per  shift  each  man  would  handle  from  10  to  15  cubic  yards  of 
rock  in  about  six  hours  of  working  time,  the  other  two 
hours  of  the  eight  hour  shift  being  lost  during  the  shooting- 
A  double  track  was  always  maintained  close  to  the  working 
face  to  facilitate  the  handling  of  the  muck  cars,  and  to 
insure  that  the  muckers  should  not  be  delayed  through 
lack  of  cars. 

Contrary  to  expectation  very  little  trouble  was 
experienced  with  water  in  the  tunnel.  The  only  place 
where  water  was  encountered  to  any  extent  was  at  a  point 
about  midway  between  the  West  Portal  and  the  Maple- 
wood  Shaft.  At  no  time,  however,  was  there  any  more 
than  could  be  readily  taken  care  of  by  air-driven  Cameron 
pumps.  The  tunnel  grade  descending  towards  the  city 
enabled  the  water  above  referred  to,  to  be  collected  in  a 
sump  at  the  Maplewood  Shaft  and  pumped  from  there  to 
the  surface. 

The  rate  of  progress  of  driving  the  headings  naturally 
varied  under  different  conditions,  but  the  maximum 
reached  was  810  feet  in  the  31  working  days  commencing 
May  1st,  1913.  This  constituted  an  average  of  over 
26  feet  per  day  and  was  carried  out  in  hard  Trenton 
limestone.  It  was  claimed  to  be  the  record  for  heading 
excavation  in  hard  rock  for  the  American  Continent,  but 
this  has  since  been  exceeded  at  the  Rogers  Pass  Tunnel. 
Throughout  this  period  the  gangs  were  organized  to  per- 
form perfect  teamwork  and  with  only  one  exception  two 
rounds  of  drilling  and  shooting  were  maintained  in  each 
shift.  Progress,  however,  throughout  the  main  portion 
of  heading  excavation  was  naturally  considerably  less 
than  this  figure  and  is  shown  in  detail  in  Table  2  (see 
Appendix),  and  also  on  the  progress  diagram,  Figure  7. 
It  is  noticeable  from  the  diagram  that  notwithstanding  the 
extremely  hard  essexite  encountered  in  the  central  portion 
of  the  mountain  steady  progress  was  maintained,  largely 
due  to  the  use  of  heavier  equipment  carried  on  drill 
carriages  to  be  described  later. 

Sullivan  water  drills  were  used  throughout  the  work. 
In  the  heading  excavations  described  above  the  2^-inch 
size  were  almost  entirely  used,  but  in  the  very  hard  rock 
the  3 ^g-inch  size  was  required.  The  machines  employ 
a  hollow  drill  steel,  through  the  centre  of  which  an 
emulsion  of  air  and  water  is  automatically  forced,  having 


the  effect  of  cleaning  out  the  hole  as  it  is  drilled.  For  light 
trimming  work  Hardy  "  Simplex,"  25  pound  self-rotating 
hammer  drills  were  used  with  satisfactory  results.  In  the 
essexite  rock  five  to  seven  steels  had  to  be  used  per  foot 
of  hole,  while  as  many  as  one  thousand  drills  had  to  be 
sharpened  per  day ;  special  Ward  drill  sharpeners,  operated 
on  the  steam  hammer  principle,  located  in  the  blacksmith 
shops  on  the  surface,  being  used  for  this  purpose.  The 
drills  were  operated  by  compressed  air  supplied  to  a  10- 
inch  pipe  line  at  100  pounds  per  square  inch.  A  manifold 
was  carried  up  close  to  the  working  face,  to  which  the  drills 
were  individually  connected. 

Sixty  per  cent  dynamite  (Forcite)  was  used  almost 
entirely,  an  average  round  requiring  about  100  pounds  or 
as  much  as  150  pounds  for  very  hard  rock,  about  fifteen 
to  twenty  cubic  yards  of  solid  rock  being  loosened  each 
round. 

In  the  heading  procedure  described  above  it  was 
unadvoidable  that  there  should  be  considerable  time  lost 
every  round  by  the  dismantling  and  re-assembling  of 
the  drills.  With  the  3%-inch  heavy  type  of  drill  used  in 
the  very  hard  rock  it  became  very  difficult  to  handle  the 
drilling  equipment,  consequently  a  form  of  drill  carriage 
was  designed  to  carry  the  frills  along  the  headings  away 
from  the  immediate  working  face  without  the  necessity 
gf  dismantling  and  disconnecting  them. 

'  ■  ,,      .  / 

Drill  (  images 

The  Vvpe  of  drill  carriage  first  installed  in  the  heading 
being  drivef.  towards  the  city  was  evolved  by  the  tunnel 
engineers  and  ucsi^ued  to  suit  the  particular  conditions 
to  be  contended  with.  As  in  the  ordinary  heading  work, 
the  four  drills  were  carried  on  a  horizontal  bar  which, 
however,  was  mounted  at  the  end  of  a  10%-inch  I-beam, 
36  feet  long,  supported  by  an  H  frame  carried  on  wheels. 
Electric  motors  were  provided  to  give  three  motions  to  the 
I-beam,  namely,  longitudinal,  vertical  and  horizontal,  so 
that  the  horizontal  bar,  carrying  the  drills  could  readily 
be  adjusted  to  the  correct  position  at  the  face.  In  opera- 
tion the  carriage  was  run  as  close  to  the  muck  pile  as 
possible,  the  last  few  feet  of  track  being  portable  and 
combined  with  slick  sheets.  The  length  of  the  I-beam 
permitted  the  passing  of  the  drills  over  the  top  of  the  muck 
pile.  A  muck  handling  machine  was  combined  with  the 
drill  carriage,  in  order  to  overcome  the  difficulty  of  the 
heading  being  blocked  by  the  latter.  A  belt  conveyor 
passing  under  the  H-frame,  as  close  to  the  ground  as 
possible,  elevated  the  muck  and  dumped  it  into  the  tunnel 
cars  below.  The  diagram  in  Figure  8  shows  the  method 
of  operation  of  this  carriage,  while  the  photographs  in 
Figures  9  and  10  show  the  general  appearance  of  the 
machine  before  it  entered  the  heading. 

This  drill  carriage  and  muck-handling  machine  was 
built  in  the  tunnel  company's  own  shops  and  when  put 
into  operation  fully  met  with  expectations.  It  was  used 
for  a  period  of  over  six  and  a  half  months,  during  which 
time  about  three  thousand  feet  of  heading  was  driven. 
The  advantages  over  the  ordinary  method  of  heading 
excavation  were  many.  The  time  of  assembling  and 
dismantling  the  drills  at  each  round  was  very  materially 
reduced;  the  saving  of  wear  and  tear  on  the  drills  was 
considerable;  the  massiveness  of  the  whole  equipment 
reduced    vibration,    and    consequently    gave    a    greater 


278  JOURNAL      O  F      THE      ENGINEERING       INSTITUTE      OF;    CANADA 


Fig.  9.     Front  View  of  Muck-Handling  Drill  Carriage. 


Fig.  10.     Rear  View  of  Muck-Handling  Drill  Carriage. 


drilling  rate;  and  the  low  belt  conveyor  facilitated  the 
work  of  the  mucker.  There  was  no  actual  saving  of 
labour  with  this  machine,  but  the  rate  of  progress  was 
increased  as  shown  by  the  fact  tnat  during  the  five  months 
previous  to  the  installation  of  the  machine,  December  to 
May,  inclusive,  the  progress  averaged  346  feet  per  month, 
whereas  from  July  to  December  inclusive  tbe  average 
progress  was  484  feet  per  morih,  an  incre&e  of  nearly 
40  per  cent,  notwithstanding  tlie  fact  that  the  rock  was 
very  much  harder.  The  extreme1  regularity  of  the  progress 
of  the  drill  carriage  was  very  striking,  and  is  well  illustrated 
in  the  Progress  Diagram,  Figure  7. 

The  drill  carriage  described  above  proved  so  satis- 
factory in  operation  that  it  was  decided  to  install  a  machine 
in  the  heading  being  driven  west  from  the  city.  By  this 
time,  however,  there  was  comparatively  little  heading 
work  remaining  to  be  done,  and  the  expense  of  an  elaborate 
machine  was  not  warranted.  A  simple  form  of  drill 
carriage  was,  therefore,  devised,  with  the  object  of  pro- 
ducing the  same  results  as  the  heavy  electrically  equipped 
machine,  but  at  a  more  or  less  nominal  cost.  In  this 
machine  the  drills  were  carried  as  usual  on  a  horizontal 
bar,  which  mounted  at  the  end  of  an  11  inch  I-beam, 
36  feet  long,  by  means  of  a  swivel  joint,  so  that  the  bar 
could  be  swung  around  parallel  to  the  heading  during  the 
movement  of  the  carriage.  The  beam  was  carried  on  two 
small  trucks  with  no  other  mechanical  equipment  than 
jacks,  the  latter  being  used  to  move  the  beam  vertically 
to  its  working  position.  In  operation,  the  carriage  was 
pushed  forward  as  soon  after  a  blast  as  possible,  the 
I-beam  projecting  the  drills  over  the  top  of  the  muck 
pile  up  to  the  working  face.  In  order  that  the  heading 
might  be  left  clear  for  mucking  the  rear  end  of  the  I-beam 
was  then  jacked  up  close  to  the  roof  of  the  heading  and 
supported  by  wooden  A-frames  on  each  side  of  the  heading 
and  spanned  by  a  piece  of  iron  pipe.  The  two  small 
trucks  were  then  withdrawn  by  the  locomotive  and  put 
on  a  siding  until  again  required  to  withdraw  the  I-beam 
and  drills.  This  carriage  was  only  used  for  a  period  of 
two  months,  driving  about  nine  hundred  feet  of  heading, 
but  practically  all  the  advantages  of  the  muck-handling 


c'rill  carriage  were  obtained,  including  the  remarkably 
uniform  rate  of  progress.  In  fact  for  the  last  few  weeks 
before  the  meeting  the  progress  in  the  two  headings  were 
almost  identical.  The  general  scheme  of  operation  of 
this  carriage  is  shown  in  figure  11. 

Breakups 

At  intervals  of  500  to  800  feet  the  excavation  was 
opened  up  to  its  full  height  and  to  the  full  width  of  the 
upper  half  of  the  tunnel  by  means  of  "  breakups."  (See 
Figure  5B).  In  order  to  preserve  the  continuity  of  the 
heading  at  each  breakup  a  temporary  roof  was  built  of 
heavy  "jumbo"  timbers  spaced  about  two  feet  apart, 
which  were  planked  over  so  as  to  form  a  working  floor  for 
the  breakup,  small  openings  being  left  between  the  planks 
through  which  the  muck  was  shovelled  into  cars  spotted 
on  a  siding  below.  The  general  appearance  of  a  breakup 
is  shown  in  Figure  12  which  also  shows  the  heading  and 
jumbo  timbers. 

The  breakup  was  first  "  stoped  "  to  the  full  height 
of  the  tunnel  for  a  length  of  about  fifty  feet  before  the 
wings  were  excavated  and  as  the  complete  breakup  was 
continued  east  and  west  "  entries  "  were  excavated  the 
same  width  as  the  heading  to  the  full  tunnel  height  and 
kept  about  fifteen  or  twenty  feet  ahead  of  the  wings. 
In  drilling  the  entry  the  horizontal  bar  was  first  set  up  at 
such  an  elevation  that  the  drillers  were  able  to  stand  on 
the  plank  floor  over  the  jumbo  timbers,  and  after  shooting 
the  lower  half  thus  drilled  they  would  stand  on  the  muck 
pile  and  set  their  drills  in  position  for  the  upper  half  of 
the  entry.  While  this  operation  was  being  carried  on  the 
wings  were  also  drilled  by  means  of  single  drills  set  up  on 
vertical  columns.  The  rate  of  excavation  of  the  breakups, 
per  cubic  yard,  was  naturally  very  much  in  excess  of  that 
in  the  headings,  conditions  all  being  very  much  more 
favourable.  The  blasting  was  always  against  two  open 
faces  and  the  handling  of  the  muck  was  very  much  simpli- 
fied. 

By  far  the  greater  part  of  the  breakup  excavation 
was  in  sound  rock  requiring  no  support  even  when  exca- 
vated to  the  full  width  of  thirty  feet  but  there  occurred  a 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


279 


few  places  where  bad  rock  and  internal  strains  in  the  roof 
required  heavy  timber  supports  until  such  time  as  the 
permanent  lining  was  installed.  The  rate  of  progress  has 
been  shown  diagrammatically  in  Figure  7  which  also  shows 
the  relation  of  the  breakup  to  the  heading  work.  It 
must,  however,  be  remembered  that  a  linear  foot  of  break- 
up was  equivalent  in  yardage  to  nearly  three  feet  of 
heading  excavation.  The  actual  yardage  removed 
monthly  is  given  in  the  excavation  table  No.  3. 


haunch  provided  at  the  springing  line  for  the  concrete 
arch,  it  was  not  necessary  to  mount  the  machines  for 
drilling  the  vertical  line  holes  very  close  to  the  outside 
limit  of  the  excavation. 

In  order  to  facilitate  drilling  under  these  conditions 
two  drill  carriages  of  the  form  shown  in  Figure  13  were 
built  and  used  for  this  work.  Each  carriage  was  thirty 
feet  in  length  and  built  up  of  heavy  timbers,  mounted  on 
double  flanged  wheels.     Four  to  six  drills  were  mounted  on 


v.,  m**£Ub*smmai»msmma  ^  >   h**>~l±.i  WBB  ^bb^m^*^^*!^^ 


Locomotive    Battery  Car 


Approaching  Working  Position 


,.      ,<r^  J.l  ■  f  \    l.\    /.,«/!  !4A-J^>.  .V  /  t      i  i 


V  a?  ,  \r-iU    iS.--<  -is-ii — <U1— jL-  «■• ''  »'• '   l  -^C-U— ' '  ''  '  i   !     r  i. -■  i    ■*-    '    '  l  i     i    i    i-y    <    \  \  ,  <  ■  i  far  t-iir.  '  m,,J./ir  \    ty  i ■  /- 

\  Carriage  on  Siding 


l  '  -    '-j'jtjrr  t  t  f   i   r  r  ■"*>    t-  j-f  "•»    t, 1  ■■}  ■ — q« —  i— r^-  r  j   r~r~j — *  t;ttt — n — -•  t_j  ? — vj '-J     ~r  }~  ■  i   '    'l_l»   i^j  ,"  i_j     <   i       ui      t_^i '     ■  r    *•  -i — t  j    ■  i_r' — t  ,t-. — a — rj   --i_  x*    I  ■  '•  j   J ■  •  -f.'    ■'•  <      .  *      -        ■  *T  t* 

-7^*7~rt-/*7' I'.T"/  V/1  V  V  -p  {  -;  .;■  f^v^"/ ;"v  ■""'-"  i-T'V.';'  wy  "h'.tV  x  i'sci  ,W'r  tia&<"r'/'/  Any,-  f  ■R^'f.''^''^''i'f'''»'iV»r 


In  Working    Position 


■|@e^ii      It.  .pLJL  -  5  3gT*& 


The  Mount  Royal  Tunnel 
Operation  of  Simple  Drill  Carriage 


Not    to    Scale 


Montreal.  November.  1318 

Drawing  to  Accompany  Riper  by  J.L  BusfieiD,  AM  flC 


Fig.  11. 


Benches 

The  third  stage  in  the  tunnelling  operation  was  the 
removal  of  the  benches.  A  condition  somewhat  different 
from  either  the  heading  or  breakup  excavation  had  to  be 
contended  with,  and  new  factors  had  to  be  studied  before 
a  satisfactory  method  of  attack  could  be  evolved. 
Financial  and  labour  conditions  were  also  very  much 
disturbed  at  that  time  by  the  outbreak  of  the  war.  The 
benches  contained  between  eight  and  ten  cubic  yards  of 
rock  in  place  per  linear  foot  and  were  very  irregular  both 
with  regard  to  height  and  also  in  the  sloping  top,  the 
latter  making  it  difficult  in  many  places  for  a  man  to  keep 
his  footing.     Fortunately,  however,   on  account    of  the 


each  of  the  two  horizontal  quarry  bars,  held  by  four 
outriggers  from  the  body  of  the  carriage.  At  the  ends  of 
the  outriggers  jacks  were  provided  for  the  purpose  of 
rigidly  holding  the  carriage  in  place.  A  clear  opening 
was  provided  below  the  carriage  for  the  passage  of  cars 
on  the  narrow  gauge  tunnel  track.  The  quarry  bars  were 
held  in  such  a  position  that  with  the  drills  set  on  the 
outside  they  were  in  position  for  the  line  holes,  while  from 
the  inside  of  the  bar  the  break  holes  were  drilled.  Advant- 
ages similar  to  those  of  the  heading  drill  carriages  were 
obtained  with  particular  reference  to  the  saving  of  time 
due  to  not  having  to  dismount  the  drills  while  moving, 
and  the  rigidity  of  the  carriage. 


280 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CAN  \  DA 


shovel  operated  by  compressed  air  and  equipped  with  a 
lXyard  bucket.  In  a  working  day  of  two  ten-hour  shifts 
over  one  thousand  cars  of  muck  would  be  handled  and 
under  average  conditions  1,400  to  1,800  cubic  yards  of 
loose  rock  was  removed  from  the  tunnel  per  day.  The 
view  in  Figure  14  shows  the  shovel  in  operation,  while  the 
diagram,  Figure  7,  shoes  its  progress,  and  table  3  gives  the 
monthly  quantities  excavated. 

In  blasting  the  benches  the  break  holes  were  first 
shot,  and  then  the  line  holes,  as  little  as  one  pound  of 
dynamite  being  used  per  cubic  yard  of  rock..  In  fact  the 
removal  of  the  benches  was  performed  so  economically 
throughout  that  the  rock  obtained  from  them  was 
crushed  and  then  sold  for  more  than  the  actual  cost  of 
excavation  and  crushing  even  allowing  for  overhead  charges 
for  the  plant  and  equipment. 

Trimming 

The  final  process  in  the  tunnel  excavation  was  the 
trimming.     It  is  invariably  found  more  desirable  to  have 


Fig.  12.     Breakup  showing  Heading  and  Jumbo  Timbers. 


Progress  reached  as  much  as  1,500  feet  per  month, 
there  being  no  interference  from  blasting  as  this  was 
always  done  at  a.  considerable  distance  behind  the  drill 
carriage.  In  addition  to  the  eight  to  twelve  drill-runners 
two  helpers  were  required,  while  the  services  of  an  elec- 
trician and  pipe  fitter  were  distributed  over  the  twc 
carriages  which  were  used. 

prr  The  removal  of  the  rock  was  only  performed  at  a 
considerable  distance  behind  the  drilling  and  shooting, 
again  eliminating  delay  from  the  latter  source.  The 
blasted  rock  was  entirely  removed  by  a  No.  41  Marion 


Fig.  13.     Bench  Drill  Carriage. 


Fig.  14.     Marion  Shovel  excavating  Benches. 

a  special  gang  carry  out  this  operation  rather  than  hold 
up  the  breakup  and  bench  gangs  in  order  to  make  them 
clean  out  to  the  next  excavation  line.  In  this  particular 
case,  also,  the  tunnel  section  was  not  finally  decided  upon 
until  after  the  completion  of  the  breakup  excavation,  and 
a  certain  amount  of  additional  trimming  was  necessitated 
by  the  final  design.  The  greater  part  of  the  trimming, 
however,  was  required  at  the  bottom  corners  of  the  tunnel 
where  the  drill  steels  from  the  benches  had  not  been  able 
to  reach. 

In  order  to  facilitate  the  trimming  work  a  carriage 
a^shown  in  Figure  15  was  built.  It  was  made  twenty  feet 
i^ength  and  similar  in  design  to  the  bench  drill  carriage. 
Quarry  bars  (as  shown  in  Figure  15)  were  carried  by 
outriggers  near  the  bottom  of  the  carriage  so  that  heavy 
drills  could  be  used  for  the  corners  referred  to  above. 
Hand  drills  were  used  for  the  sides  and  top,  the  drill- 


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runners  standing  on  platforms  built  up  at  suitable  places 
on  the  carriage.  A  unique  feature  of  the  trimming 
work  was  the  use  of  the  "  travelling  jumbo  "  shown  in 
Figure  16,  which  fulfilled  the  object  of  catching  the 
blasted  rock,  thus  keeping  the  track  clear.  The  rock  was 
dumped  into  cars  through  trap-doors  in  the  centre. 

Summary  of  Tunnel  Excavation 

The  following  table  gives  the  quantities  of  rock  exca- 
vated in  the  manner  described  above  in  that  portion  of  the 
tunnel,  comprising  a  length  of  14,645  feet  or  2%  miles, 
situated  between  the  arch  block  section  and  Portal  Heights 
station. 

Cubic  Yards  Per- 

Yards  per  Foot        centage 

Bottom  Heading 60,667  4.1  15.3 

Breakups 174,688  11.9  44.8 

Benches.. 127,200  8.7  32.6 

Trimming 19,561  1.3  5.0 

Open  Cut 7,150  ....  2.3 

Total 390,266  26.6  100.0 


Disposal  of  Excavated  Material 

The  muck  brought  out  at  the  Dorchester  Street  shaft 
consisted  of  all  the  heading  excavation  between  the  city 
and  the  meeting  point,  and  all  the  breakup  excavation 
in  this  section  which  was  made  previous  to  the  meeting 
of  the  headings  in  December,  1913.  This  excavated 
material  was  all  deposited  in  the  lower  end  of  the  station 
site,  between  Dorchester  and  Lagauchetiere  Streets,  being 
handled  by  means  of  side-dump  cars  hauled  by  an  hoisting 
engine  on  the  dump.  The  rock  was  eventually  sold  to  a 
contractor  who  erected  a  crusher  plant  adjacent  to  the 
dump  and  disposed  of  the  material  as  crushed  rock. 

Previous  to  the  meeting  of  the  headings  between  the 
West  Portal  and  the  Maplewood  shaft,  the  muck  was 
hoisted  up  the  shaft,  loaded  into  wagons  and  deposited 
as  filling  in  a  number  of  low-lying  lots  along  Maplewood 
Avenue. 

By  far  the  greater  part  of  the  excavated  rock  was 
hauled  to  the  crusher  plant  at  the  West  Portal  where  it 
was  disposed  of  in  various  ways. 


Fig.  15.     Trimming  Carriage. 


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Fig.  16.     Travelling  "Jumbo"  for  Roof  Trimming. 


Open  Cut  Excavations 

Excluding  the  open  cut  through  the  Model  City  west 
of  the  West  Portal  the  first  open  cut  excavation  to  be  made 
was  at  the  Portal  Heights  station  site  and  for  a  short 
section  of  the  tunnel  in  which  the  cut  and  cover  system 
was  adopted,  immediately  east  of  the  station.  This  open 
cut  was  made  by  the  No.  41  Marion  shovel,  and  a  total  of 
12,078  cubic  yards  of  rock  and  39,296  cubic  yards  of  earth 
were  removed.  This  work  was  commenced  in  March, 
1914,   and  completed  in  October,   1914. 

The  largest  open  cut  excavation,  however,  was  made 
for  the  passenger  terminal  site,  betwen  Cathcart  and 
Lagauchetiere  Streets.  This  excavation  was  performed 
by  contract,  Norcross  Brothers  removing  20,173  cubic 
yards  of  earth  from  the  site  of  the  station  building  and 
Angus  Sinclair  18,689  cubic  yards  of  rock  and  263,073 
cubic  yards  of  earth  from  the  terminal  yard  site.  Both 
contractors  commenced  their  excavation  in  April,  1917, 
and  Norcross  Brothers  completed  theirs  in  July,  1917, 
and  Angus  Sinclair  in  September,  1918,  although  the  last 
four  months  of  this  period  were  only  occupied  in  trimming 
work. 

The  principal  difficulty  encountered  in  connection 
with  this  excavation  work  was  the  maintaining  of  Dor- 
chester Street  and  the  five  feet  circular  brick  sewer  below 
the  street.  A  trench  was  first  dug  along  the  street  and  the 
brick  sewer  replaced  by  two  48  inch  cast  iron  pipes, 
side  by  side,  connected  to  the  sewer  by  concrete  chambers 
clear  of  the  proposed  excavation.  At  the  same  time 
shafts  were  sunk  down  to  the  level  of  subgrade  in  which  the 
steel  columns  for  the  viaduct  were  erected,  Only  one  half 
of  the  street  width  was  opened  up  at  one  time  so  that  the 
remaining  half  was  always  open  for  traffic,  with  the 
exception  of  street  cars  which  were  diverted  to  St.  Cath- 
erine Street.  The  main  body  of  the  excavation  was 
commenced  with  a  No.  20  Marion  shovel  %  yard  bucket. 
The  earth  was  loaded  into  side  dump-cars  which  were 


hauled  to  the  Cathcart  Street  shaft  by  small  steam  loco- 
motives. The  material  was  dumped  down  the  shaft  to 
standard  railway  cars  spotted  below,  baffles  being  inserted 
to  break  the  fall  of  the  muck,  the  drop  being  over  forty 
feet.  As  the  excavation  proceeded  a  No.  60  shovel  with  a 
1J/2  yard  bucket  was  introduced  into  the  cut,  and  as  the 
depth  increased  it  became  possible  to  run  a  track  direct 
from  the  tunnel  into  the  cut. 

The  terminal  site  was  only  excavated  to  a  sufficient 
width  for  a  maximum  of  five  tracks  with  three  platforms, 
and  in  order  to  keep  the  top  width  within  certain  limits 
one  to  one  slopes  were  made,  while  retaining  walls  of 
varying  heights  were  built  where  necessary  on  each 
side.  The  banks  were  carefully  graded  and  then  covered 
with  rip-rap  18  inches  thick  placed  by  hand.  If  found 
necessary  the  slopes  may  be  given  a  coating  of  concrete 
in  order  to  prevent  scouring.  Open  tile  drains  are  laid 
throughout  the  station  site,  all  being  connected,  together 
with  the  drain  from  the  tunnel  to  the  city  sewers. 

ROOF  SHIELD  CONSTRUCTION 

As  already  stated  that  portion  of  the  tunnel  between 
the  terminal  station  site  and  a  point  below  McGill  College 
Campus,  comprising  a  length  of  1650  feet,  had  to  be 
constructed  with  the  roof  above  the  rock  surface,  and  it 
was,  therefore  essential  that  a  form  of  construction  should 
be  adopted  which  would  at  no  time  leave  unsupported  the 
earth  above  the  tunnel.  After  considerable  study  had 
been  given  to  alternative  methods  of  dealing  with  this 
condition  it  was  decided  to  use  a  roof  shield  together  with 
O'Rourke  patented  interlocking  concrete  lining  blocks. 

The  tunnel  cross  section  for  this  type  of  construction 
has  been  illustrated  in  Figure  5  C.  It  will  be  noted  that  the 
Section  is  of  the  twin  arch  form,  the  centre  wall  consisting 
of  65  pound,  10}4  inch  Bethlehem  H  columns,  spaced 
2  feet  3  inches  centre  to  centre,  embedded  in  a  continuous 
concrete  wall.  The  columns  were  spanned  by  built-up 
steel  lintels,  which,  in  turn,  carried  the  centre  block  of 
the  twin  arches.  The  concrete  blocks  were  2  feet  thick 
radially  and  2  feet  8  inches  long  in  the  direction  of  the 
tunnel.  The  oval  tenons  12  inches  by  20  inches  by  7 
inches  deep  were  cast  on  one  side  of  each  block,  while 
corresponding  depressions  were  cast  on  the  opposite  side 
to  engage  the  tenons  on  the  blocks  in  the  adjacent  ring 
of  the  arch.  At  the  side  of  the  tunnel  the  arch  blocks 
rested  on  concrete  walls  built  into  the  solid  rock. 

A  special  plant  was  installed  between  Dorchester  and 
Cathcart  Streets  for  the  casting  of  the  concrete  blocks. 
The  plant  consisted  of  travelling  cranes  with  hand  hoists 
for  handling  the  forms  and  blocks,  and  with  an  elevated 
runway  for  the  concrete  mixing  plant,  from  which  the 
concrete  was  fed  to  the  forms  by  gravity.  The  forms 
themselves  were  built  up  of  flanged  cast  iron  sections 
mounted  on  a  steel  plate.  The  tenons  were  filled  to 
overflowing  and  smoothed  off  to  correct  level  when  the 
concrete  was  commencing  to  set.  A  tapered  steel 
mandrel  through  the  centre  of  the  form  held  a  special  2- 
inch  nut  in  such  position  that  it  was  cast  into  the  centre  of 
the  block  and  could  be  reached  through  the  hole  left  by 
the  mandrel.  This  nut  was  used  for  attaching  the  block 
to  the  erector  on  the  shield.  A  general  view  of  the  block 
plant  is  shown  in  Figure  17. 


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Fig.  17.     Plant  for  casting  Concrete  Arch  Blocks. 


The  roof  shield,  as  shown  in  Figure  18,  was  built  up  of 
structural  steel,  the  two  semi-circular  arches  being  made  of 
iy$  inch  steel  plates  stiffened  by  structural  steel  dia- 
phragms and  girders,  which  also  contained  the  operating 
galleries.  The  cover  plate  was  made  of  sufficient  length 
to  project  forward  of  the  girders  to  form  a  cutting  edge,  and 
to  extend  back  over  two  or  three  of  the  arch  rings  last 
placed.  Horizontal  motion  was  obtained  by  means  of 
seventeen  8H  inch  hydraulic  jacks  placed  around  the 
circumference  of  the  steel  girders.  The  jacks  pushed 
against  the  arch  blocks,  a  maximum  pressure  of  6,000 
pounds  per  square  inch,  or  a  total  of  over  three  hundred 
thousand  pounds,  being  available  to  force  the  shield 
ahead.  For  the  majority  of  the  distance  through  which 
the  shield  travelled,  the  rock  line  although  below  the 
crown  was  above  the  bottom  of  the  shield  and  it  had  to  be 
drilled  and  blasted  before  the  shield  could  be  moved. 
Very  small  shots  were  used  in  order  to  avoid  damage  to 
the  shield  or  to  the  blocks  immediately  behind,  and  also 
to  reduce  the  disturbance  to  the  buildings  at  the  surface 
to  a  minimum,  the  depth  of  cover  varying  from  thirty  to 
sixty  feet. 

At  the  rear  of  the  shield  two  mechanical  erectors  were 
provided  for  placing  the  arch  blocks  in  position.  Each 
erector  was  pivoted  under  the  working  gallery  and  by 
means  of  hydraulic  rams,  racks  and  pinions,  was  able  to 
make  four  distinct  motions,  namely,  rotation  about  the 
central  pivot,  longitudinal  motion  along  the  axis  of 
the  pivot,  radial  motion,  and  rotation  on  its  own  axis. 
By  this  means  the  erector  could  pick  up  a  block  from  a 
car  in  the  heading,  revolve  it,  and  swing  it  until  it  was 
opposite  its  position  in  the  ring,  then  push  it  into  line  so 
that  the  tenons  fitted  into  the  depressions  in  the  blocks 
already  in  place.  The  block  would  then  be  held  in 
position  by  the  circumferential  hydraulic  jacks  until  the 
complete  arch  was  erected.  After  the  erection  of  the 
blocks,  the  joints,  the  bolt  holes  and  also  the  space  over 


the  blocks  left  by  the  skin  of  the  shield  were  all  closed  up 
with  a  cement  gun  and  grouting  machine. 

In  order  that  the  shield  should  have  suitable  runways, 
and  also  that  the  blocks  should  be  placed  on  their  perma- 
nent foundation  the  erection  of  the  columns  and  the  con- 
struction of  the  concrete  side  walls  had  to  be  carried  on 
ahead  of  the  shield.  For  the  former,  the  bottom  heading 
timbers  had  to  be  removed  and  the  centre  of  the  heading 
raised  high  enough  to  permit  the  erection  of  the  columns 
and  lintels.  In  the  case  of  the  side  walls  special  "  side 
wall  headings  "  three  or  four  feet  in  width  and  of  sufficient 
height  to  accommodate  the  wall  were  excavated  and  the 
concrete  poured  into  forms  built  in  these  small  headings. 
The  appearance  of  one  side  of  this  type  of  construction 
partly  completed  is  shown  in  Figure  19. 

The  rate  of  progress  of  the  shield  work  was  somewhat 
hampered  by  the  disturbed  conditions  due  to  the  outbreak 
of  the  war.  For  a  great  part  of  the  time,  however,  one 
ten-hour  shift  per  day  was  operated  during  which,  as  a 
general  rule,  three  rings  were  erected,  but  it  actually  took 
fourteen  months  to  travel  the  whole  distance,  being  an 
average  of  118  feet  per  month,  equivalent  to  about  two 
rings  per  working  day.  At  the  west  end  progress  was 
necessarily  slow  because  the  excavation  was  entirely  in 
rock,  and  for  a  short  distance  thin  structural  steel  ribs 
conforming  to  the  shape  of  the  twin  arches  were  erected 
between  each  set  of  rings  on  account  of  the  tunnel  passing 
under  private  property  on  which  it  might  later  be  desired 
to  erect  large  buildings. 

As  previously  stated,  the  roof  of  the  tunnel  in  the  arch 
block  section  came  within  thirty  to  sixty  feet  of  the 
ground  surface,  the  intervening  material  being  clay  and 
sand.  Notwithstanding  every  possible  precaution  there 
was  some  disturbance  at  the  surface  and  immediately 
over  the  shield  the  ground  sank  from  six  to  ten  inches. 


Fig.  18.     Rear  View  of  Roof  Shield  erecting  Arch  Block. 


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The  depression  followed  the  shield  as  it  advanced  with  the 
greatest  regularity,  and  daily  observations  were  made  to 
follow  possible  surface  changes. 

At  the  intersection  of  McGill  College  Avenue  and 
St.  Catherine  Street  there  existed  a  network  of  under- 
ground utilities,  consisting  of  two  24  inch  water  mains  on 
McGill  College  Avenue  connecting  with  two  30-inch 
mains  on  St.  Catherine  Street,  a  12  inch  high  pressure 
water  main,  various  sewers,  Bell  Telephone  and  high 
voltage  electric  conduits,  gas  mains  and  so  forth,  and  on 
the  surface  the  double  track  of  the  Montreal  Tramways 
Company  with  very  heavy  traffic.  It  would,  of  course, 
have  been  disastrous  to  practically  all  of  these  structures 


Fig.  19.    Completed  Arch  Block  Section. 

to  have  allowed  a  depression  of  over  six  inches  in  a  distance 
of  less  than  thirty  feet.  An  excavation  was,  therefore, 
made  from  the  surface  over  the  whole  intersection,  road- 
ways being  temporarily  provided  by  planking  carried  on 
heavy  timbers.  All  the  structures  were  then  supported 
on  timbers,  and  numerous  elevations  taken  of  marked 
points  and  as  the  shield  advanced,  causing  the  shrinkage  of 
the  sub-soil,  the  timbers  were  jacked  and  blocked  up  to 
keep  all  the  structures  to  their  original  elevation.  In  this 
manner  the  shield  passed  the  complicated  intersection 
causing  practically  no  damage.  The  excavation  was  then 
filled  in  and  the  street  surface  restored  with  paving. 


CONCRETE    LINING 

Between  the  west  end  of  the  arch  block  section  and 
Portal  Heights  station,  a  total  of  12,622  linear  feet  of 
concrete  lining  was  placed,  leaving  2,063  feet  of  unlined 
tunnel  which,  however,  will  in  all  probability  eventually 
be  lined  to  eliminate  danger  from  scaling.  Immediately 
east  of  Portal  Heights  station  the  cover  was  very  small, 
and  partly  in  earth.  A  double  arch  section  as  shown  in 
Figure  5E  was,  therefore,  built  for  a  distance  of  300  feet. 
Part  of  this  section  was  built  on  the  cut  and  cover  principle, 
and  the  concrete  was  placed  by  chutes  leading  from  a  port- 
able rotary  mixer. 

Immediately  west  of  the  arch  block  section  the  rock 
was  in  a  very  unstable  condition  and  the  concrete  lining 
conforming  to  the  single  arch  section,  Figure  5D,  had  to  be 
placed  in  very  short  stretches  so  that  there  should  not  be 
any  very  great  length  of  roof  unsupported  either  by 
timbers  or  concrete  at  any  one  time.  There  were  5,680 
cubic  yards,  corresponding  to  1,122  feet,  of  concrete 
placed  under  this  condition.  The  main  body  of  tunnel 
lining  contained  58,360  cubic  yards  of  concrete,  and 
covered  a  distance  of  12,322  feet,  with  an  average  quantity 
of  5.2  yards  per  linear  foot.  In  placing  the  lining  in  the 
single  arch  section  the  depth  of  the  side  walls  was  made  to 
suit  local  conditions  regardless  of  obtaining  a  uniform 
appearance.  For  a  great  part  of  the  distance  they  were 
finished  off  in  hitches  cut  well  into  the  sides  a  few  feet 
below  the  springing  line,  but  at  other  places  they  were 
extended  down  various  distances  to  the  level  of  subgrade. 

Forms 

The  forms  for  the  arch  were  built  up  of  heavy  timbers 
covered  with  planking  and  a  steel  skin  plate,  and  were 
supported  on  carriages  mounted  on  double  flanged  wheels 
running  on  a  13  feet  gauge  track,  spanning  the  regular 
tunnel  track,  as  shown  in  Figure  20.  Each  form  was 
mounted  rigidly  on  its  own  carriage  at  a  height  of  about 
one  and  one  half  feet  lower  than  the  required  elevation  of 
the  lining.  After  being  placed  in  position  the  carriage  and 
form  were  raised  from  the  track  by  jacks  and  blocked  up 
until  the  correct  elevation  was  reached.  They  were 
built  up  in  5  feet  lengths,  the  general  practice  being  to  use 
a  form  30  feet  long,  but  in  the  short  bad  rock  section, 
lengths  of  5,  10  and  15  feet  were  used.  The  side  wall 
forms  were  hung  from  the  same  carriage,  except  in  the 
short  section  where  they  were  built  up  separately  for 
each  set  up. 

Mixing  Plants 

At  the  time  the  method  to  be  used  in  placing  the 
concrete  lining  was  first  discussed  the  pneumatic  concrete 
placing  machine  was  still  comparatively  in  its  infancy, 
but  it  seemed  to  have  great  possibilities  for  this  class  of 
work,  and  one  machine  was  installed  partly  as  an  experi- 
ment before  finally  adopting  this  system  on  a  large  scale. 
It  was  found,  however,  to  be  capable  of  satisfactory 
development,  and  eventually  two  machines  were  used, 
one  rated  at  half-yard,  and  the  other  at  quarter-yard 
capacity.  Unlike  the  more  recent  types  of  pneumatic 
mixers,  these  machines  depended  solely  on  the  air  pressure 
and  shooting  through  the  discharge  pipe  for  the  proper 
mixing  of  the  concrete.    As  far  as  the  mixer  itself  is 


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concerned  it  is  possible  to  handle  two  batches  a  minute, 
but  in  order  to  reach  such  a  speed,  very  large  quantities 
of  raw  materials  have  to  be  supplied  to  the  mixer  with 
considerable  rapidity,  and  this  constituted  the  principal 
problem  to  be  dealt  with  in  connection  with  this  phase  of 


Tht  Mount  Akm.  Iunnil 
Fobm  mo  Fixrw  Cuhau  ran  5«kou 

AlKn   CONCMTE   LlNtM. 


Fig.  20. 


the  work,  and  one  made  difficult  on  account  of  the  re- 
stricted working  space  available. 

The  first  plant  that  was  put  into  operation  was  of  a 
stationary  type  and  was  designed  with  the  idea  of  shooting 
the  concrete  as  far  as  possible  in  each  direction,  and  then 
transporting  the  plant  to  a  new  location.  In  this  plant 
sand  and  stone  were  hauled  in  the  regular  tunnel  cars 
over  an  elevated  track  and  dumped  into  pits,  from  which 
bucket  elevators  fed  two  storage  bins,  built  as  high  and 
as  large  as  the  tunnel  limits  would  allow.  A  batch  hopper 
was  placed  below  the  bins  and  discharged  by  a  single  gate 
into  the  mixer,  which  in  turn  was  placed  as  low  as  possible 
in  the  plant,  with  the  discharge  pipe  or  elbow  practically 
resting  on  the  subgrade.  The  half-yard  capacity  mixer 
was  used  and  it  was  found  impracticable  to  shoot  more  than 
one  bag  batch  of  1:  2^:  4^  concrete  with  any  degree  of 
reliability.  Two  bag  batches  were  attempted  but  they 
generally  plugged  the  pipe.  The  8-inch,  mild  steel 
discharge  pipe  was  laid  directly  on  the  subgrade  and  con- 
nected to  a  vertical  pipe  at  the  form  by  two  45  degree 
steel  elbows,  30  inches  radius,  with  two  similar  elbows 
at  the  top,  with  a  swivel  connection  to  the  nozzle.  In 
placing  the  concrete,  the  side  walls  were  first  built  up  and 
then  the  arch  filled  in.  The  front  end  of  the  form  was 
bulkheaded  with  the  exception  of  an  opening  at  the 
centre  about  twelve  feet  long  through  which  the  pipe 
was  passed,  and  which  was  finally  closed  by  means  of 
sand  bags. 

The  supply  of  sand  and  stone  was  obtained  from  the 
Tunnel  Company's  own  crusher  plant  at  the  West  Portal, 
special  bins  having  been  erected  so  that  the  tunnel  cars 
could  be  loaded  with  the  minimum  of  delay.     Fines  and 


screenings  were  used  in  the  place  of  sand,  and  were  found 
to  answer  the  purpose  fairly  satisfactorily. 

The  second  plant  was  built  especially  to  meet  the 
requirements  in  the  bad  rock  section,  where  it  would  be 
impossible  to  run  the  mixer  at  anything  like  its  full  output 
capacity,  owing  to  the  short  sections  which  it  was  possible 
to  concrete  at  one  time.  The  large  storage  bins  were, 
therefore,  not  used,  and  the  sand  and  stone  was  dumped 
directly  into  bins  under  a  trestle  over  which  the  tunnel 
cars  were  run.  The  mixer  which  was  of  the  quarter-yard 
capacity  was  loaded  from  the  bins  by  means  of  a  small 
shuttle  car  with  two  compartments,  the  dividing  partition 
being  moveable  so  that  the  aggregate  could  be  mixed  to  a 
certain  extent  while  discharging  into  the  mixer.  The 
operation  of  this  plant  was  satisfactory  but  progress  was 
slow,  not  on  account  of  the  design  of  the  plant,  but  on 
account  of  the  condition  of  the  rock.  The  total  distance 
of  1,122  feet  with  5,680  cubic  yards  of  concrete  was  covered 
in  a  period  of  six  months.  The  plant,  however,  was 
found  to  be  so  satisfactory  that  the  construction  of  another 
one,  with  a  half-yard  mixer  and  similar  loading  features 
was  decided  upon. 

This  plant,  which  made  the  third  put  into  operation, 
was  installed  at  a  point  about  eight  hundred  feet  east  of 
the  first  plant,  which  had  been  travelling  east  from  the 
West  Portal.  It  was  in  continuous  operation  from 
October,  1915,  until  the  end  of  April,  1916,  during  which 
time  18,000  cubic  yards  of  concrete  were  placed  with  a 
maximum  of  4,170  cubic  yards,  or  nearly  double  the  aver- 
age, during  the  month  of  March.  Five  forms  were  used, 
and  the  force  consisted  of  seven  men  on  the  plant  itself, 
three  men  on  the  forms,  with  two  carpenters  spending 
part  of  their  time  repairing  forms.  The  greatest  distance 
from  the  mixer  to  the  form  did  not,  as  a  rule,  exceed  six 
hundred  feet,  but  in  concreting  the  section  to  which  the 
plant  was  to  be  moved,  a  distance  as  great  as  twelve  hundred 
feet  was  covered,  nearly  one  minute  being  required  for  the 
passage  of  a  batch  of  concrete  through  this  length  of  pipe. 

As  the  work  progressed  two  difficulties  were  encoun- 
tered with  this  type  of  machine.  The  first  was  the 
enormous  quantity  of  air  required  to  shoot  the  concrete 
through  the  longer  distances,  with  the  consequent  drop  in 
pressure,  and  plugging  of  the  line.  The  second  was  the 
excessive  amount  of  wear  on  the  pipe,  requiring  continual 
renewals.  The  former  of  these  difficulties  would  naturally 
tend  to  increase  as  the  plant  receded  further  from  the 
compressor  plant,  and  the  latter  would  naturally  not 
improve  without  a  radical  change  in  conditions. 

Portable  Mixing  Plant 

A  fourth  plant  was,  therefore,  designed  to  overcome 
both  these  obstacles,  and  eventually  proved  to  be  the  most 
satisfactory  type  of  all  those  that  were  used.  It  was  in 
operation  continuously  from  May  to  December,  1916, 
when  the  lining  work  was  completed,  placing  37,265  cubic 
yards  of  concrete,  an  average  of  4,658  cubic  yards  per 
month,  with  a  maximum  of  5,811  cubic  yards  during 
October.  With  the  object  of  overcoming  the  difficulties 
referred  to  above,  the  fourth  plant  was  made  portable 
so  that  the  mixer  could  be  kept  within  one  hundred  feet 
of  the  form  to  be  filled.  The  plant  had  to  be  designed 
to  run  on  the  3  feet  gauge  tunnel  tiack,  and  also  to  pass 
through  the  openings  in  the  form  carriages,  which  were 


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only  12  feet  high  by  12  feet  wide.  The  general  principle 
of  the  design  adopted  is  shown  in  Figure  21.  The  tunnel 
cars  were  run  over  longitudinal  hoppers,  31  feet  long,  stone 
cars  dumping  through  the  bottom,  and  sand  cars  dumping 
sidewise.  A  batch  hopper,  located  between  the  longi- 
tudinal hoppers  and  the  mixer  was  fed  by  means  of  two 
belt  conveyors  passing  under  the  former,  one  carrying 
sand  and  the  other  stone.  The  mixer,  in  turn,  was 
loaded  by  means  of  a  shuttle  car  passing  under  the  batch 
hopper.     Cement   was    unloaded   and    stored    on    small 


Considerable  experimenting  was  carried  out  to 
determine  the  best  material  for  the  elbows,  as  the  amount 
of  wear  was  so  great  that  they  had  to  be  continually 
replaced.  Eventually,  the  type  that  was  found  to  be  the 
most  satisfactory  was  made  in  two  halves,  and  the  outer 
half  was  lined  with  removable  cast-iron  blocks,  the  result 
being  that  instead  of  having  to  dismantle  the  whole  elbow, 
with  this  system  only  the  outer  half  was  removed  and 
new  lining  blocks  put  into  place. 

Table  4,  in  the  appendix,  gives  the  quantities  of 


;ay)  ^  ^=g 


A—-. 

Sand'  and    5TONf    Bti- 


£ 


J 


i 

X 


jtcnwt  through  Hoppers  at  AA 


End  Vifw 


The  Mount  Royal  Tunnel 
Portable  Pneumatic  Concrete-Placing  Pi  ant 

Seal*  of  Feet 
MoMRtAL    No»[M8(R,  1918 

1  .i*t.      ■■    t.       -.-»..,    P.PtRBt    ILflyVninUfl' 


Fig.  21. 


platforms  and  dumped  into  the  shuttle  car  as  required. 
The  half-yard  mixer  was  used  and  the  discharge  pipe  was 
carried  partly  on  the  mixer  car,  and  partly  on -special 
trucks  built  for  the  purpose.  It  was  found  necessary  to 
have  at  least  three  12  feet  lengths  of  pipe  between  the 
mixer  and  the  vertical  elbow  to  obtain  a  proper  mix. 
The  force  required  for  the  operation  of  this  portable  plant 
consisted  of  a  foreman,  mixer  operator,  hoist  runner, 
thirteen  labourers,  a  pipe-fitter,  and  a  handy  man,  in 
addition  to  those  required  for  operating  the  trains.  Two 
shifts  worked  each  day,  but  carpenters  only  worked  for 
one  shift.     Seven  sets  of  forms  were  used. 


concrete  placed  each  month  by  each  of  the"  four  different 
types  of  plant.  A  view  of  part  of  the^finished  concrete 
lining  is  shown  in  Figure  22. 

UNDERGROUND    TRANSPORTATION 

The  efficiency  of  the  underground  transportation 
system  was  of  the  greatest  importance,  as  a  breakdown  of 
any  branch  of  the  system  could  cause  serious  disorgani- 
zation of  the  excavation  work.  The  importance  of  efficient 
service  can  be  readily  understood  when  it  is  borne  in  mind 
that  over  422,000  cubic  yards  of  solid  rock,  equivalent 


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'287 


Fig.  22.     Concrete  Lining  in  Place. 


to  considerably  over  700,000  cubic  yards  of  broken 
rock,  were  handled  by  the  narrow  gauge  tunnel  cars,  and 
also  all  the  material  for  over  64,000  cubic  yards  of  concrete. 
In  fact,  during  the  Marion  shovel  excavation  of  the 
benches  over  a  thousand  cars  of  muck  per  day  would 
frequently  be  hauled  out  of  the  tunnel. 

Tracks  were  built  to  a  three  feet  gauge  throughout, 
using  45  pound  rails,  which,  however,  had  to  be  replaced 
by  60  pound  rails  for  the  passage  of  the  portable  concrete 
mixing  plant,  the  former  rails  being  too  light  to  carry  the 
load.  Stub,  split  and  movable  centre  rail  switches  were 
used,  and  sidetracks  were  installed  wherever  necessary, 


their  locations  being  changed  from  time  to  time  to  suit  the 
varying  conditions,  it  always  being  arranged  that  loading 
could  take  place  on  sidetracks  so  as  to  leave  the  main  line 
clear  for  through  haulage. 

The  motive  power  passed  through  various  stages  from 
horses  to  ten  ton  electric  trolley  locomotives.  The  former 
were  used  for  a  short  period  only  during  the  commence- 
ment of  the  heading  excavation  west  of  the  Dorchester 
Street  shaft.  A  type  of  gasoline  locomotive  was  tried, 
and  as  far  as  haulage  was  concerned  it  was  satisfactory, 
but  the  exhaust  gases  vitiated  the  atmosphere  to  such  an 
extent  that  notwithstanding  the  use  of  blowers  the  gangs 
were  entirely  incapacitated.  The  gasoline  engines  were 
removed  from  the  frames  of  these  locomotives  and  electric 
motors  substituted,  converting  them  into  five  ton  electric 
locomotives.     The   electric   current   was   obtained   from 


Fig.  23.     Eight  ton  Construction  Locomotive. 


Fig.  24.     Compressor  Plant  at  West  Portal. 


storage  batteries  carried  on  a  truck  separate  from  the 
locomotive.  Two  sets  of  batteries  were  provided  for 
each  locomotive  so  that  one  set  could  be  kept  on  the  sur- 
face charging  while  the  other  was  in  use.  There  were  two 
of  this  type  used,  both  being  made  in  the  shops  at  the  West 
Portal.  In  figure  23  is  shown  an  8-ton  trolley  locomotive 
also  built  at  the  Company's  own  shops,  and  equipped 
with  two  20  horse  power,  1 10  volt  motors  in  series.  As  the 
transportation  requirements  became  heavier  10-ton  Gen- 
eral Electric  locomotives  of  the  mining  type  were  installed. 
The  trolley  locomotives  obtained  current  from  a  trolley 
wire  fed  by  a  generator  at  275  volts  and  fastened  to  the 
roof  of  the  heading  and  to  the  breakup  jumbo  timbers. 
A  certain  amount  of  inconvenience  was  caused  the  workers 
by  the  trolley  wire  being  so  low,  but  there  were  no  serious 
accidents  from  this  cause. 

The  muck  cars  had  to  be  something  more  than  merely 
a  means  of  carrying  the  muck.  They  were  designed  with 
a  great  deal  of  attention  to  the  obtaining  of  a  car  which 


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Fig.  26.    Panoramic  View  of  West  Portal  from  Crusher  Plant. 


should  be  reasonably  low  to  facilitate  loading  by  hand,  and 
yet  have  as  large  a  capacity  as  possible ;  which  should  be 
strong  and  able  to  withstand  extremely  hard  usage,  and 
also  which  should  have  a  low  frictional  resistance.  The 
car  eventually  designed  had  an  overall  height  of  3  feet 
4  inches,  and  inside  dimensions  of  3  feet  2  inches  wide, 
by  20  inches  deep  and  6  feet  6  inches  long.  It  was  carried 
on  18  inch  wheels  with  a  spring  on  the  axles  and  had  a 
capacity  of  two  tons.  It  was  of  the  end  dumping  type 
lined  with  steel  plate  on  the  bottom  and  also  at  the 
dumping  end.  Between  two  and  three  hundred  of  these 
cars  were  built  in  the  shops  at  the  West  Portal.  They  were 
dumped  by  automatic  cages  at  the  two  shafts,  and  by  a 
tipple  at  the  crusher  plant  at  the  West  Portal.  At  the 
latter  point  the  cars  were  hauled  up  an  inclined  track  by  a 
hoisting  engine. 


For  handling  the  material  for  the  concrete  mixer  a 
number  of  the  same  cars  were  converted  into  bottom 
dump  cars  for  the  stone,  and  side  dump  for  the  sand. 

PLANT 

A  very  comprehensive  plant  and  mechanical  equip- 
ment was  provided  for  the  proper  carrying  on  of  the 
construction  work.  The  principal  features  consisted  of  two 
compressor  plants,  shaft  and  other  hoisting  gear,  general 
workshops,  and  a  stone  crushing  plant. 

Compressor  Plants 

Large  quantities  of  compressed  air  had  to  be  supplied 
at  all  times  for  the  operation  of  the  drills,  of  the  Marion 
shovel,  of  the  pneumatic  concrete  mixer,  and  of  numerous 


5jiJ^    ■*— HH|                            ^ 

\:' 

-^'.       -j|               Ltf 

1    J>  K^ 

':   '         __.,.^  A~-'$\^£S&BBh:\\ 

^ 

*    *%d 

V>T,^_*               "V    ■ 

-tasasarsr*-  ■                                             Jk 

ffjplp 

J=2mt 

'■":'•?-    J/ 

*    %  '  .„'„-       ,     — .    . 

Fig.  25.    Automatic  Self -Dumping  Cage. 


Fig.  27.    Rock-Crushing  Plant  at  West  Portal. 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


289 


tools  in  the  workshops.  Two  plants  were  originally  built, 
one  immediately  north  of  Dorchester  Street,  the  other  at 
the  West  Portal.  Each  plant  as  originally  installed  had  a 
capacity  of  5,100  cubic  feet  of  free  air  per  minute,  delivered 
at  a  pressure  of  100  pounds  per  square  inch.  A  Canadian 
General  Electric  400  horse  power  synchronous  motor 
was  direct-connected  to  a  Sullivan  two-Stage  compressor 
with  a  capacity  of  1800  cubic  feet  per  minute,  while  three 
Blaisdell  cross  compound  compressors  each  with  a  capa- 
city of  1100  cubic  feet  per  minute  were  driven  by  225 
horse  power,  three-phase  motors.  All  machines  were 
fitted  with  unloading  valves  automatically  cutting  off 
the  supply  of  air  to  the  compressor  when  the  pressure  in 
the  receiver  reached  a  predetermined  amount,  thus  com- 
pensating for  the  fluctuation  in  the  quantity  of  air  being 
used  at  any  one  time.  It  is  of  interest  to  note  that  these 
machines  were  frequently  run  continuously  day  and  night 
for  many  days  on  end.  A  general  view  of  a  compressor 
plant  is  shown  in  Figure  24. 

The  air  was  delivered  to  the  tunnel  through  10-inch 
cast  iron  pipes  which  were  passed  down  the  Dorchester 


and  Maplewood  shafts  and  into  the  tunnel  at  the  West 
Portal.  Between  the  plant  at  the  latter  point  and  the 
Maplewood  shaft  a  surface  pipe  was  laid,  following  the 
company's  private  road,  and  passing  under  public  streets. 
As  the  demand  for  air  increased  at  the  west  end  of  the 
tunnel  some  of  the  machines  were  transferred  from  the 
city  to  the  West  Portal  plant. 

Shaft  Gear 

At  both  the  shafts  heavy  timber  headhouses  were 
built  suitable  for  the  operation  of  automatic  self-dumping 
cages.  They  provided  not  only  for  the  running  of  cars 
off  or  on  the  cage  at  the  ground  level,  but  they  were  high 
enough  to  allow  the  cars  to  be  hoisted  up  and  automatically 
dumped  into  hoppers  connected  with  the  headhouse. 
The  Lidgerwood  hoists  were  operated  by  50  horse  power 
electric  motors,  with  special  braking  attachments,  the 
cages  also  being  provided  with  self  acting  safety  grips. 
A  view  of  the  cage  in  the  hoisting  and  dumping  positions 
is  shown  in  Figure  25. 


I  Entrance  t  TicWI  Office 
c  General  t/oilwtq  Room 
)  Soogogt  Room 
4  toxel  Office 
»  Women*  Room 


Cross  Section  m  "AA' 


The  Mount  Royal  Tunnel 
Plan  and  Section  of  Terminal  Yard 

■   ■  T.  ■  ■  ■  T»» 


5c  ale  for  Section 

Montreal,  November,  1918. 

Drawino  to  accompany  Paper  or  J  L  Bu5FiCLD,A-*r1E  '  C 


Fig.  28. 


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Fig.  29.     "Tunnel  Terminal"  from  Dorchester  Street. 


Workshops 

At  the  city  end  of  the  tunnel  a  comparatively  small 
plant  was  maintained,  the  principal  feature  being  a  black- 
smith shop  equipped  with  a  Ward  drill  sharpener  (a  special 
machine  of  the  steam  hammer  type),  besides  the  usual 
hand  equipment.  A  small  machine  shop  equipped  with 
lathe,  drill,  power  hack  saw  and  hand  tools  was  able  to 
undertake  light  repairs  to  machinery  and  equipment. 
A  carpenters'  shop  equipped  with  a  band  and  a  circular 
saw  handled  lagging  timbers,  wedges,  and  other  wood 
work  used  at  the  east  end  of  the  tunnel.  A  garage  for  the 
company's  automobiles  and  trucks  was  also  maintained 
near  the  Dorchester  Street  Office. 

In  order  to  make  the  company  independent  of  local 
machine  shops  for  repair  work  and  also  because  it  was 
found  cheaper  to  build  the  tunnel  cars  rather  than  to  buy 
them,  a  quite  elaborate  plant  was  installed  at  the  West 
Portal,  a  general  view  of  the  buildings  being  shown  in 
Figure  26.  In  the  central  background  the  roofs  of  the 
boarding  houses  for  the  men,  and  of  the  emergency  hospital 
are  seen,  while  immediately  to  the  left  of  the  open  cut  are 
thestoreand  officebuilding,machineshop,carpenters'  shops, 
blacksmith  shop,  compressor  house  (white),  and  the  dry 
house  in  the  left  foreground.  The  machine  shop  was 
provided  with  a  complete  equipment  consisting  of  a  60- 
inch  and  24-inch  lathe;  two  30-inch  radial  drills;  combined 
shear  and  punch  for  plate  work;  two  power  drill  presses; 
a  power  hack  saw;  pipe  and  bolt  machine;  a  shaper; 
emery  wheels,  grindstones,  and  oxy-acetylene  apparatus. 
The  blacksmith  shop  was  equipeed  with  a  Ward  drill 
sharpener,  and  a  steam  hammer  operated  with  compressed 
air.  The  carpenters'  shop  had  circular  and  band  saws. 
In  addition  to  the  power  tools  a  complete  outfit  of  hand 
and  small  tools  was  provided  for  each  shop.  In  fact  the 
capacity  of  the  whole  plant  is  well  illustrated  by  the 
construction  of  the  muck-handling  drill. carriage. 

At  the  Maplewood  shaft  a  third  blacksmith  shop  was 
located,  equipped  with  a  Ward  drill  sharpener. 


Crusher  Plant 

A  stone  crushing  plant  was  installed  at  the  West 
Portal  with  a  capacity  of  about  1,600  tons  per  day. 
The  loaded  tunnel  cars  were  hoisted  up  inclines  by  a 
"  dumby  "  to  automatic  tipples  from  which  the  rock  was 
passed  through  two  No.  7  Kennedy  gyratory  crushers. 
The  broken  stone  was  then  elevated  by  Stevens-Adamson 
bucket  elevators,  passed  through  revolving  and  oscillating 
screens  and  was  distributed  by  chutes  into  various  bins. 
The  greater  portion,  however,  was  conveyed  to  large  stock 
piles  by  belt  conveyors,  different  sizes  of  stone  being  kept 
in  separate  piles.  After  the  tunnel  cars  had  been  dumped 
at  the  tipple  they  were  automatically  returned  to  the 
down  track  by  a  gravity  switchback.  A  general  view  of 
the  plant  with  the  inclined  track  and  stock  piles  is  shown 
in  Figure  27. 

With  the  exception  of  what  was  required  for  the 
company's  own  purposes  for  concrete  and  ballast  the 
crushed  stone  was  sold  to  outside  parties.  From  the 
bins  it  could  be  loaded  direct  into  cars  on  tracks  connected 
with  the  Canadian  Pacific  Railway,  and  from  the  stock 
piles  a  locomotive  crane  with  clam  shell  bucket  loaded 
either  railway  cars  or  motor  trucks. 


Fig.  30.     East  Portal  of  Tunnel  from  Dorchester  Street. 


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291 


MISCELLANEOUS    STRUCTURES 

Terminal  Station  and  Yard 

The  facilities  now  provided  at  the  "  Tunnel  Terminal" 
are  only  of  a  temporary  nature  and,  therefore,  will  only 
be  described  briefly.  A  rear  view  of  the  station  building 
is  shown  in  Figure  29,  while  the  general  layout  of  the 
whole  yard  and  buildings  is  shown  in  figure  28.  The 
station  itself  is  a  reinforced  concrete  structure  in  which 
octagonal  reinforcing  bars  were  used  and  in  addition  to 
the  public  facilities  indicated  in  Figure  28  contains 
offices  on  the  second  floor  for  the  railway  company's 
officials.  The  entrance  of  the  building  is  located  on 
Lagauchetiere  Street.  The  east  portal  of  the  tunnel  and 
the  west  end  of  the  terminal  yard  is  shown  in  Figure  30. 

In  the  centre  of  the  layout  on  the  Mansfield  Street 
side  a  building  for  the  Canadian  Northern  Express 
has  been  built.  This  building  is  of  brick  construction  on 
concrete  foundations,  with  a  cement  finish  to  match  the 
station.  The  basement  is  used  as  a  garage  for  the 
company's  trucks.    Two  elevators  handle  the  express 


matter  between  track  and  street  levels.  A  retaining 
wall  of  unique  design  has  been  built  at  the  express  building, 
detail  plans  of  which  are  shown  in  Figures  31,  32  and  33. 
The  wall  was  designed  by  Mr.  J.  C.  Krumm  in  the  office  of 
Mr.  C.  C.  Briggs,  Superviser  of  Buildings,  Canadian  Nor- 
thern Railway,  and  the  writer  is  indebted  to  Mr.  Briggs 
for  the  following  information  explaining  the  assumptions 
upon  which  the  design  was  based. 

"  These  walls  were  primarily  built  as  retaining 
walls,  except  walls  C  and  E,  which  two  walls  also 
serve  as  foundations  for  the  east  wall  of  the  express 
building  and  south  wall  of  the  elevator  shaft  respec- 
tively. Top  of  walls  A  and  D  are  stopped  to  serve 
as  foundations  for  brick  walls  for  extensions  which 
are  being  contemplated.  Although  for  this  height  of 
wall  counterfort  types  under  ordinary  conditions 
would  be  the  cheapest  local  conditions  such  as 
expensive  properties  bordering  on  the  work,  etc., 
made  it  necessary  to  select  the  cantilever  type  with  a 
reversed  base.  All  walls  are  designed  for  stability 
against  overturning  without  the  extra  load  from  the 
buildings,  which  load  in  every  case  tends  to  decrease 


Fig.  31. 


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JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Hi1 


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IF 

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Flood  or  Eit^Tpw  Sn^rr  -/ 


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The  Mount  Royal  Tunnel 
Retaining  Wall  at  Express  Building 
Elevation 

•  «  wf..f 

Seal* 

Montreal   November   1918 

Drawing  to  accompany  Paper   by  JL  BuSf  ieio,  AXf  !C. 


Fig. 32. 


the  toe  pressures,  and  the  reinforcement  arranged  to 
take  care  of  cantilever  action. 

A  surcharge  of  200  pounds  per  square  foot  from 
the  floor  of  the  garage  in  the  express  building  was 
assumed  for  wall  C.  Wall  E  makes  an  exception  to 
this,  however,  and  it  is  designed  as  a  flat  slab  supported 
by  wall  C  and  the  east  wall  of  the  elevator  shaft. 

While  the  ground  is  very  hard  and  stands  up 
nearly  vertically,  we  assumed  an  angle  of  repose  of 
30  degrees,  partly  to  guard  against  any  slip  caused  by 
possible  seams  or  pockets,  and  also  any  partial  hy- 
draulic pressure  behind  the  wall,  although  in  the 
design  great  care  has  been  taken  to  provide  suf- 
ficient drainage  to  eliminate  this  last  mentioned 
danger. 

The  foundation  is  hard  pan." 

The  walls  contain  a  total  of  2,256  cubic  yards  of 
concrete,  and  143,330  pounds  of  reinforcing  steel. 

Dorehestef^Street  Viaduct 

Dorchester  Street  is  carried  over  the  open  cut  on  a 
viaduct  163  feet  long  60  feet  wide.    The  details  of  the 


construction  are  shown  in  Figure  34.  The  floor  system 
consists  of  monolithic  concrete  spanning  I-beams  carried, 
in  turn,  by  plate  girders  resting  on  a  steel  tower  in  the 
centre,  and  two  steel  bents,  and  two  timber  bents.  Pro- 
vision had  to  be  made  on  the  north  side  for  the  two  cast 
iron  sewer  pipes.  The  columns  were  founded  on  bed  rock 
in  every  case. 

Under  crossing  of  Canadian  Pacific  Railway 

The  details  of  the  undercrossing  of  the  Canadian 
Pacific  Railway  at  the  West  Portal  of  the  tunnel  are  shown 
in  Figure  35.  It  will  be  noted  that  this  bridge  is  of  rein- 
forced concrete  and  not  only  spans  the  Canadian  Northern 
tracks  but  also  the  platforms  of  the  Portal  Heights  station. 
The  latter  are  shown  at  the  car  floor  level  which  will  be 
the  standard  height  for  platforms  throughout  the  electric 
zone  where  multiple-unit  cars  will  be  operated.  The  roof 
of  the  crossing  is  built  up  of  pre-cast  reinforced  concrete 
slabs  which  were  put  in  place  by  means  of  a  travelling 
locomotive  crane.  This  method  enabled  the  construction 
to  be  carried  on  with  the  minimum  interference  to  the 
Canadian  Pacific  tracks. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


293 


ELECTRICAL  EQUIPMENT 


Substation 


One  of  the  essentials  of  a  power  supply  for  an  electric 
railway  is  that  it  should  be  as  free  from  the  danger  of  a 
shut-down  as  is  physically  possible.  With  this  object  in 
view  power  is  supplied  to  the  Canadian  Northern  sub- 
station at  the  West  Portal  by  the  Montreal]  Light,  Heat 
&  Power  Company  over  two  distinct  feeder  systems. 
The  first  consists  of  feeder  cables  through  the  tunnel 
itself  and  connected  to  the  Power  Company's  central 
station  which,  in  turn,  is  fed  by  hydro-electric  plants 
at  Cedars  Rapids,  Soulanges,  Lachine,  Chambly,  Sha- 
winigan  Falls  and  from  a  steam  auxiliary  station.  The 
second  system  consists  of  an  overhead  line  from  a  trans- 
former station  on  Mentana  Street,  about  two  miles  away. 
A  shut-down  due  to  lack  of  power,  therefore,  should  be 
a  most  unusual  occurrence. 

Considerable  study  was  made  of  alternative  schemes 
of  electrification,  not  only  from  the  viewpoint  of  initial 


cost  but  also  from  the  viewpoint  of  operating  cost;  in 
addition,  local  factors  and  the  nature  of  the  power  supply 
available  had  to  be  taken  into  consideration.  It  was 
eventually  decided  to  use  a  2400- volt,  direct  current  trolley 
system.  Power  is  supplied  by  the  Montreal  Light,  Heat 
&  Power  Company  through  the  feeders  referred  to  above 
at  11,000  volts,  3  phase,  60  cycles  and  is  transformed  to 
2400-volt,  direct  current  at  the  West  Portal  substation. 
The  building  itself  is  88  feet  long  by  70  feet  wide,  and, 
in  addition  to  the  main  transformer  room,  has  separate 
rooms  for  switches,  lightning  arresters  and  auxiliary 
apparatus.  Two  1500  kilowatt  synchronous  motor-gen- 
erator sets  have  been  installed,  and  the  foundation  for  a 
third  set  has  been  provided.  Under  present  conditions 
one  set  is  capable  of  handling  the  load  while  the  second  is 
used  as  a  standby.  A  2500-ton  travelling  crane  spans 
the  transformer  room.  Each  motor  generator  is  driven 
by  an  11, 000- volt  synchronous  motor  direct  connected 
to  750  kilowatt,  compound  wound,  commutating  pole, 
compensating  generators  operated  at  a  speed  of  600 
revolutions  per  minute.  The  two  generators  in  each  set 
are  permanently  connected  together  in  series  in  order  to 


Fig.  33. 


294 


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give  a  total  of  2400  volts  and  are  designed  to  withstand 
an  overload  of  200  per  cent  for  five  minutes. 

Three  motor-generator  exciter  sets  have  been  in- 
stalled, each  consisting  of  an  125-volt  generator  of  the 
commutating  pole  type  driven  by  a  550-volt  induction 
motor  at  1200  revolutions  per  minute.  One  exciter 
furnishes  current  to  the  four  generators,  the  second  to 
the  fields  of  the  motors,  while  the  third  is  retained  as  a 
spare.  Two  banks  of  three  100-kilowatt  transformers 
step  down  the  current  from  11,000  to  550  volts  the  latter 
being  used  for  the  induction  motors  of  the  exciting  sets, 
while  other  small  transformers  step  down  from  550  to  1 10 
volts  for  the  lighting  circuits. 

A  32-panel  switchboard  built  of  black  slate  is  provided 
for  the  control  of  the  various  power  circuits. 

A  general  view  of  the  exterior  of  the  substation  is 
shown  in  Figure  36,  and  of  the  interior  in  Figure.  37. 


In  this  latter  view  the  switchboard  can  be  seen  on  the 
left,  the  motor  generators  in  the  centre  and  the  foundation 
for  the  third  set  in  the  lower  right-hand  corner. 


Locomotives 

Six  locomotives  of  the  type  illustrated  in  Figure  38 
have  been  put  into  service.  Each  locomotive  was  built 
by  the  General  Electric  Company  and  is  equipped  with 
four  commutating  pole  motors  permanently  connected 
in  series  in  pairs.  The  one  hour  rating  of  each  motor 
is  350-horse  power  at  1200  volts,  forced  ventilation  being 
provided  by  a  blower.  A  small  motor  generator  set 
provides  current  at  120  volts  for  lighting  circuits  and  for 
operating  the  contactors.  This  set  also  drives  the  blower 
and  through  slip  rings  supplies  alternating  current  for 
the   headlight    circuit.    A    2400   volt   motor-driven    air 


The  Mount  Royal  Tunnel 

Dorchester  St.  Viaduct 

Cross  Section 


General    Elevation 


MwfrirtAL,  NovrMerft   1918 


Drawin*  to  accompany    Pak»   by  J  L  Busfield.  A-ME.IC 


Fig.  34. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


295 


compressor  with  a  capacity  of  100  cubic  feet  of  free  air  per 
minute  is  used  for  the  air-brake  equipment. 

The  cab  is  divided  into  three  compartments,  the 
two  end  compartments  being  identical  in  every  way  and 
supplied  with  all  the  controlling  apparatus,  including 
controller  and  switches,  various  meters,  pantograph 
control,  bell,  whistle,  and  so  forth,  giving  complete  double 
end  control.  A  view  of  the  motorman's  seat  and  the 
arrangement  of  the  control  apparatus  is  shown  in  Figure 
39.  Current  is  collected  from  the  trolley  line  by  means  of 
a  sliding  pantograph,  pneumatically  operated  and  mounted 
on  an  insulated  base,  two  being  provided  on  each  loco- 
motive. The  principal  dimensions  of  these  locomotives 
are  given  in  Table  5  in  the  Appendix. 

Overhead  Co  nut  ruction 

The  catenary  type  of  trolley  construction  is  used 
throughout.  In  the  tunnel  a  messenger  cable  which 
also  acts  as  a  feeder  and  is,  therefore,  made  of  phosphor- 
bronze,  is  supported  by  iron  yokes  located  90  feet  apart, 


hung  by  special  bolts  from  the  concrete  roof,  a  near  view 
of  the  support  being  shown  in  Figure  40.  It  will  be  noted 
that  the  yokes  are  arranged  so  as  to  permit  lateral  adjust- 
ment so  as  to  bring  the  trolley  to  correct  alignment,  and 
also  that  they  are  provided  with  two  insulators  in  series 
between  the  live  wire  and  ground.  Two  4/0  "  phono- 
electric  "  trolley  wires  are  suspended  from  the  messenger 
cable  by  loop  hangers  spaced  15  feet  apart  and  staggered 
on  each  trolley.  Two  trolley  wires  were  used  so  as  to 
provide  additional  weight  and  thus  reduce  the  amount 
of  vertical  movement  from  the  pantograph,  the  limits 
naturally  being  very  confined  in  the  tunnel.  The  two 
wires  also  have  the  advantage  of  reducing  wear  and 
sparking. 

Through  the  Model  City  the  same  general  type  of 
construction  is  adopted  with  the  difference  that  the 
messenger  is  a  seven-strand  Yi  inch  steel  cable  and  is 
supported  by  cross  spans  and  wooden  poles  instead  of  the 
special  yokes  employed  in  the  tunnel.  The  poles  are 
placed  150  feet  apart  and  the  general  appearance  of  this 
form  of  construction  can  be  seen  in  Figure  38. 


K'  ton  for  Re>nfornng  Roof  Slabj 

•S'*   "       ■  5tJ«i»li  floor > Ptwterw 


t-      I 


Cross   Section 


>4 


> 


■K 


•    ! 


_-i 


r 

y 

i 







i 

_  — 

Part   Section 


Lomgitudinai  Section  AA 


Longitudinal  Section  BP 


The  Mount  Roval  Tunnel 
Undercrossing  or  Can  Pac.Ry 
at  West  Portal 

Seal*  ©(  r«r 
Montreal.  Nowcmm*.  '918 
0flA*¥lNO  TO  ACCOMPANY    Pam*.  B»   J  L  BoWiCtDAMfiC 


Fig.  35. 


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Fig.  36.     Exterior  of  Transformer  Station  at  West   Portal. 


CONCLUSION 


Fig.  38.     Electric  Locomotive  and  Overhead  Construction. 


Organization 

The  Mount  Royal  Tunnel  was  built  by  a  special 
force  under  the  control  of  Mackenzie,  Mann  and  Company, 
Limited,  for  the  Canadian  Northern  Montreal  Tunnel 
and  Terminal  Company,  Limited,  the  name  of  which, 
however,  was  changed  to  Mount  Royal  Tunnel  and  Ter- 
minal Company,  Limited,  of  which,  Sir  William  Mackenzie 
was  President  and  Sir  Donald  Mann,  Vice-President. 
The  construction  work  of  the  tunnel  was  carried  out 
entirely  under  the  direction  of  Mr.  S.  P.  Brown,  B.Sc, 
M.E.I.C.,  as  Managing  Engineer  for  Mackenzie,  Mann  & 
Company,  and  Chief  Engineer  of  the  Mount  Royal  Tun- 


Fig.  37.     Interior  of  Transformer  Station  at  West  Portal. 


Fig.  39.     Interior  of  Locomotive  Cab 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


297 


Fig.  40.     Catenary  Trolley  Suspension  in  Tunnel. 

nel  and  Terminal  Company.  In  the  Department  of 
Design,  Mr.  W.  C.  Lancaster,  E.E.,  M.E.,  was  in  charge  of 
all  electrical  and  mechanical  work,  his  office  being  taken 
over  recently  by  Mr.  C.  P.  Price,  as  Electrical  Superin- 
tendent. The  Structural  Department  was  in  charge  of 
Mr.  Holton  D.  Robinson,  B.Sc,  and  more  recently  of 
Mr.  W.  E.  Joyce,  A.M.E.I.C.,  as  Engineer  of  Design. 
The  Department  of  Surveys  and  Alignment  was  in  charge 
of  Mr.  Howell  T.  Fisher,  M.E.I.C.,  his  organization  con- 
sisting of  survey  parties  for  the  eastern  and  western 
divisions,  and  a  staff  of  inspectors.  Mr.  J.  C.  K.  Stuart, 
A.M.E.I.C.,  had  charge  of  the  Department  of  Construc- 
tion, with  Edward  Duffy  as  General  Superintendent  on 
the  Eastern  Division  and  Richard  Byers  in  a  similar 
position  on  the  Western  Division.  The  Purchasing  and 
Accounting  Departments  were  in  charge  of  Mr.  C.  C. 
Labree,  Managing  Accountant,  with  a  staff  of  storekeepers, 
timekeepers,  cashiers,  and  clerks.  The  inspection  of 
buildings  was  under  the  direction  of  Mr.  C.  Gordon 
Mitchell,  Inspecting  Architect,  while  a  medical  depart- 
ment was  operated  under  the  supervision  of  Mackenzie 
and  Mackenzie,  Limited.  Upon  the  resignation  of  Mr. 
S.  P.  Brown  to  take  up  important  war  work  in  the 
United  States,  the  work  was  carried  on  with  Mr.  Angus 
Sinclair  as  General  Manager,  under  the  direction  of  Mr. 
A.  F.  Stewart,  Chief  Engineer  of  the  Canadian  Northern 
Railway. 

Acknowledgments 

The  writer  wishes  to  express  his  sincere  appreciation 
of  numerous  courtesies  extended  to  him  in  connection 
with  the  preparation  of  the  foregoing  description  of  the 
tunnel  work,  and  particularly  to  Mr.  A.  F.  Stewart  and 
the  Executive  of  the  Canadian  Northern  Railway,  under 
whose  authority  this  paper  has  ben  prepared.  Mr.  W.  E. 
Joyce,  Mr.  C.  P.  Price  and  the  whole  of  the  tunnel  staff 
have  most  willingly  co-operated  with  the  writer,  giving 
every  possible  assistance.  The  writer's  thanks  are  also 
due  to  Messrs.  Walter  J.  Francis  &  Company,  for  giving 
him  every  facility  for  the  preparation  of  the  paper  and 
accompanying  drawings. 


APPENDIX 

Table  I 

SUMMARY  OF  QUANTITIES 

Length  of  Tunnel— Cathcart  Street  to  Portal  Heights..  16,315  feet 

"  Arch  Block  Section 1,650 

"  Double  Track  Concrete  Arch 12,322 

"  Twin  Arch  at  West  End 300 

"  Unlined  Portion 2,063 


Excavation  by  heading Rock 

"  breakups Rock 

"  benches Rock 

"  trimming  and  miscellaneous.  Rock. 

total  in  tunnel Rock 

for  station  building Earth . 

'    terminal  yard Rock . 

"     Earth. 


.  66,319  cu 
177,893 
.  135,746 
.  42,403 
.422,358 
.  20,173 
.  18,689 
.263,073 


Yds. 


"   Portal  Station Rock 4,928 

"    Earth..  .  .  30,093 

miscellaneous Rock 1,849 

"     Earth..  .  .  12,920 

Concrete  lining,  by  pneumatic  method 64,040 

Concrete  blocks  (6,536) 5,355 

Miscellaneous  concrete 10,635 


Steel  columns  and  girders  in  arch  block  section 1,107,260  lbs. 

'    in  side  wall  in  arch  block  section 73,456     " 

'    arch  ribs  in  arch  block  section 180,000    " 

"    splicing  chambers  and  ducts 40,575     " 

Table  II 
MONTHLY  HEADING  PROGRESS 


WORKING 

1— w 

3-E                        3-W 

4— E 

MONTH 

Adv'ce 
(feet) 

A d\  Vi- 
per 

working 

d  a  y 

Adv'ce 

(feet) 

Adv'ce 
per 

H  <>r  king 
day 

Adv'ce 
(feet) 

Adv'ce 

per 

working 

day 

Adv'ce 
(feet) 

Adv'ce 

per 
working 

day 

1912 

July 

105 
226 
326 

470 
486 
408 

367 
275 
384 

71 

5  0 

August .... 

7  8 

September 

222 
423 
500 
373 

319 

372 
419 
500 
728 
509 
469 
379 
350 
427 
444 
160 

8.5 

15.7 
20.0 

14  9 

13.6 

15  5 
16.1 
19  2 
26.0 
21.2 
18.0 
11  6 
14.0 
15.8 
17.7 
17.7 

12.1 

October 

15  1 

November.. 
December. 

1913 
January. 
February. . . 
March 

April 

May 

June  . 

253 
502 

394 
235 
332 
352 
509 
430 
463 
189 
491 
500 
479 
137 

12  6 
16.7 

12  7 

9.0 

10.7 

11  .7 
18.1 
16  5 
17.8 
18.8 
19.6 
18  5 
19.1 
15.2 

195 
532 

483 
439 
453 

76 

10  9 
16.7 

15  5 
15  5 
14.5 
15  2 

17.3 
13.6 

11  8 
9  8 

12  8 
14.2 

July 

August 

September.. 
October 

November.. 

December  . 

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Table  III 
GENERAL  PROGRESS  STATEMENT 


Table  III— Continued 
GENERAL  PROGRESS  STATEMENT 


MONTH 


1912 

July 

August 

September. 
October 
November. . 
December  . 

1913 

January 

February. . . 

March 

April 

May 

June 

July 

August 

September. , 
October  — 
November. . 
December . . 

1914 
January 
February . . 

March 

April 

May 

June 

July 

August 

September. 
October  — 
November. . 
December . . 
1915 
January. . . . 
February. . . 

March 

April 

May 

June 

July 

August .... 
September. 

October 

November. 
December . 

1916 
January . . . 
February. . 
March .... 

April 

May 

June 

July 


EXCAVATION  IN  CUBIC  YARDS 


Heading 


415 

884 
2,132 
3,512 
5,676 
7,070 

6,182 
5,244 
6,307 
3,986 
4,331 
3,283 
3,263 
3,279 
3,284 
3,431 
3,450 
600 


Breakups 


7,086 
5,998 
10,657 
11,969 
12,157 
13,954 
12,967 
12,413 

14,675 
11,979 
13,922 
13,913 
12,329 
11,432 
872 


148 

836 

600 


Bench 


224 

862 

495 

0 

0 

0 

32 

62 

29 


15,237 
14,059 
19,318 
12,479 

9,040 

9,798 

10,023 

13,320 

5,204 

1,086 

227 

411 

512 

1,052 

948 

1,479 

1,842 
1,904 
3,443 
3,910 
280 


foTAL  OF  ALL  SOURCES 


Ruck 


415 
884 
2,132 
3,512 
5,676 
7,070 

6,182 

5,244 

6,307 

3,986 

11,417 

9,281 

14,920 

15,248 

15,665 

18,247 

16,912 

13,013 

14,675 
11.979 
14,254 
13,975 
12,449 
12,562 
2,356 
10,706 

14,496 
19,486 
12,767 

10,685 

11,586 

10,956 

13,975 

5,855 

1,420 

2,253 

1,493 

1,438 

1,786 

1,603 

2,224 

3,296 
3,998 
5,139 
5,108 
4,129 
3,272 
1,395 


Earth 


5,086 
7,838 
7,901 
8,750 
67 
628 

218 
565 

1,100 

579 

292 

821 

1,149 

1,710 

2,053 

1,415 

331 

140 

118 

161 

152 

54 


100 

115 

50 


Cubic 
yards 
con- 
crete 
lining 


166 
1,121 

2,493 
2,789 
4,214 
3,200 

3,781 
2,682 
4,171 
2,158 
3,409 
4,368 
4,242 


EXCAVATION  IN  CUBIC  YARDS 

Cubic 

MONTH 

Heading 

Breakups 

Bench 

Total  of  all  sources 

yards 
con- 
crete 

Rock 

Earth 

lining 

October 

December 

1,609 
1,568 

2,242 
2,624 
2,309 

225 
210 
235 
337 
6 

4,619 
3,996 
5,811 
5,790 
5,031 

Table  IV 
QUANTITIES  OF  CONCRETE  LINING  PLACED  PER  MONTH 


First  Plant 

Second  Plant 

Third  Plant 

Fourth  Plant 

MONTH 

Lin.  ft. 

Cu.yds. 

Lin.  ft. 

Cu.  yds. 

Lin.  ft. 

Cu.  yds. 

Lin.  ft. 

Cu.yds. 

1915 
July 

27 

258 
383 

166 
1,121 

1,704 

August .... 

September.. 

180 

193 

•  265 

789 
1,018 
1.436 

681 

1,203 
553 

October 

455 
628 
600 

515 
425 
765 
372 

1,771 
2,778 
2,519 

2,578 
2,129 
4,171 
2,158 

December. . 

131 

234 
118 

1916 

February.. . 

March 

April 

May 

700 

877 
849 
930 
611 
1,017 
956 
833 

3,409 

June 

4,369 

July 

4,242 

August 

4,619 

September?. 
October .... 

3,996 

5,811 

5,790 

December. 

5,031 

Table  V 
CHARACTERISTICS  OF  ELECTRIC  LOCOMOTIVE 

Total  weight  of  locomotive 171,740  pounds 

Weight  per  axle 42,935 

Weight  of  spring  borne  parts 127,330 

Weight  of  motors 37,020 

Weight  of  all  mechanical  equipment 106,942 

Tractive  effort  continuous 14,500 

Tractive  effort  at  one  hour  rating 20,300 

Tractive  effort  at  30%  co-efficient 51,000 

Length  inside  knuckles 37  feet   4  inches 

Length  over  cab ." 31  "     0 

Overall  height 15         6 

Height  over  cab 12  "   10 

Overall  width 10  "     0 

Rigid  wheel  base 8  "     8 

Total  wheel  base 26  "     0 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


299 


Locomotive     Coaling    Plants 

By  J.  A.  Burnett,  A.M.E.I.C.* 


The  subject  of  coal  handling  for  locomotives  is  one  of 
considerable  importance  and  as  improvements  have  been 
introduced  within  the  last  few  years,  it  is  thought  that  the 
subject  may  be  of  interest  to  the  members  of  The  Engin- 
eering Institute  of  Canada. 

Formerly  the  ramp  or  gravity  system  was  in  use. 
This  comprised  a  long  ramp  or  incline  of  about  59c  grade, 
then  a  series  of  bins  or  pockets.  These  bins  were  furnished 
with  side  chutes  to  allow  the  coal  to  be  dumped  into  the 
locomotive  tenders.    However,  the  Holman  type  of  coaling 


LOCOMOTIVE  COALIHG  PLANTS : 


LOCOMOTIVE   TRACK: 


GONDOLA  CAR 


ci ci 

COALING  PLA1TT: 


o  ^pfliin,  o . 


COALING   TRACK: 


LOCOMOTIVE        TRACK: 


PLAH: 


COAL  BUCKET 


COAL      . 

BIN:  I  | 

Jf-2°'-U 
1300  TONS 
CAKC'fcrl 


L_j 

SIDE  ELEVATION: 

plant  was  introduced,  using  the  balanced  bucket  system 
and  with  a  storage  bin  overhead.  The  advantages  were 
many,  among  them  being,  saving  in  land  area,  less  fire 
risk,  and  inasmuch  as  it  frequently  happened  that  a  loco- 
motive ran  out  over  the  end  of  the  coal  shed  it  was  a  safer 
arrangement.  It  was  also  found  that  only  light  weight 
engines  were  able  to  climb  the  ramp  and  these  often  had 
to  be  brought  on  from  a  distance,  adding  to  the  expense. 
It  would  be  safe  to  say,  therefore,  that  no  more  gravity- 
coaling  plants  will  be  installed  on  our  railways. 

The  balanced  bucket  type  has  been  found  easier  to 
maintain  than  any  hoist  using  the  continuous  bucket  or 
conveyor  system,  and  where  electric  power  is  available 
the  electric  driven  hoist  is  preferred,  and  in  most  cases  the 
cost  for  electric  power  does  not  come  very  high.  The 
attached  plate  shows  plan,  and  side  elevations  of  the 
structure. 

In  general  it  is  found  that  the  hoisting  is  done  during 
the  day  time  and  about  three  hours  are  needed  to  dump 
the  gondola  cars  and  hoist  the  coal  to  the  bin  overhead. 
The  maximum  load  on  the  motor  is  about  10  to  12  H.P.,  the 
speed  of  hoisting  being  70'  per  minute.  The  buckets  are 
designed  to  hoist  2000  lbs.  per  lift,  but  at  times  the  weight 
runs  to  3000  lbs. 

The  motor,  if  electric,  is  of  the  wound  rotor  type,  and 
controlled   by  reversing  drum  controller,   and   solenoid 

*Read  before  the  Montreal  Branch  of  the  E.I.C.,  Jan.  23rd,  1919. 


brake.  A  powerful  hand  brake  is  also  provided  operated 
by  a  lever  in  the  cabin  and  applying  by  a  band  to, the 
end  of  the  cable  drum.  This  is  seldom  used,  and  is 
merely  a  precautionary  measure.  The  cabin  should  be 
quite  small,  about  5'  x  9'  to  save  heating  in  winter  time 
and  should  be  well  boarded  in  with  well  fitted  door  and 
windows.  The  roof  of  this  cabin  should  be  well  water- 
proofed as  water  drips  in  quantity  from  the  ccal  bin  above. 

The  buckets  are  prevented  from  over-running  by 
means  of  a  limit  switch  installed  at  the  top  of  each  bucket 
shaft  and  are  actuated  by  means  of  a  steel  ear  rivetted 
to  the  bucket.  The  motor  is  at  once  cut  off  and  the 
solenoid  brake  holds  the  mechanism  at  a  stop,  meanwhile 
the  coal  is  dumped  and  fills  the  bin  overhead. 

The  night  attendant  has  only  to  keep  guard,  there 
being  no  hoisting  of  coal  at  night.  At  times  in  severe 
winter  weather  the  night  attendant  will  be  obliged  to 
trim  the  coal  in  the  bin  to  premit  it  to  flow  into  the  chutes, 
and  thence  into  the  locomotive  tender. 

The  bucket  pits  should  be  waterproofed  below  the 
ground  line,  and  all  pitches  for  the  flow  of  coal  should  be 
steep  enough  so  that  the  coal  shall  flow  freely.  Sixty 
degrees  from  the  horizontal  is  recommended. 

Where  fleeting  sheaves  are  .used,  they  should  be  of 
C.  I.  bronze  bushed  and  equipped  with  grease  cups. 

Where  sheaves  are  running  idle  they  should  be  securely 
keyed  to  the  shaft,  and  the  shaft  should  turn  in  its  bearings 
in  preference  to  the  sheave  turning  on  the  shaft  as  is  some- 
times done. 

The  electrical  control  should  comprise  an  ammeter 
of  rugged  design  and  amain  switch,  mounted  with  fuses  on 
a  panel  about  18"  x  24".  As  the  prevailing  voltage 
throughout  Canada  is  550  for  3-phase  service,  the  slate 
used  must  be  carefully  selected  otherwise  metallic  veins 
will  result  in  burning  and  damage  to  parts. 

In  connecting  the  limit  switches  the  wire  used  should 
not  be  smaller  than  No.  10  B.  &  S.  Guage,  as  there  is 
considerable  vibration  to  the  structure  and  a  lighter  wire 
will  break. 

The  roof  of  the  coaling  plant  should  be  covered  with 
asbestos  shingle  so  as  to  fireproof  the  structure. 

Costs  relative  to  300- ton  coaling  plant,  operating  at 
SO','  capacity  or  240  tons  daily. 

First  cost $15,000.00 

900.00 
300.00 
900.00 
1,440.00 
720.00 
750.00 
300.00 


Interest  per  annum,  $15,000  @  6%. 
Electric  Power  10 H. P.  @  $30.00  perH.P. 

1  day  attendant,  partly  skilled,  @75.  . 

2  day  helpers,  («,  60 

1  night  attendant,  unskilled,  @  60 .  . .  . 

Maintenance,  5%  on  $15,000.00 

Insurance,  2%  on  $15,000.00 

Engine  service  in  spotting  5  cars  coal  per 

diem,  $5.00  per  day  (nominal) 

Total  cost  per  annum 


1,825.00 


$7,135.00 


Coal  handled  per  day 240  Tons. 

"   annum 87,600     " 

Cost  per  ton  for  storing  and  handling,  $.082  (8.2 
cents)  per  ton  of  2,000  lbs. 

In  general  this  type  of  coaling  plant  has  been  found  to 
be  safe,  economical  and  of  pleasing  appearance,  and  it  can 
be  operated  by  electric,  steam  or  gasoline  power. 


300 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Notes  on   the  Test  of   a   Girderless   Floor 

By  Peter  Gillespie,    M.E.I.C,     &     T.    D.   Mylrea,  A.M.W.S.E. 


Introductory 

Until  the  advent  of  the  reinforced  concrete  ship,  the 
flat  slab  type  of  floor  was  very  properly  regarded  as  the 
most  recent  development  in  reinforced  concrete,  and  for 
buildings  which  can  be  divided  into  rectangular  bays 
nearly  square,  it  is  by  far  the  most  popular.  The  principal 
reasons  for  this  popularity:  (1)  ease  in  construction  of 
form;  (2)  economy  in  steel  and  concrete;  (3)  ease  in  placing 
steel;  (4)  saving  in  story  heights;  C5)  absence  of  deep 
shadows  on  ceiling;  and  (6)  adaptability  to  automatic 
sprinkler  lay-out — owing  to  the  absence  of  beams  and 
girders — are  too  well  known  to  need  more  than  passing 
mention.  Some  conception  of  this  popularity  may  be 
had  from  a  study  of  the  records  of  the  Building  Depart- 
ments of  some  of  the  larger  American  cities.  In  1916,  for 
example,  the  total  value  of  buildings  of  the  flat  slab  type 
erected  in  the  city  of  Cleveland  was  about  $1,300,000; 
in  the  city  of  Pittsburg  approximately  $1,200,000;  while 
in  the  city  of  Philadelphia  it  was  over  $6,300,000.  Infor- 
mation furnished  by  Building  Commissioners  shows  that 
it  representes  about  7%  of  the  total,  and  from  40 %  to 
90%  of  the  concrete  building  operations  carried  on  in 
recent  years  in  the  larger  cities  of  the  United  States. 

The  chief  difficulty  in  the  design  of  the  flat  slab,  and 
the  one  which  delayed  its  more  rapid  adoption,  is  that  the 
stresses  therein  are  not  readily  subject  to  analysis.  From 
the  year  1905,  when  it  was  first  proposed  by  the  man  who 
later  became  its  most  enthusiastic  sponsor,  until  about 
1909  it  was  bitterly  opposed  by  nearly  all  engineers 
because  of  this  difficulty.  But,  by  this  time,  it  had  estab- 
lished itself  commercially  and  as  a  type  of  construction 
whose  strength  had  been  proven  by  many  load  tests. 
From  1910  on,  many  articles,  based  on  theoretical  con- 
siderations, appeared  in  the  technical  press  suggesting 
methods  of  analysis.  Many  of  these,  however,  have  since 
been  modified  to  accord  with  principles  deduced  from 
extensometer  tests. 

Coincident  with  the  publication  of  methods  of  analysis 
came  a  flood  of  so-called  "  systems  "  developed  in  the 
effort  to  avoid  patent  infringements.  These  "  systems  " 
fall  into  three  general  classes,  viz.: — (1)  the  4-way  system, 
in  which  bands  of  rods  run  directly  and  diagonally  between 
columns,  the  steel  being  all  or  partially  raised  to  the 
upper  part  of  the  slab  in  the  region  of  the  column  heads; 
(2)  the  2-way  system,  in  which  diagonal  bands  are  omitted, 
extra  steel  being  placed  parallel  to  the  direct  bands  to 
compensate  therefor;  and  (3)  combinations  of  the  two 
preceeding. 

The  City  of  Chicago  was  the  first  whose  building 
department  was  seriously  confronted  with  the  issuing  of 
permits  for  this  type  of  building,  and  solved  the  difficulty 
by  appointing  commissions  of  consulting  engineers  to 
report  on  all  proposed  systems.  Approval  by  a  com- 
mission was  necessary  before  building  permits  could  be 
obtained.     Subsequently   the   city    authorities   required 


extensometer  tests  to  be  conducted  until  data,  judged  to 
be  sufficient  for  the  compilation  of  a  city  ordinance  govern- 
ing flat  slab  floors,  had  been  accumulated.  Such  an 
ordinance— the  first  of  its  kind —  was  compiled  and  pub- 
lished in  1914,  and  remains,  with  but  slight  modification, 
in  force  to-day. 

The  testing  of  flat  slab  buildings  under  load  by  means 
of  the  extensometer  was  carried  on  in  the  United  States 
through  the  combined  efforts  of  several  universities, 
construction  companies  and  consulting  engineers. 
Much  of  the  test  data  was  kept  as  private  information  by 
the  construction  companies  concerned.  Some  of  it 
appeared  later  in  the  form  of  University  Bulletins. 

Early  in  1916,  the  Building  Department  of  the  City  of 
Toronto  was  asked  for  a  permit  to  erect  a  large  warehouse 
of  the  flat  slab  type.  As  Toronto  had  no  building  by-law 
of  its  own  governing  flat  slabs,  an  examination  was  made 
of  those  in  force  in  the  principal  American  cities,  but  it 
was  discovered  that  there  was  a  marked  lack  of  agreement 
among  them.  The  City  Architect's  Department  there- 
upon decided  to  grant  permits  for  buildings  designed 
according  to  the  Chicago  building  ordinance  previously 
mentioned,  on  condition  that  the  buildings  when  completed 
be  subjected  to  extensometer  tests.  Accordingly  five 
buildings,  designed  for  different  live  loads,  and  having 
various  panel  lengths  and  schemes  of  reinforcement,  were 
subjected  to  such  tests  by  the  City  Architect's  Department 
working  in  conjunction  with  the  Department  of  Applied 
Mechanics,  University  of  Toronto. 

Of  these  the  T.  Eaton  factory,  the  last  one  tested, 
has  been  chosen  as  the  subject  of  this  paper,  because  in 
the  conduct  of  the  test,  there  was  available  the  experience 
and  skill  in  observation  acquired  from  its  predecessors. 

The  form  of  the  paper  is  somewhat  out  of  the  ordinary, 
in  that  all  observed  data  are  presented.  Great  difficulty 
was  encountered  by  the  writers  when  attempts  were  made 
to  check  the  published  results  of  others  who  had  conducted 
similar  building  tests.  In  some  cases  full  data  as  to  the 
structure  and  a  mere  summary  of  the  results  of  the  tests 
were  given.  In  others,  rather  more  complete  results  of 
the  tests  were  given,  but  with  an  entire  omission  of  the 
details  of  reinforcing  and  other  constructional  features. 
In  consequence  it  was  impossible  to  check  the  conclusions 
reported  from  the  data  available.  For  this  reason  it  was 
deemed  advisable  to  give  full  information  as  to  the  struc- 
ture as  well  as  all  the  observed  data,  even  though  the 
results  have  been  worked  out  for  one  live  load  only.  It  is 
the  purpose  of  the  writers  to  compare  the  bending  mo- 
ments which  were  found  to  exist  in  the  actual  slab  under 
test,  with  those  prescribed  in  the  better  known  regulations 
governing  flat  slab  construction,  namely,  the  "  Report  of 
the  Joint  Committee."  "  The  Recommendations  of  the 
American  Concrete  Institute,"  and  "  The  Ordinances  of 
the  City  of  Chicago." 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF 


CANADA         301 


Fig.  1 


302 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  Building 

The  building,  see  Fig.  1,  is  twelve  stories  high  and 
has  a  frontage  of  about  228  feet  on  Alice  Street  and  166 
feet  on  Downey's  Lane.  It  was  designed  by  the  William 
Steele  Coy.  of  Philadelphia,  and  erected  under  their 
supervision  by  the  Raymond  Construction  Co.,  of 
Toronto.  To  both  of  these  companies,  as  well  as  to  the 
T.  Eaton  Co.,  and  the  City  Architect's  Department, 
acknowledgment  is  made  for  permission  to  put  the  results 
of  the  test  into  print. 

With  certain  exceptions  the  floor  slabs  were  similar  and 
were  designed  for  a  live  load  of  125  pounds  per  square  foot. 
The  reinforcement  differed  from  that  in  any  of  the  other 
buildings  tested,  in  that  the  rods  resisting  positive  moment 
were  independent  of  those  resisting  negative  moment. 
In  the  bottom  of  the  slab,  short  rods,  less  than  one  panel 
in  length,  were  used  as  a  4-way  reinforcement,  while  over 
each  column  cap  a  mat  composed  of  rods  running  in  two 
directions  only,  parallel  to  the  panel  sides  resisted  the 
negative  moments.  Another  feature  was  the  use  of 
structural  steel  columns,  enclosed  in  a  concrete  envelope. 
These  steel  cores,  in  the  case  of  the  wall  columns,  extended 
to  the  8th  floor,  and  in  the  case  of  the  interior  columns,  to 
the  10th  floor.  By  this  means  the  size  of  column  in  the 
lower  stories  was  much  reduced.  Fig.  2  shows  clearly  the 
scheme  of  the  slab  and  column  construction,  while  details 
are  shown  on  Plates  I  and  II. 

The  reinforcing  steel  was  of  the  grade  known  as 
Munition  steel  and  Table  1  gives  a  summary  of  tests 
showing  its  physical  and  chemical  properties.  The 
structural  steel  used  in  the  columns  was  of  a  much  softer 
quality,  as  may  be  seen  by  comparison  with  Table  2. 
The  concrete  used  throughout  was  a  1-2-4  mix,  with  a 
limestone  coarse  aggregate  of  %"  size.  At  the  time  the 
tested  floor  was  poured,  control  cylinders  were  taken  and 
these  were  tested  at  the  age  of  60  days  at  the  University 
of  Toronto.  These  cylinders  showed  an  average  compres- 
sive strength  of  2950  pounds  per  square  inch,  and  an 
average  modulus  of  elasticity  of  2,350,000  lbs.  per  square 
inch  which  latter  value  was  used  in  converting  concrete 
deformations  into  stresses. 

The  Test 

The  test  was  made  on  four  panels  on  the  8th  floor. 
Observations  were  also  made  on  one  wall  column  and  one 
interior  column  in  the  story  below,  since  it  was  desired  to 
determine  the  stresses  in  the  structural  steel  column 
cores  as  well  as  in  the  floor  slabs.  The  test  load  was 
applied  by  means  of  cement  in  bags,  and  Fig.  3  shows  the 
masimum  load  in  place. 

By  means  of  a  Berry  strain  gauge,  deformation 
readings  were  taken  on  the  concrete  and  reinforcing  steel 
on  243  gauge  lines,  89  of  which  were  upon  the  upper  sur- 
face of  the  slab,  121  on  the  lower  surface,  13  on  the  wall 
column  and  20  on  the  interior  column.  The  dial  of  the 
strain  gauge  was  graduated  to  read  in  thousandths  of  an 
inch,  and  with  an  arm  ratio  of  five  to  one  a  change  in 
reading  of  one  division  on  the  dial  represented  an  actual 
deformation  of  one  five-thousandth  of  an  inch.  In  the 
tabulated  deformations  on  Plate  III  one  unit  represents 
one  division  on  the  dial  of  the  strain  gauge,  or  a  deformation 
of  one  five-thousandth  of  an  inch  in  an  eight-inch  gauge 
length.     In  order  that  the  reinforcing  steel  might  be 


readily  located  at  the  points  where  gauge  holes  were  to  be 
drilled,  small  tapered  wooden  plugs  were  attached  to  the 
reinforcement  of  these  points  previous  to  pouring  the 
concrete,  and  were  readily  removed  after  it  had  set. 
Where  readings  were  to  be  taken  on  the  concrete,  small 
metal  plugs  were  attached  to  the  forms.  Removal  of  the 
forms  exposed  the  metal  surface  for  the  drilling  of  gauge 
holes.  Figs.  4  and  5  show  some  of  these  blocks  and  plugs 
in  place  ready  for  the  pouring  of  the  concrete.  The  general 
appearance  of  these  gauge  lines  when  ready  for  the  test 
may  be  seen  in  Figs.  6,  7  and  8,  and  Plates  I  and  II  give 
their  exact  location. 

There  were  no  construction  joints  in  the  floor  panels 
under  test,  but  in  the  interior  column  such  a  joint  occurred 
just  below  the  flared  head,  and  one  in  the  wall  column 
immediately  below  the  bracket,  as  shown  on  Plate  II. 

On  the  8th  floor  one  series  of  gauge  lines  Nos.  201  to 
207,  was  located  on  the  negative  reinforcing  rod  nearest 
the  lintel  at  column  27.  Two  other  gauge  lines, 
Nos.  208  and  209,  were  located  on  the  outside  rod 
of  this  band;  No.  208  being  across  the  centre  line 
between  columns  26  and  27,  and  No.  209  directly 
opposite  the  edge  of  the  dropped  head.  At  column 
21  another  series  of  gauge  lines  Nos.  215  to  221, 
and  229  and  240  are  similarly  located,  and  at  right 
angles  to  this  series  were  gauge  lines  Nos.  222  to  228  and 
236  to  239  upon  the  outer  and  centre  rods  respectively  of 
the  mat.  Two  rows  of  gauge  lines,  Nos.  243  to  249  and 
261  to  267,  were  located  symmetrically  with  the  centre 
line  of  column  20  upon  the  middle  rod  of  the  mat  for  this 
column,  and  gauge  lines,  Nos.  254,  255  and  256,  were  upon 
the  outside  rod  of  this  mat.  At  column  19  upon  the 
middle  and  outer  rods  of  the  mat  were  located  gauge 
lines,  Nos.  270  to  276  and  278  to  284,  respectively.  Gauge 
lines,  Nos.  207,  215,  228,  229,  239,  243,  267  and  270, 
were  less  than  8  inches  from  the  ends  of  rods. 

For  investigation  of  positive  moments  at  the  inter- 
section of  diagonal  lines  in  the  wall  panel  and  interior 
panel,  two  other  series  of  gauge  lines  Nos.  211  to  214  and 
285  to  288  were  located,  and  midway  between  the  columns 
over  the  direct  bands  were  located  gauge  lines  Nos.  241  and 
268,  and  242  and  269  for  positive  and  negative  defor- 
mations in  the  concrete.  Gauge  line  No.  210  was  located 
as  near  the  lintel  as  possible,  so  that  the  bending  moment 
in  that  member  might  be  investigated. 

Since  there  were  no  diagonal  bands  to  resist  negative 
moment,  it  was  necessary  to  insert  steel  plugs  in  the  floor 
surface  in  order  to  investigate  the  deformation  along 
diagonal  lines.  Such  deformations  were  measured  over 
the  edges  of  the  column  capitals  and  in  the  neighborhood 
of  the  drop  head  corners  at  both  wall  and  interior  columns. 

The  gauge  lines  on  the  ceiling  were  so  arranged  that 
as  nearly  as  possible  they  would  pair  with  corresponding 
gauge  lines  on  the  floor  above.  In  general  the  ceiling 
gauge  lines  were  on  the  steel  reinforcement,  but  on  the 
drop  heads,  and  at  No.  20  on  the  lintel,  as  well  as  at  several 
other  places  where  check  deformations  were  measured, 
they  were  located  on  the  surface  of  the  concrete.  It  was 
hoped  that  the  line  of  inflection  surrounding  the  column 
heads  might  be  determined,  and  gauge  lines  on  both 
floor  and  ceiling  were  located  with  a  view  to  determing  its 
position. 


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303 


TABLE  1 

Munition  Steel 


PHYSICAL  PROPERTIES 

CHEMICAL  PROPERTIES 

Elastic         Ult. 

limit 

Strength 

Elong. 

Reduc'n 

lbs.  per 

lbs.  per 

in  8  ins. 

in  area 

C. 

Mn. 

P. 

s. 

. 

sq.  in.        sq.  in. 

% 

To 

"A 

% 

% 

% 

60610   82420 

25. 

55. 

.30 

.56 

015 

04? 

49060  83610 

30. 

44. 

.45 

56 

02 

044 

43940   83590 

29. 

55. 

.41 

64 

02 

037 

1"       45020   72400 

29. 

38. 

.31 

.51 

.02 

045 

47320   74800 

25. 

41. 

.31 

.53 

.02     .04 

144990   72210 

25. 

38. 

.33 

.42 

02     .041 

TABLE  2 

Structural  Steel  Column  Cores 


PHYSICAL  PROPERTIES 

CHEMICAL  PROPERTIES 

Elastic  limit 
lbs.  per  sq.  in. 

Ultimate 

strength  lbs. 

persq.  in. 

Elongation  in 
8  ins.  % 

Reduction 
in  area  % 

C. 

% 

Mn. 
% 

p. 

or 

JO 

s. 

% 

38640 
34740 
41670 
37470 
39520 

58780 
60380 
62040 
57420 
63640 

30. 
34. 
31. 
26. 
30. 

56. 
49. 
53. 

49. 
50. 

.20 
.20 
22 
.'20 
.21 

.64 

.56 
.47 
.52 
.47 

.018 
.014 
.017 
.024 
.024 

.039 
.028 
.029 
.044 
.048 

I 

Fig.  2.     View  Showing  Slab  Reinforcement  and  Steel  Cores  of  Columns,  The  T.  Eaton  Company's  New  Factory,  Toronto. 


304 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  gauge  lines  on  the  columns  formed  an  upper  and 
a  lower  series;  the  upper  one  on  both  wall  artd  interior 
columns  being  across  the  construction  joint.  On  the 
wall  column  two  gauge  lines  were  located  one  above  the 
other  on  each  of  the  four  corner  reinforcing  rods.  Two 
were  on  the  concrete  face,  and  three  on  the  face  of  the 
bracket.  On  the  interior  column  two  gauge  lines  were 
located  one  above  the  other  on  each  corner  of  the  structural 
steel  core  and  on  each  of  the  reinforcing  rods.  Check 
readings  were  taken  on  the  concrete  on  opposite  faces, 
gauge  lines  C  14  and  C  15  being  on  the  side  nearest  the 
windows. 

Before  applying  any  load,  all  gauge  lines  were  read 
and  then  a  load  of  125  lbs.  per  square  foot  was  put  on  all 
4  panels,  leaving  uncovered  only  enough  room  for  the 
observer.  To  compensate  for  this  sufficient  additional 
material  was  piled  around  the  edges  of  the  un- 
loaded spaces.  When  a  new  set  of  readings  had  been 
taken,  an  additional  125  lbs.  per  square  foot  was  added  to 
all  4  panels.  This  gave  a  live  load  of  250  lbs.  per  square 
foot  or  twice  that  for  which  the  floor  was  designed. 
Another  set  of  readings  was  then  taken,  and  after  three 
days  without  any  alteration  in  the  test  load,  a  further  set 
was  taken  to  note  any  change  in  deformations  due  to  the 
lapse  of  time.  After  this  the  two  interior  panels  were 
completely  unloaded,  leaving  250  lbs.  per  square  foot  on 
the  two  wall  panels.  The  deformations  were  again 
observed  and  the  two  wall  panels  unloaded.  After  the 
complete  removal  of  the  load,  a  final  set  of  readings  was 
taken  to  observe  the  extent  of  the  permanent  set. 

Plate  III  gives  the  observed  deformations  under  the 
various  conditions  of  loading,  and  on  Plates  I  and  II 
these  deformations  have  been  converted  into  stresses 
in  the  usual  way,  assuming  the  modulus  of  elasticity 
for  concrete  to  be  the  same  in  tension  as  in  com- 
pression. 


One  peculiarity  of  the  diagram  seems  to  merit  atten- 
tion. It  will  be  noticed  that  across  a  line  joining  wall 
column  No.  10  with  the  interior  columns  Nos.  23  and  36, 
the  curvature  appears  to  be  more  abrupt  than  that  across 
a  line  parallel  to  the  wall  joining  interior  columns.  This 
would  seem  to  be  the  opposite  of  what  would  be  expected 
for,  with  a  comparatively  rigid  lintel  along  one  edge,  one 
could  readily  conceive  of  the  wall  panels  troughing  parallel 
to  the  wall.  A  striking  confimation  of  this  peculiarity 
was  afforded  by  the  excessive  sagging  of  the  floor  slabs 
in  the  concrete  warehouse  of  the  Quaker  Oats  Co.,  Peter- 
borough, Ont.,  which  was  destroyed  by  fire  Dec.  11th, 
1916.  Before  the  building  was  razed  deflection  readings 
were  taken  on  one  typical  sagging  wall  panel,  the  results 
of  which  are  plotted  on  Plate  V.  The  vertical  interval  in 
this  case  is  one  inch  instead  of  .01  inch. 


Fig.  3 


Deflections 

In  this  test  no  attempt  was  made  to  determine  de- 
flection. In  some  of  the  previous  tests  attempts  had  been 
made  but  the  difficulties  encountered  far  outweighed  the 
information  obtained .  I  n  the  earlier  tests  where  deflections 
were  measured  a  substantial  scaffold  was  erected  to  within 
a  few  inches  of  the  ceiling  and  an  Ames  dial  mounted  on 
a  suitable  base  was  used  as  a  defiectometer.  Another 
scaffold,  in  no  way  connected  to  the  first  one,  was  erected 
as  an  observer's  platform.  It  was  often  found  that  the 
workmen  drove  spikes  into  the  framing  upon  which  to 
hand  coats  with  the  result  that  reliable  readings  were 
almost  impossible  to  obtain.  Fences  or  barricades  merely 
served  to  attract  attention. 

Plate  IV  gives  deflection  contours  of  the  slab  surface 
of  the  Robert  Simpson  Building  under  the  design  load,  the 
vertical  interval  being  .01  of  an  inch.  This  diagram  is 
presented  for  the  reason  that  the  recorded  deflections  for 
this  test  were  considered  the  most  reliable.  From  such  a 
diagram  it  might  be  possible  to  check  computed  moments 
by  means  of  the  slope  deflection  method.  No  attempt 
has  been  made  to  make  such  a  check  however  since  this 
deflection  diagram  pertains  to  another  building. 


Cracks 

Under  a  live  load  of  125  lbs.  per  square  foot  no  cracks 
were  visible,  but  with  the  increase  to  250  lbs.  per  square 
foot  they  became  apparent.  Those  which  were  visible  to 
the  naked  eye  both  on  the  upper  surface  of  the  slab  and  on 
the  ceiling  have  been  carefully  mapped  on  Plates  I  and  II. 
The  phenomenon  of  troughing  perpendicular  to  the  wall  is 
again  indicated  by  the  formation  of  a  very  clearly  defined 
crack  in  the  upper  surface  of  the  slab,  extending  from 
column  No.  19  to  column  No.  21  in  an  almost  unbroken 
line.  Fig.  9  is  a  photograph  tracing  the  course  of  this 
crack  between  two  columns  and  Fig.  10  is  a  view  of  it  at 
close  range.  It  will  be  noted  that  the  crack  extends  into 
the  slab  to  the  reinforcement,  thus  indicating  the  necessity 
of  providing  reinforcing  metal  across  the  direct  bands. 

In  the  tensile  stresses  tabulated  on  Plates  I  and  II 
this  cracking  of  the  concrete  must  be  taken  into  account 
particularly  where  the  gauge  line  is  on  the  concrete  rather 
than  on  the  reinforcement.  An  illustration  will  make  this 
clear.  Take  as  an  example,  gauge  line  No.  250,  on  the 
upper  surface  of  the  slab  near  the  column  No.  20,  where  no 
diagonal  reinforcement  existed. 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


305 


t 


■ 

■ 


-.VTU,_ 


It  will  be  noticed  that  a  crack  in  the  concrete 
occurred  directly  between  the  two  gauge  points  under 
a  250  lb.  load,  and  that  the  indicated  tensile  stress 
therein  is  1789  lbs.  per  sq.  inch,  increasing  to  2580 
lbs.  per  sq.  in.  after  the  load  had  been  in  place 
3  days,  and  further  increasing  to  3320  lbs.  per  sq.  in.  when 
the  load  was  removed  from  the  two  interior  panels. 
These  stresses  are  clearly  impossible,  for  a  live  load  of 


125  lbs.  per  sq.  ft.  produced  a  tension  of  only  258  lbs.  per 
sq.  inch  in  the  concrete,  which  was  probably  very  nearly 
its  ultimate  value  at  this  place.  When  the  crack  occurred 
the  tension  for  some  little  distance  on  both  sides  of  it  was 
relieved  resulting  in  the  drawing  back  of  the  edges  and  the 
indication  of  excessive  deformations.  Had  a  gauge  line 
on  diagonal  reinforcement  been  possible,  the  indications 
would  doubtless  have  been  different. 


£*i./t/v  or  sScvf'vr'**  Sto**y  C£il.-» 


.'■  -J  '£J/i&per  m  '< 


306 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


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Part  of  Plate  I  (enlarged) 


The  Line  of  Inflection 

The  position  of  the  line  of  inflection  was  readily 
determined  by  following  radially  from  the  column  several 
series  of  consecutive  gauge  lines  and  noting  where  the 
tabulated  stresses  changed  from  negative  to  positive  or 
vice  versa.  On  the  floor  it  was  found  to  be  at  an  average 
distance  of  about  5'  6"  from  the  central  column  while  on 
the  ceiling  it  varied  from  6'  0"  in  the  interior  panel  to 


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Part  of  Plate  II  (enlarged) 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


307 


6'  6"  in  the  wall  panel.  A  general  average  would  be 
about  .28L  which  is  larger  than  the  .2L  commonly  assumed. 
The  reason  for  this  probably  lies  in  the  fact  that  the  drop 
panels  were  larger  than  usual,  being  about  .38L  as  against 
.33L  found  in  common  practice.  It  will  be  noted  that  in 
the  wall  panel  the  center-to-center  distance  between 
columns  is  smaller  than  elsewhere.  The  effect  of  the  large 
drop  panels  is  thus  increased,  causing  the  line  of  inflection 
to  move  toward  the  center  of  the  span. 

On  the  ceiling  the  distance  from  column  center  to  line 
of  inflection  appears  to  be  greater  than  on  the  floor.  A 
horizontal  thrust  of  soms  magnitude  due  to  arch  action 
existed  in  the  slab,  and  was  probably  the  cause  of  the 
difference.  Assume  for  example,  that  at  a  certain  section 
of  a  slab,  a  negative  bending  moment  exists  producing 
tension  on  the  upper  surface  and  compression  on  the  lower 
surface.  Any  central  thrust  acting  toward  the  support 
would  decrease  the  tension  in  the  upper  surface  of  the 
slab  thus  bringing  the  line  of  inflection  closer  to  the  sup- 
port. At  the  same  time  it  would  increase  the  compression 
at  the  lower  surface,  which  would  have  the  effect  of  moving 
the  line  of  inflection  there,  farther  from  the  support. 
It  will  be  seen  later  that  the  line  of  action  of  the  thrust 
was  practically  central  in  the  region  of  contraflexure. 


Tension  in  Concrete 

The  assumption  that  in  a  reinforced  concrete  beam 
the  concrete  takes  no  tension,  is  known  to  be  erroneous. 
The  same  holds  true  for  the  flat  slab.  Under  moderate 
loads  a  very  large  amount  of  the  tensile  resistance  is 
undoubtedly  furnished  by  the  concrete.  As  the  loading 
increases  and  the  tensile  deformations  become  greater 
than  the  extensibility  of  the  concrete,  rupture  occurs  at 
the  surface.  With  the  continued  addition  of  load  the 
rupture  approaches  nearer  and  nearer  to  the  neutral 
surface,  and  owing  to  its  shortened  lever  arm,  the  resultant 
of  the  tensile  stress  in  the  unbroken  concrete  supplies  a 
resisting  moment  of  diminishing  magnitude.  For  this 
reason  it  is  justifiable  in  design  to  neglect  the  part  that 
the  tensile  resistance  of  the  concrete  may  play.  A  casual 
inspection  of  the  tabulated  deformations  on  Plate  III  and 
stresses  on  Plates  I  and  II,  will  make  this  point  clear,  for 
it  will  be  noted  that  the  deformations  and  stresses  as 
recorded  in  column  No.  2  are  out  of  proportion  to  those 
appearing  in  column  No.  1.  The  sudden  increase  with 
the  change  of  load  is  probably  due  to  the  fact  that  rupture 
of  the  concrete  occurred,  throwing  upon  the  reinforcement 
a  larger  proportion  of  the  tension. 


DEirO&MAT/ONS  /N  3"  GAUGE.  L.E1/VGTH 

/l/n/t  -     3*636  '                        n=   Z2.76 

/Unit  -      730  fa  "Stress  in    <3tee/  —  Es  =  so,ooo.ooo 

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308 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  stress  at  which  concrete  ruptures  is  a  variable 

quantity  even  in  the  same  slab.     In  order  to  take  account 

of  it  in  the  computations  it  was  necessary  to  fix  upon  some 

arbitrary  value.    After  an  examination  of  the  results  of 

computations  based  on  various  assumed  values  of  strength 

and  a  consideration  of  the  tests  on  the  control  cylinders, 

this  was  finally  placed  at  200  pounds  per  square  inch. 

It  was  assumed  that  unobserved  stresses  due  to  dead  load 

are  proportional  to  those  produced  by  live  load.     If,  for 

example,  the  dead  load  is  94  .lbs.  per  sq.  ft.,  the  live  load 

125  lbs.  per  sq.  ft.  and  the  observed  stress  due  to  the 

latter  in  a  specific  instance  is  115  lbs.  per  sq.  in.,  the 

assumed   unobserved   stress  due   to  dead  load  onlv   is 

94  ^ 

-^^  x  115  or  85  lbs.  per  sq.  in.     The  total  existing  stress 
12b 

is  therefore  the  sum  of  these  or  200  lbs.  per  sq.  in.,  the 
ultimate  tensile  value  assumed  as  above.  This  condition 
would  be  produced  by  an  actual  tensile  deformation  of 
3.4  divisions  on  the  dial  or  by  an  indicated  tensile  deforma- 
tion of  1.93  divisions. 

Plates  VI  and  VII  have  been  prepared  showing  to 
scale  the  deformations  at  17  pairs  of  gauge  lines  on  the 
upper  and  lower  surfaces  of  the  slab  between  columns 
Nos.  19  and  21.  The  thickness  of  the  slab,  the  amount  of 
reinforcement  present  and  its  position  are  shown,  as  is  also 
the  loading  which  produced  these  deformations.  A  line 
joining  the  ordinates  representing  the  respective  deforma- 
tions on  the  upper  and  lower  surfaces,  intersects  the 
vertical  plane  of  the  section  at  the  neutral  axis  in  accor- 
dance with  usual  assumptions.  On  these  diagrams 
interesting  conditions  are  revealed.  In  any  vertical  series 
for  example,  the  shifting  of  the  neutral  axis  at  the  section 
due  to  changing  load  is  shown.  Again  under  constant 
load,  the  movement  of  the  neutral  axis  and  the  variation 
in  stress  from  section  to  section  can  be  observed  by 
following  any  horizontal  series. 

In  many  places  particularly  under  the  heavy  loads, 
it  will  be  noticed  that  the  compressive  deformations 
indicated  appear  to  be  excessive.    This  is  observed  at 


Fig.  4 


Purely 


pair  No.  9  after  the  full  load  had  been  left  in  place  for 
3  days  and  indicates  that  the  linear  law  had  probably 
been  exceeded.  This  assumption  seems  to  be  verified 
by  pair  No.  2  where  under  a  live  load  of  250  lbs.  per  sq. 
ft.  the  indicated  deformation  in  the  concrete  is  11.3 
divisions  while  the  computed  deformation  as  figured  from 
the  corresponding  steel  deformation  is  but  9.7.  In  the 
reduction  of  the  data  however  this  has  been  ignored  and 
the  linear  law  assumed  to  be  in  operation.  An  analogous 
condition  obtains  at  pair  No.  5.  These  facts  should  be 
kept  in  mind  in  considering  the  question  of  thrusts  along 
lines  connecting  columns. 

As  indicated  above,  at  any  point  on  the  tensile  side  of 
a  neutral  surface  where  the  scaled  deformation  exceeds 
1.93  divisions  concrete  is  assumed  to  have  ruptured. 


Covibined  Bending  Moments  and  Thrusts 

Preliminary  to  a  further  examination  of  Plates  VI, 
VII  and  IX  a  brief  consideration  will  be  given  to  the 
phenomena  of  thrust  combined  with  bending.  Assume  a 
beam  of  solid  section  and  of  homogeneous  material  of 
cross-section  6"  x  6"  subjected  to  such  an  external  action 
that  stresses  on  two  opposite  faces  of  300  lbs.  per  sq.  in. 
in  compression  and  100  lbs.  per  sq.  in.  in  tension  exist, 
these  stresses  having  been  presumably  observed  with  the 
aid  of  an  extensometer.  In  accordance  with  usual 
assumptions,  the  average  stress  existing  at  the  cross- 
section  (and  the  actual  stress  at  the  Center  of  Gravity) 
is  a  compression  of  100  lbs.  per  sq.  in.  and  the  consequent 
resultant  thrust  is  3600  pounds.  Now  the  observed 
phenomena  of  stress  in  this  instance  may  be  due  to: 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


309 


Thrusts 

In  this  test,  much  evidence  as  to  the  presence  of 
thrust  has  been  found,  as  an  examination  of  Plates  VI, 
VII  and  IX  will  show.  In  all  instances  where  tension 
exists  in  the  concrete  at  a  section  it  is  impossible  to  be 
certain  as  to  the  amount  of  the  thrust.  In  such  cases  the 
values  given  are  to  be  regarded  as  indications  of  what 
probably  occurs.  Where  observation  showed  compres- 
sion to  exist  in  both  faces  of  the  slab,  there  is  little  doubt 
as  to  the  extent  of  the  thrust,  except  such  as  is  due  to  the 
inevitable  inaccuracies  of  the  instrument  which  was 
employed. 

The  deformations  indicated  on  Plates  VI,  VII  and 
I X  were  converted  into  stresses  in  the  usual  way  and  the 
total  tension  and  total  compression  for  one  foot  width  of 
slab  found  for  each  pair  of  gauge  lines  under  the  125  lb. 


Fig.  5 

(1)  a  central  thrust  of  3600  lbs.,  plus  an  external  bending 
moment  of  7200  in-lbs.;  or  (2)  a  thrust  of  3600  lbs.  acting 
with  an  eccentricity  of  2  ins.  toward  the  face  which  is 
known  to  be  in  compression. 

A  little  reflection  will  show  that  the  external  bending 
moment  is  a  maximum  when  the  eccentricity  is  zero,  and 
is  zero  when  the  eccentricity  is  at  its  maximum  of  2  inches, 
the  thrust  being  constant.  Indeed  the  two  conditions 
above  indicated  are  but  the  limits  in  an  infinite  series,  the 
inch-pounds  following  being  some  of  the  intermediate 
steps: — (3)  a  thrust  of  3600  lbs.  whose  eccentricity  is  1 
inch  combined  with  a  true  external  bending  moment  of 
3600  inch-pounds;  and  (4)  a  thrust  3600  lbs.  whose 
eccentricity  is  Yi  inch  combined  with  a  true  external 
bending  moment  of  5400  inch-pounds.  The  member,  it 
will  be  seen,  may  act  as  a  true  column  with  eccentric 
oad  or  one  of  many  combinations  of  true  column  and 
true  beam;  which  of  these  the  observer  has  perhaps  no 
means  of  knowing.  Of  one  thing,  however,  he  may  be 
sure  and  that  is  the  magnitude  of  the  thrust. 


Fig.  6 


load.  In  determing  the  amount  of  tension  taken  by  con- 
crete it  was  considered  advisable  to  ignore  all  concrete 
nearer  to  the  surface  of  the  slab  than  the  outer  fibre 
of  the  tensile  reinforcement  because  this  concrete  in  all 
cases  had  been  much  cut  up  by  gauge  holes,  and  as  before 
mentioned,  only  that  concrete  between  the  neutral  axis 
and  the  point  where  its  extension  would  indicate  a  stress 
of  200  lbs.  per  square  inch  due  to  dead  and  live  load  was 
considered.  When  the  total  tension  at  any  one  section 
was  compared  with  the  total  compression  at  the  same 
section,  it  was  found  that  in  every  case  the  total  com- 
pression exceeded  the  total  tension,  and  the  amount  of 
this  excess,  for  the  125  lb.  load  has  been  designated  by  the 
letter  "  H  "  on  these  diagrams. 

With  the  span  as  an  axis  for  ordinates,  these  thrusts 
have  been  plotted  vertically  in  Plate  VIII  and  the  thrust 
curve  drawn.  The  features  of  the  curve  are  that  the 
thrust  apparently  increases  toward  the  column  and 
diminishes  toward  midspan,  and  that  the  thrusts  are 
generally  less  in  the  wall  panel  than  in  the  interior  one. 


310 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


thrust  existing  at  each  section  was  divided  by  the  trans- 
formed area  of  the  section,  neglecting,  as  in  the  previous 
case,  all  concrete  on  the  tension  side  of  the  slab  more 
remote  from  the  neutral  surface  than  the  outer  fibre  of 
the  tensile  reinforcement.  This  gave  the  average  stress 
due  to  thrust  from  which  was  determined  the  correspon- 
ding deformation.  Since  the  thrust  was  assumed  as  being 
applied  at  the  center  of  gravity,  the  deformation  would  be 
uniform  over  all  portions  of  the  cross  section. 

On  each  section  another  deformation  line  was 
drawn,  parallel  to  the  original  and  at  a  distance  from  it 
equal  to  the  deformation  corresponding  to  the  average 
stress  due  to  thrust.  Thus  for  each  section  a  new  neutral 
surface  was  located  depending  solely  on  the  beam  action 
existing.      Values    of    k    and     j     were    then     readily 

g 
computed,     and    from     the     formula    M=  —    x    bd2 

x  k  x  j  x  58.7,  the  resisting  moments  in  inch- 
pounds  for  a  strip  one  foot  in  width  were  found  for  all 

sections,  ec  being  the  maximum  compressive  deformation 

at  the  section  in  dial  divisions.  The  constant  58.7  is  the 
stress  in  the  concrete  corresponding  to  a  reading  of  one 
division  on  the  dial.  Since,  as  may  be  seen  from  an 
inspection  of  Plates  I  and  II,  the  stress  at  the  edge  of  a 
band  of  reinforcement  is  practically  the  same  as  that  at 
the  centre  of  the  band,  the  resisting  moments  for  the  one- 
foot  strip  above  mentioned  were  multiplied  by  the  half 


Fis.  7 


This  latter  phenomenon  is  really  not  difficult  to  understand 
since  the  capacity  of  wall  columns  to  resist  thrust  is 
obviously  less  than  that  of  interior  columns.  Why  the 
thrust  should  augment  toward  the  column  is,  however, 
not  so  clear.  Had  the  slab  consisted  of  a  series  of  radiating 
spoke-like  elements,  each  independent  of  its  neighbor  except 
at  the  common  hub-like  drop  panel,  the  increased  radial 
compression  toward  the  centre  would  be  perhaps  capable 
of  explanation.  But  the  independence  of  radiating 
elements  in  the  slab  cannot,  by  any  reasonable  effort  of  the 
imagination,  be  said  to  exist. 

On  the  same  drawing  is  shown  an  approximate  line 
of  thrust  for  the  slab  considered  as  an  arch.  It  was 
constructed  on  the  assumption  that  the  slab  behaved 
entirely  as  a  continuous  column  without  the  existence  of 
beam  action  as  such.  This  is  equivalent  to  assuming  the 
existence  of  maximum  eccentricity  and  that  all  bending  is 
due  thereto.  With  the  thrust  at  each  section  known,  its 
point  of  application  was  determined.  These  points  were 
plotted  in  position  on  the  cross-section  of  the  slab  and 
connected  as  shown. 

Moments 

For  the  derivation  of  bending  moment  coefficients 
it  is  better  to  consider  that  all  the  bending  is  due  to  beam 
action.  This  is  equivalent  to  saying  that  the  thrusts 
act  at  the  centers  of  gravity  of  the  various  sections. 
Plates  VI,  VII  and  IX,  were  again  made  use  of  in  the 
following  manner  to  determine  these  coefficients.     The 


Fig.  8 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


311 


Fig.  9 

panel  width,  to  give  the  moments  for  the  respective 
"  strips  "  or  "  sections  "  of  the  various  ordinances  with 
which  comparison  was  made. 

Bending  moments  at  the  various  sections  are  expressed 
in  the  Chicago  ordinance  as  M  =  C  W  L,  in  which  C  is  a 
constant  depending  upon  the  location  of  the  section  under 
consideration,  W  is  the  total  panel  load,  and  L  the  panel 
length.     Given  the  values  of  M,  W.  &  L,  the  coefficient 

C  may  be  determined  from  the   formula  C  =  M,       For 

WL 

the  interior  panel  under  consideration  WL=  125  (20.25  x 

21)  20.66  x  12=  13,170,000  in-lbs.    For  the  wall  panel 

WL=125    (21.0  x    18.7)    19.9  x    12=11,720,000  in-lbs. 

or  125  (18.7  x  18.7)  18.7  x  12=  9,820,000  in  lbs.  depending 

multiplication  on  whether  the  diagonal  or  the  direct  bend 

is  under  examination.    The  coefficients  may,  therefore,  be 

found  at  any  point  by  dividing  the  moment  of  a  half 

panel  strip  by  the  proper  value  of  WL.     Plate-  X  gives  in 

compact  form  the  computations  for  selected  gauge  lines. 

and  also  a  comparison  of  the  constants  at  the' critical 

points  with  those  prescribed  in  the  various  ordinances. 

In  the  case  of  the  rulings  of  the  Joint  Committee  and 
the  American  Concrete  Institute  a  more  ready  comparison 
was  made  by  computing  the  moment  for  a  strip  one  foot 
wide  as  determined  by  these  rulings.  The  relation  of  the 
computed  moments  to  the  actual  "  M  "  for  strips  one  foot 
wide  given  in  Plate  X  may  be  seen  at  once.  Where  the 
Joint  Committee  ruling  specifies  that  the  sum  of  the  mo- 
ments in  certain  "  sections  "  shall  be  not  less  than  a  certain 
quantity,  such  an  addition  has  been  made  both  for  the 


required  moment  and  the  actual  moment.  The  Ameri- 
can Concrete  Institute  specifies  a  total  moment  for  four 
"  sections  "  and  subdivides  it  into  four  parts,  giving  a 
minimum  requirement  for  each  of  the  four.  The  aggregate 
of  these  four  comprises  but  90%  of  the  total  specified 
moment,  it  being  assumed  that  the  remaining  10%  will  be 
distributed  according  to  the  judgment  of  the  designer. 
Consequently  the  computed  moments  have  been  added 

and  multiplied  by  -^  for  comparison  with  the  sum  of  the 

actual  moments.  Without  such  an  augmentation  the 
American  Concrete  Institute  moments  appear  small. 

On  the  whole,  the  coefficients  derived  correspond  very 
closely  with  those  prescribed  by  the  Chicago  Building 
Ordinance  and  by  the  American  Concrete  Institute. 
At  sections  No.  1  and  No.  17  the  former  being  adjacent 
to  an  unloaded  panel  and  the  latter  to  the  wall,  the 
coefficients  are  almost  identical  and  slightly  lower  than 
those  prescribed  by  the  Chicago  ordinance.  At  sections 
No.  9  and  10,  the  coefficients  are  again  almost  identical, 
but  in  this  case  somewhat  larger  than  those  prescribed  by 
the  Chicago  ordinance.  Had  the  load  extended  inde- 
finitely in  all  directions,  the  coefficients  for  sections  No.  1 
and  17  would  probably  have  been  larger,  and  those  for 
sections  9  and  10  smaller.  At  midlength  of  the  direct 
band  in  the  interior  panel,  section  No.  5,  the  coefficient  is 
again  somewhat  larger  than  that  prescribed  by  the  Chicago 
ordinance,  which  is  again  due  no  doubt  to  the  unloaded 
conditions  of  the  adjoining  panel.  The  influence  of  the 
large  drop  head  on  the  short  panel  lengths  between  columns 
20  and  21  may  be  seen  in  the  fact  that  at  section  No.  14 
the  coefficient  is  considerably  smaller  than  that  required 
by  the  Chicago  ordinance.  In  general  the  bending 
moment  coefficients  as  determined  from  this  test  approxi- 
mated very  closely  those  prescribed  by  the  City  of  Chicago. 

As  a  practical  suggestion  for  the  consideration  of 
thrust  in  design,  it  might  be  feasible  to  so  modify  the  work- 
ing stresses  in  concrete  and  steel  by  lowering  the  former 
and  raising  the  latter  so  that  these  when  corrected  by  the 
effect  of  the  thrust  would  approach  those  values  in  rein- 
forced concrete  design  which  present  practice  favours. 


r&  -  •#*** 


Fig.  10 


312 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


To  illustrate,  consider  a  slab  in  which  sufficient  steel  is 
imbedded  to  take  care  of  tension  in  bending.  Suppose 
a  thrust  of  7200  lbs.  per  square  foot,  acting  centrally,  is 
anticipated  in  the  constructed  slab.  This  will  mean 
50  lbs.  per  square  inch  compression  in  the  concrete  and 
750  lbs.  per  square  inch  compression  in  the  steel,  over  and 
above  that  which  beam  action  would  create.  If  then 
instead  of  stresses  of  say  750  lbs.  per  square  inch  in  the 
concrete  and  17,000  lbs.  per  sq.  inch  in  the  steel,  which 
present  practice  seem  to  favour,  values  of  700  lbs.  per  sq. 
inch  and  17,750  lbs.  per  sq.  inch  be  adopted  for  flat  slab 
design,  the  stresses  resulting  from  the  combination  of 
bending  and  thrust  in  the  finished  structure  in  service 
would  approximate  more  nearly  those  which  the  designer 
anticipated. 


Bending  Alomcnts  in  Columns  Under  Eccentric  Loadings 

On  Plate  III  will  be  found  in  addition  to  the  defor- 
mations obtained  on  the  gauge  lines  on  the  slab,  those 
located  on  the  wall  and  interior  columns.  It  will  be 
observed  that  for  the  interior  column  under  an  applied 
live  load  of  125  lbs.  per  sq.  ft.  the  average  deformations 
are  2.63  and  2.06  divisions  for  the  lower  and  upper  groups 
respectively.  Similarly  for  an  applied  live  load  of  250 
lbs.  per  sq.  ft.  these  deformations  become  4.98  and  5.53 
divisions  respectively.  This  column  has  an  external 
diameter  of  26  inches  and  contains  a  steel  core  consisting 
of  a  14-inch,  138  lbs.  per  ft.  Bethlehem  H  section  with 
two  10"  x  }4"  and  two  10"  x  3^"  steel  web  plates.  In 
addition  there  are  four  1"  diameter  round  ste  1  rxh. 


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In  general  the  thrust  would  not  affect  the  thickness 
of  the  slab  at  sections  remote  from  the  column,  since  at 
these  points  the  percentage  of  steel  is  so  low  that  the 
concrete  stresses  are  quite  small,  as  is  verified  by  the 
tabulated  values.  Around  the  column  capital  and  near  the 
periphery  of  the  drop  head  on  the  under  surface  of  the  slab, 
the  compression  due  to  beam  action  will  be  considerably 
augmented.  That  this  is  not  a  mere  assumption,  but  an 
actual  fact,  is  shown  by  the  comparatively  high  stresses 
recorded  under  the  heavier  loadings.  There  has  been  a 
tendency  on  the  part  of  some  to  lower  unduly  the  bending 
moments  and  increase  the  allowable  stresses  in  flat  slab 
design.  While  this  may  be  satisfactory  on  sections  remote 
from  the  columns,  great  care  should  be  exercised  in  for- 
mulating regulations  governing  the  depth  and  width  of 
drop  panels  in  order  that  compressive  stresses  due  to 
negative  moment  and  thrust  may  not  run  too  high. 


The  total  area  of  steel  is,  therefore,  61.2  square  inches, 
giving  a  net  area  of  concrete  of  469.7  square  inches. 
Assuming  an  elastic  modulus  for  concrete  of  2,350,000 
lbs.  per  sq.  in.  the  load  producing  a  dial  reading  of  one 
division  is  469.7  x  58.7  or  27,500  lbs.  for  the  concrete;  and 
61.2  x  750  or  45,700  lbs.  for  the  steel  core,  making  a  total 
of  73,200  lbs.  in  accordance  with  the  usually  accepted 
theory  for  the  longitudinally  reinforced  concrete  column. 
The  roof  slab  having  been  poured  during  the  interval 
which  elapsed  between  the  taking  of  the  initial  readings 
and  observing  the  deformation  after  the  application  of 
the  125  lb.  load,  its  weight  must  properly  be  added  to  the 
latter.  This  gives  an  aggregate  load  of  200  lbs.  per  sq. 
ft.  or  82,000  lbs.  per  panel.  The  dial  reading  corres- 
ponding to  this  panel  load  computed  as  above  should  be 
^000  x   1  or   1  12  divisions>     But  the  actuai  deforma- 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


313 


tion  corresponding  to  this  load  was,  as  stated  above,  2.63 
divisions  in  one  case  and  2.06  in  the  other,  values  approxi- 
mately twice  as  great  as  those  computed  on  a  theoretical 
basis.  When,  however,  the  250  lbs.  per  sq.  ft.  was 
removed  from  two  of  the  four  panels  (equivalent  to 
removing  125  lbs.  per  sq.  ft.  from  four  panels)  the  average 
recovery  on  the  lower  series  of  gauge  lines  was  .875 
divisions  as  against  the  .70  divisions  arrived  at  from 
computation.  This  is  the  only  instance  in  the  behaviour 
of  this  column  in  which  approximate  agreement  between 
the  observed  and  the  figured  deformations  occurs.  A 
study  of  the  recorded  behaviour  for  wall  column  No.  21 
shows  a  similar  discrepancy  between  computed  and 
observed    deformations    to    exist. 


Let  it  be  assumed  that  the  uniformly  distributed  load 
on  any  interior  panel  is  lifted.  The  tangent  to  the  beam 
axis  over  either  support  adjacent  to  the  unloaded  panel  is 
no  longer  horizontal,  but  the  angle  of  movement  is  less 
than  it  would  be  were  there  neither  continuity  of  beam  nor 
rigidity  of  column  to  influence  the  performance.  (In  that 
case  the  bending  moment  at  either  support  would  be 
zero).  Actually  this  moment  is  greater  than  zero,  but 
less  than  1/12  WL  and  the  restraint  supplied  by  the 
column  plus  that  afforded  by  the  beam  sustaining  its  dead 
load  only  is  obviously  its  equivalent.  So  it  follows  that 
at  a  panel  point  for  the  conditions  laid  down,  the  sum  of 
the  restraining  moments  in  beam  and  support  will  not 
exceed  1/12  WL  and  may  be  much  less  than  this  value. 


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Consider  an  indefinitely  large  series  of  equal  and 
continuous  beams,  spans  all  equally  and  uniformly  loaded 
and  similarly  constructed.  The  moments  over  supports 
and  at  midspans  approach  as  limits,  1/12  WL  and  1/24 
WL  respectively,  giving  a  sum  of  negative  and  positive 
elements  of  1/8  WL  as  its  limit.  This  state  of  affairs 
would  result  if  all  supports  were  knife  edges  or  the 
equivalent  thereof.  It  will  also  be  clear  that  by  special 
or  supplementary  additions  to  the  loading  assumed,  the 
coefficient  1/24  may  be  increased  by  diminishing  1/12 
to  a  smaller  value  and  may  be  decreased  by  raising  1/12 
to  a  greater  value.  If  in  place  of  rockerlike  supports, 
columns  more  or  less  rigid  be  substituted,  the  same 
statement  will  hold  and  moments  will  remain  unchanged, 
because  all  tangents  to  the  floor  axis  are  horizontal  over 
supports. 


This  hypothetical  condition  is  doubtless  almost  never 
realized,  since  there  is  rarely  either  equality  in  rigidities 
or  equality  between  story  height  and  beam  span.  More- 
over, in  the  flat  slab  type  of  construction  the  comparison 
is  further  affected  by  the  fact  that  the  beam  is  supplanted 
by  a  slab  whose  width  is  equal  to  the  distance  between 
column  centres.  It  can  be  shown  that  the  moment  at 
the  support  in  a  cantilever  of  uniform  section  sustaining 


an  end  load  varies  directly  as 


EI  A, 
L2 


where  A  is  the  end 


deflection.  Since  A  is  proportional  to  the  product  L  ©,© 
being  the  angle  of  elastic  deformation  at  the  junction  of 
column  and  beam,  it  follows  that  the  moment  of  resistance 

is  proportional  to  j-  where  E  and  0  are  constants  for  the 

three  elements  previously  considered. 


314 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


A  computation,  made  with  this  principle  in  mind, 
shows  that  for  a  flat  slab  of  the  proportions  of 
the  one  tested,  the  column  even  if  unreinforced  could 
not   exceed  20"  in  diameter  without   having  a   greater 

value    of   -!-  than  the  slab;  and  a  20"   column  is  the 

minimum  allowable  under  good  practice  for  the  giver 
panel  dimensions.  This  would  indicate  that  columr 
No.  20,  owing  to  its  size  and  high  percentage  of 
reinforcement,  was  restraining  the  larger  portion  of  the 
bending  moment  created  by  the  unsymmetncal  load, 
possibly  12/13  of  the  whole,  half  of  it  above  and  half  of  it 
below  the  floor  line.  The  lower  group  of  gauge  lines  on 
column  No.  20  was  located  above  the  theoretical  line  of 
column  contra-flexure,  a  distance  equal  to  one  third  the 
distance  of  the  latter  from  the  ceiling  and  should,  therefore, 
indicate  about  one  third  the  bending  moment  in  the  column 
at  the  ceiling  line. 

Consider  now  a  column  of  any  constant  section  fixed 
at  the  end  as  in  Fig.  11.  If  a  couple  M  whose  plane  is 
vertical,  be  applied  at  mid-height,  the  axis  of  the  column 
will  assume  a  sinuous  form  with  three  points  of  contra- 
flexure,  one  of  which  is  located  1/6  of  the  column  height 
below  the  top,  the  second  of  which  is  1/6  of  the  column 
height  above  the  bottom,  and  the  third  at  the  point  where 
the  couple  is  applied.  Further  consideration  will  show 
that  the  bending  moments  in  the  column  immediately 
below  and  immediately  above  the  point  of  application  of 


the  couple   are 


M 
2 


and   -^-.     Similarly  the  bending 

moments  at  top  and  bottom  are  -j  and—  -^  respectively. 

Let  now  another  restraining  element,  a  beam  for  example 
be  framed  at  the  point  of  application  of  the  couple  and  in 
the  plane  thereof.  This  element  will  be  supposed  to  have 
a  length  equal  to  half  the  column  length.  Its  rigidity  for 
purposes  of  discussion  will  be  considered  equal  to  that  of 
the  half  column  and  its  remote  end  will  be  considered 
fixed.  It  will  be  clear  that  since  there  are  now  three 
restraining  elements  to  oppose  the  couple  M,  each  will 
contribute  something  to  the  resistance  and  from  the  con- 
ditions assumed,  the  contributions  of  all  will  be  equal. 

If  instead  of  the  combination  described  above,  there 
is  a  series  of  columns  rigidly  connected  by  beams  on  any 
floor  of  a  building,  the  analogy  between  the  hypothetical 
and  the  real  will  be  apparent.  Let  it  be  imagined  that 
one  beam  only  in  the  supposed  series  is  loaded.  Its  ends 
are  obviously  restrained  more  or  less  where  they  join  the 
columns  and  the  moment  existing  at  either  end  will  be 
resisted  by  three  elements,  viz.:  the  column  above  the 
floor  in  question,  the  column  below  and  the  beam  in  the 
adjacent  panel.  If  all  of  these  possess  equal  rigidities, 
using  the  word  in  its  broad  sense,  the  restraining  moments 
in  all  three  will  be  equal.     If,  for  example,  the  bending 

moment  at  one  extremity  of  the  loaded  beam  were  ^  WL 

the  restraining  moment  in  the  column  above  the  floor  at  the 
floor  line,  the  restraining  moment  in  the  column  below  the 
floor  at  the  ceiling  line,  and  the  restraining  moment  in  the 
unloaded  beam  at  its  junction  with  the  column  might 

WL 


without  great  error,  be  taken  as 


60 


When  an  attempt  was  made  to  check  the  behaviour 
of  column  No.  20  somewhat  according  to  the  foregoing, 
serious  difficulties  presented  themselves  as  will  be  presently 
indicated.  Assuming  that  the  concrete  had  remained 
intact,  it  seemed  proper  to  consider  its  behaviour  in 
flexure  by  first  computing  the  moment  of  inertia  of  its 
cross-section.  This  was  done  by  the  usual  method  for 
heterogeneous  sections  with  the  following  results. 

Moment  of  inertia  of  steel  area 23,200  ins.4 

Moment  of  inertia  of  concrete  area 18,700  ins.* 

Moment  of  intertia  of  entire  area 41,900  ins.4 

On  Fig.  12  will  be  seen  a  curve  purporting  to  show  how 
the  bending  strains  appear  to  have  varied  across  a  right 
section  of  this  column  on  the  removal  of  a  load  of  250  lbs. 
per  sq.  ft.  from  two  of  the  four  contributing  panels. 
This  change  of  loading  it  will  be  remembered  is  the  one 
that  produced  an  average  deformation  approaching  some- 
what the  computed  value.  The  maximum  flexural  defor- 
mation shown  on  this  graph  is  4  divisions,  the  equivalent 
of  a  stress  of  232  lbs.  per  sq.  in.  in  the  concrete.  The 
average  deformation  due  to  the  indicated  change  in  loading, 
as  distinct  from  bending,  is  .875  divisions.  The  bending 
moment  computed  from  the  formula  M  =  S  f ,  is  757,000 
inch-pounds  of  which  337,000  inch-pounds  is  resisted  by 
the  concrete  and  420,000  by  the  metal.  Moreover  since 
the  position  of  the  gauge  lines  on  the  column  is  one-third 
of  the  distance  between  the  theoretical  point  of  contra- 
flexure  and  the  plane  of  the  floor  slab  above,  the  computed 
maximum  bending  moment  for  the  column  would  be  three 
times  the  value  given  or  2,271,000  inch  pounds  and  this 
takes  no  account  of  the  nearly  equivalent  resistance 
offered  by  the  column  above  the  floor.    The  Chicago 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


315 


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flat  slab  code  suggests^y-as  a  bending  moment  to  be  pro- 
vided for  in  column  design.  For  the  case  in  hand  this 
would  be  equal  to  438,000  inch-pounds.  Apparently  then 
the  steel  core  itself  has  provided  a  resistance  to  bending 
much  greater  than  is  called  for  by  this  regulation  and  the 
whole  column  is  supplying  one  many  times  in  excess  of  the 
same  requirement  and  much  greater  than  what  seems  to  be 
indicated  by  theory.  At  the  upper  series  of  gauge  lines 
on  the  same  column,  a  similar  state  exists.  In  addition 
it  should  be  borne  in  mind  that  the  gauge  lines  in  this 
series  bridged  a  construction  joint  and  that  little  if  any 
tension  in  the  concrete  could  exist  there. 

The  features  then  of  the  column  tests  is  the  lack  of 
agreement  between  the  evidence  of  the  extensometer  and 
the  facts  as  they  are  known.  This  applies  to  both  the 
direct  stress  and  the  bending  phenomena.  As  possible 
explanations  the  shrinkage  of  the  concrete,  the  existence 
of  unrecorded  loads  and  the  inaccuracy  of  the  instrument 
have  suggested  themselves. 

F.  R.  McMillan,  in  a  discussion  on  the  pheno- 
menon of  "  flow  "  in  concrete  under  load  in  Transactions 
of  the  American  Concrete  Institute,  1917,  exhibited  a 
graph  showing  the  behaviour  of  concrete  columns  under 
load,  in  which  the  relative  deformation  or  "  flow  "  at  60 
days  following  construction,  varied  from  1  in  10,000  to  2 
in  10,000.  Moreover  this  deformation  seemed  to  be  more 
or  less  proportional  to  the  age  of  the  member  up  to  a  six 
months'  limit.  Mr.  Considere  asserts  that  the  shrinkage  of 
mortars  in  air  will  vary  from  3  in  10,000  to  5  in  10,000, 
although  no  time  interval  is  given.    So  far  as  the  evidence 


of  the  extensometer  is  concerned,  it  would  seem  that 
"  flow  "  and  shrinkage  would  be  similar. 

If  shrinkage  be  restrained  by  the  presence  of  a  metal 
core  (the  non-shrinking  element)  the  envelop  of  concrete 
will  be  in  tension  and  the  core  in  compression.  This,  of 
course,  assumes  that  a  perfect  bond  between  the  two 
materials  exists.  In  addition  to  this  the  core  will  have  to 
sustain  the  major  portion  of  the  applied  load.  If  the 
restraint  be  equal  to  1  in  20,000,  it  would  account  for  a 
tension  in  the  concrete  envelope  of  nearly  120  lbs.  per  sq. 
in.  and  the  resulting  and,  in  the  aggregate,  equal  compres- 
sion thrown  into  the  steel  would  be  sufficient  to  account  for 
some  of  the  excessive  deformation  previously  referred  to. 
On  the  removal  of  the  250  lbs.  per  sq.  ft.  load  from  two 


PlATCZIII. 


316 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


/.)  96  24? 


1  A..3 


Diagonal   Band 
TNTEifioi   Panel, 
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Across   .Direct  Band. 
Wall   Panel. 

125  LB.  Live  load 


f=LA  TE  IX 


Plats  X 


of  the  four  panels,  it  might  with  some  show  of  reason  be 
assumed  that  because  of  the  greater  age  of  the  concrete 
and  the  diminished  loading  the  tendency  to  shrink  would 
partially  disappear.  This  assumption  receives  color  from 
the  fact  that  the  mean  changes  in  deformation  observed 
agree  roughly  with  the  computed  value  as  stated  pre- 
viously, the  former  being  .875  and  1.1.  divisions  for  the 
lower  and  upper  series  respectively  and  the  latter  .70. 

Another  circumstance  which  would  operate  to  produce 
a  discrepancy  between  the  observed  and  the  computed 
readings,  was  the  fact  that  during  the  test  the  material 
required  for  the  brick  curtain  walls  was  being  elevated  to 
the  floors  where  it  was  to  be  used.  The  practice  was  to 
pile  it  on  the  floor  adjacent  to  the  hoist  until  such  time  as 
the  workmen  would  require  it.  As  the  hoist  was  located 
in  the  panel  immediately  to  the  West  of  those  under  test, 
it  is  conceivable  that  some  of  the  material  which  had  been 
hoisted  was  placed  on  floor  area  above  and  tributary  to 
column  20,  and  that  its  presence  there  was  evidenced  in 
the  large  readings  obtained.  This  circumstance  is  one, 
the  influence  of  which  cannot  be  estimated  in  any  quanti- 
tative way.  Even  though  this  additional  loading  on  the 
upper  floors  were  present,  it  will  be  conceded  that  it 
would  operate  almost  entirely  as  a  centric  load  on  the 
column  and  that  all  manifestations  of  eccentricity  in  the 
column  and  of  bending  therein  could  not  properly  be 
attributed  thereto. 

Finally  it  might  be  suggested  that  the  element  of 
error  in  observation  is  much  greater  here  than  elsewhere 
because  of  the  cramped  position  of  the  observer  and 
because  the  axis  of  the  instrument  must  be  held  vertically. 

The  writers  do  not  believe  that  shrinkage  of  concrete 
about  the  steel  core  would  create  therein  such  compressive 


Fig.  11. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


317 


<Sot/feSyter?4e/3 


— Atimwf- 


&/s  attars/en 


CoLt/Af*  J?0,  /.0*v&?  Stt/tt 


Community  Halls  and  Athletic  Fields 

The  Ontario  Government  proposes  giving  financial 
aid  to  the  townships  for  establishing  community  halls  and 
athletic  fields  in  order  to  develop  community  spirit  in  the 
province. 


"Trautwine"  The  Engineer's  Pocketbook 

Advance  sheets  have  been  received  covering  prac- 
tically all  the  new  material  added  in  preparing  the  forth- 
coming twentieth  edition  of  "Trautwine."  The  most 
radical  and  important  change  is  an  improvement  in  the 
arrangement  of  the  several  articles  included,  and  the  mod- 
ernization and  extension  of  the  various  articles  on  certain 
railroad  subjects.  In  addition,  the  rules  relating  to  the 
ellipse  have  been  modernized,  extended  and  re-written, 
a  new  isogonic  chart  is  shown  and  the  table  of  zimuths  of 
polaris  has  been  revised  to  cover  present  dates. 


Fig.  12. 


stresses  as  the  data  sheets  call  for.  Certainly  this  could 
not  occur  at  a  construction  joint.  The  possibility  of 
loads  of  material  on  upper  floors  could  affect  average 
deformations  only  and  not  the  bending  stresses,  since  the 
loads  resulting  therefrom  would  of  necessity  be  centric. 
The  irregular  character  of  these  results  is  possibly  largely 
due  to  inaccuracies  consequent  on  using  a  high  clearance 
instrument  in  a  vertical  position  and  by  an  observer 
working  in  a  cramped  situation.  The  consistency  in 
results  elsewhere  shows  that  when  the  instrument  is  used 
in  the  horizontal  position  flexibility  due  to  high  clearance 
may  be  overcome  by  skillful  handling. 


B.  F.  C.  HAANEL,  M.E.I.C,  Ottawa, 
Winner  of   the  Gzowski  Medal   for   1918 


The  Provincial  Government  of  British  Columbia  pro- 
pose introducing  a  bill  to  provide  for  the  borrowing  of 
three  and  a  half  million  dollars  for  the  important  public 
undertakings  in  the  province  during  1919.  Part  of  this 
amount  will  be  devoted  to  an  emergency  fund  of  one  and 
a  half  million  dollars,  for  the  purpose  of  providing  work 
for  returned  soldiers.  Practically  the  whole  of  this 
amount  will  be  for  capital  expenditure  on  public  work  in 
the  province,  chiefly  trunk  roads. 


318 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Suggested   Harbour   Improvements  for  Greater  Montreal 

By  E.  S.  M.  Lovelace,  M.E.I.C. 


In  what  follows  the  writer  does  not  propose  to  touch 
upon  any  special  development  in  the  way  of  new  wharfage 
accommodation,  or  on  any  improvements  along  the  lines 
of  better  transportation  facilities,  or,  in  fact,  to  concern 
himself  with  any  of  the  matters  usually  associated  with 
harbour  works  properly  so  called. 

These  can  all  well  be  left  to  the  constituted  authorities 
to  inaugurate  in  due  course,  as  the  need  for  such  arises, 
as  it  surely  will  arise,  in  the  not  distant  future. 

It  seemed  to  the  writer,  however,  that  now,  when 
the  whole  world  so  to  speak,  is  being  re-arranged,  is  the 
time  to  go  into,  and,  with  the  greater  experience  that 
meanwhile  has  been  gained,  consider  afresh  the  problems 
confronting  us  on  every  hand. 

Montreal,  from  its  geographical  position  alone,  in 
the  future,  even  more  than  in  the  past,  must  inevitably 
become  the  principal  gateway  from  the  ocean  to  the 
whole  continent.  That  being  so,  no  minor  consideration 
as  to  cost,  should  be  allowed  to  stand  in  the  way  of  imp"ove- 
ments  from  which  all  Canada  would  ultimately  benefit. 

In  a  broad  sense,  our  harbour  as  it  at  present  stands, 
suffers  from  three  great  natural  drawbacks,  and,  in  pro- 
portion to  the  extent  that  the  effects  of  such  drawbacks 
may  be  mitigated  or  entirely  done  away  with,  lies  the 
measure  of  success  attending  efforts  in  the  direction  of  the 
requirements  of  a  harbour  for  Greater  Montreal. 

These  three  natural  drawbacks  as  they  appear  to  the 
writer,  in  order,  are: — 

1.  Excessively  strong  current  over  the  whole  of 
the  water  front  from  the  canal  basin  to  the  foot  of  the 
Island  opposite  Varennes. 

2.  The  amount  of  dredging  necessary  to  provide 
sufficient  depth  at  low  water  for  the  larger  ocean 
going  vessels. 

3.  The  ever  present  danger  of  floods  occurring 
each  Spring  and  Fall,  with  all  the  consequent  incon- 
venience to,  as  well  as  the  marked  lowering  in  value 
of  the  lands  in  the  districts  affected  on  both  sides  of 
the  St.  Lawrence. 

These  three  drawbacks  are  so  well  known,  that  it 
seems  almost  superfluous  to  mention  them.  They  have 
occupied  the  attention  of  the  harbour  authorities,  and, 
of  commissions,  both  civic  and  federal,  and  yet,  hereto- 
fore, no  adequate  method  of  dealing  with  all  three,  has  as 
yet  been  brought  forward. 

Under  these  circumstances,  an  idea  which  occurred 
some  time  ago  to  the  writer  (an  idea  the  feasibility  of  which 
such  further  study  as  he  has  been  able  to  devote  to  the 
matter  has  tended  to  confirm)  is  now  put  forward,  in  the 
hope,  that  discussion  before  the  Montreal  Branch  of  The 
Engineering  Institute  of  Canada,  may  bring  out,  if  such 
exist,  any  inherent  flaws  in  the  proposal. 

Should  the  criticism  of  the  members  prove  favorable 
as  a  whole,  then,  the  proposal  could  be  brought  to  the 
notice  of  the  Authorities  competent  to  take  action  in  so 
large  and  important  an  undertaking. 

*Read  before  the  Montreal  Branch  of  The  Institute  on  March 
6th,  1919. 


Briefly,  the  proposed  scheme,  is  as  follows: — - 

As  indicated  on  drawings  Nos.  (1)  and  (2),  and  more 
in  detail,  on  drawing  No.  (3),  a  submerged  dam  would  be 
placed  across  the  river  opposite  Varennes  to  the  foot  of  the 
Island  of  Montreal  at  Bout  de  lTle. 

This  dam  would  be  of  sufficient  height,  to  raise  the 
level  of  the  river  say  ten  feet  above  ordinary  low  water  at 
these  points. 

The  immediate  effect  of  this,  would  be  to  back  up  and 
drown  out  the  St.  Mary  Current  and  convert  the  whole  of 
the  river  from  the  foot  of  Nuns  Island  to  a  few  hundred 
feet  above  the  submerged  dam  into  a  lake. 

This  lake  would  then  become  the  Harbour  of 
Greater  Montreal,  and  under  the  control  of  the  Harbour 
Board. 

At  the  same  time,  the  channel  proper,  and,  in  fact,  the 
whole  river  between  the  above  mentioned  points,  would  be 
correspondingly  deepened,  so  that  further  dredging 
operations  in  the  ocean  channel  would  be  quite  unnecessary. 

Thus,  at  one  stroke,  the  two  first  drawbacks  would,  at 
a  very  moderate  cost,  be  done  away  with. 

With  regard  to  the  third  drawback,  there  is  room  for 
some  difference  of  opinion,  as  to  the  effect  this  damming  of 
the  river  might  have  on  the  flooding  of  the  banks  during 
the  taking  of  the  ice  each  winter,  and  its  breaking  up  the 
following  spring. 

After  giving  the  subject  close  consideration,  and 
having  before  him  the  facts  very  carefully  collected  and 
presented  in  a  report,  made  many  years  ago  by  the 
"  Montreal  Flood  Commission,"  the  writer  is  of  the 
opinion  that  the  damming  would  result  in  doing  away 
largely,  if  not  entirely,  with  the  menace  of  these  periodical 
floods. 

This  aspect  of  the  case  is,  however,  presented  more 
fully  further  on  in  the  paper,  and,  it  is  hoped,  that  the 
opinions  and  experience  of  other  Members  (more  fully 
qualified  to  speak  possibly  than  is  the  writer)  will  become 
available  on  this  point. 

Before  going  into  this,  however,  the  paramount 
importance  of  the  effect  which  the  damming  back  of  the 
river  would  have  upon  ocean  navigation  cannot  fail  to 
force  itself  upon  ones  consideration,  for,  upon  this  point 
chiefly,  if  not  altogether,  must  depend  the  general  accep- 
tance of  so  radical  a  scheme. 

If  it  can  be  shown  to  curtail,  in  any  marked  degree, 
the  free  passage  of  vessels  into  the  Harbour,  then,  in  spite 
of  other  obvious  advantages,  it  could  not  possibly  be 
entered  upon.  If,  on  the  other  hand,  there  is  ground  for 
the  belief,  that  in  this  respect,  there  would  be  a  marked 
improvement  in  the  speed  and  ease  with  which  water  so 
dammed  could  be  traversed  by  all  vessels,  ocean  going  or 
river  steamers,  then,  at  least,  the  proposal  will  be  worth 
the  closest  study  and  attention. 

Looking  at  the  plan  on  drawing  No.  2,  it  will  be  noted, 
that  the  existing  channel  for  both  ocean  and  river  going 


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319 


4  I?    tP    1 

*      H*        -t'So;    *  „  z 

ft  i  I    »«§=->! Eii 
[I  i     bliSl'M' 

'i'  rw  s 


1 1 1  j    i 


1 1  i-s  5 


Alt , 
I  i  I  *  I 


320 


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vessels  passes  to  the  east  of  Isle  Ste.  Therese,  that  is,  on 
the  Varennes  side  of  the  river,  and  this,  in  connection  with 
other  reasons,  would  seem  to  indicate  that  this  would  be 
a  suitable  place  for  the  submerged  dam. 

As  shown  on  the  plan,  it  is  proposed  to  place  two  large 
twin  locks,  each  one  thousand  feet  long  (1000)  by  one 
hundred  feet  wide  (100),  at  Varennes,  with  a  depth  of,  at 
least,  five  feet  on  the  sill. 

Generally  speaking  one  of  these  locks  would  be  used 
for  incoming,  and  the  other  for  outgoing  vessels,  thus 
expediting  their  passage  and  at  the  same  time  doing  away 
with  the  danger  of  collision.  If  one  lock,  however,  should 
be  temporarily  out  of  order,  or  when  repairs  are  being 
made,  then,  for  the  time  being,  there  would  always  be  one 
lock  available  for  both  up  and  down  stream  vessels. 

Any  slight  delay  in  passing  through  the  lock,  would 
be  more  than  compensated  for  by  the  eas?  with  which, 
having  no  current  to  contend  with,  the  vessel  would  reach 
its  berth  further  up. 

The  existing  ship  channel  would,  of  course, as  indicated 
on  the  plan,  be  modified  locally,  to  suit  the  position  of  the 
locks. 

On  the  Montreal  side  of  Ste.  Therese  Island,  at  Bout 
de  l'lle,  a  small  lock,  as  shown,  could  be  placed  for  the 
convenience  of  pleasure  craft  desiring  to  get  below  the 
dam  or  into  the  Ottawa  River. 

Wharves  could  be  placed  at  any  desired  point,  either 
on  the  Island  of  Montreal  right  down  to  Bout  de  l'lle, 
or  on  the  South  Shore  opposite,  and,  with  the  increased 
depth  of  water  all  over,  due  to  the  placing  of  the  submerged 
dams,  little  or  no  dredging  would  be  required. 

On  account  of  the  small  difference  in  elevation  on  the 
up  and  down  stream  side  of  the  lock  gates  (ten  feet  or 
thereabouts)  it  will  be  possible  to  design  gates  of  the  type 
outlined  on  drawing  No.  4  which,  in  place  of  opening  in  the 
usual  way,  would  be  elevated  bascule  style. 

Such  gates  would  have  large  circular  counterbalanced 
drums,  to  which  water  could  be  introduced  from  the 
upper  level,  or  let  out  at  the  lower  (in  the  manner  indicated 
on  the  drawing)  so  that  the  raising  and  lowering  would 
be  affected  without  any  power  being  required  other  than 
that  provided  by  the  available  head  of  ten  feet. 

The  operator,  by  simply  drawing  a  lever  in  one 
direction,  or  pushing  it  in  the  other,  could  start,  stop, 
raise  or  lower  a  gate  with  ease  and  dispatch.  There  would 
be  no  machinery  of  any  kind,  and  virtually  nothing  to 
get  out  of  order. 

On  the  approach  of  a  vessel  going  say  upstream,  a 
gate  would  be  raised  into  a  vertical  position,  and  as  the 
vessel  passed  into  the  lock,  this  gate  would  close  behind 
it.  Immediately  this  was  done,  the  gate  at  the  upper  end 
of  the  lock  could  be  made  slowly  to  raise,  water  from  the 
higher  level  passing  under  the  gate,  at  first  slowly,  and 
then,  more  and  more  quickly,  raising  the  water  surface  in 
the  lock  to  the  higher  level. 

So  soon  as  the  upper  gate  was  vertical,  the  vessel 
would  pass  out  of  the  lock  and  continue  on  its  journey. 

The  actual  type  of  lock  gate  to  adopt,  however,  is, 
of  course,  a  mere  matter  of  design  with  no  specific  bearing 
on  the  scheme  as  a  whole. 


Bridge  at  Varennes 

As  a  detail  of  the  scheme,  it  is  also  proposed  to  have  a 
highway  bridge  (with  provision  for  the  tracks  of  electric 
and  other  railways)  connecting  Varennes  with  Bout  de 
l'lle. 

This  bridge  would  be  carried  on  piers  built  up  through 
the  submerged  dam,  the  sloping  faces  of  the  piers  on  the 
upstream  side,  serving  to  protect  the  dam  from  the  action 
of  ice  jams,  should  such  occur. 

In  erasing  the  canal  locks,  bascule  bridges,  similar 
in  type  to  the  lock  gates  (but  at  a  higher  level  and  of 
different  design)  would  be  placed,  and  operated  of  course 
in  the  same  manner  and  in  connection  with  these  gates. 

Across  Ste.  Therese  Island,  the  railway  tracks 
would  be  carried  on  the  viaduct  as  shown,  but  the  highway 
and  electric  railway,  could  very  well,  as  indicated  on 
drawing  No.  3  reach  the  ground  surface  by  properly 
designed  ramps,  thereby  effecting  a  considerable  saving  in 
the  cost  of  the  bridge  proper,  and  also  resulting  in  a 
convenience  to  any  inhabitants  of  the  Island.  The  more 
especially  would  this  be  the  case,  so  far  as  the  latter  point 
is  concerned,  should  the  Island  (as  it  well  might  be  now 
that  the  shores  of  Lake  St.  Louis  are  nearly  filled  up)  ever 
come  to  be  considered  a  desirable  summer  resort. 

The  proposed  bridge  would  be  of  the  greatest  possible 
value  to  the  inhabitants  of  Varennes  and  vicinity,  as  they 
would  thus  be  brought  within  easy  and  direct  access  of 
Montreal  Island. 

The  line  of  The  Canadian  Northern  Railway  from 
Quebec  (now  part  of  The  Canadian  Government  System) 
reaches  Montreal  Island  at  Bout  de  l'lle.  Under  existing 
conditions,  freight  and  passenger  traffic  intended  for  the 
South  Shore,  is  obliged  to  work  its  way  slowly  through 
the  Montreal  City  terminals,  eventually  reaching  its 
destination  by  way  of  the  Victoria  Bridge. 

By  having  a  branch  line  from  Boutde  l'lle  crossing 
over  this  proposed  bridge  and  connecting  in  the  manner 
shown  with  The  Quebec,  Montreal  and  Southern  Railway 
at  Varennes,  all  such  traffic  could  be  diverted  directly 
to  the  South  Shore. 


General 

The  slack  water  (produced  by  the  damming  back  of 
the  river  would  be  ideal  for  boating,  sailing,  canoeing, 
etc.,  so  that  all  the  water  front  from  Montreal  right  down 
to  Bout  de  l'lle,  on  both  shores  of  the  river,  would  be 
suitable  for  summer  residences,  which  now,  generally 
speaking,  are  necessarily  compelled  to  go  to  Lake  St. 
Louis  above. 

So  far,  however,  as  the  actual  details  of  the  proposal 
are  concerned,  it  must  of  course  be  understood  that  the 
writer  has  not  gone  very  fully  into  these.  On  further  and 
fuller  examination,  it  might  for  instance,  be  found  pre- 
ferable to  use  lock  gates  of  the  ordinary  type,  and  the 
exact  position  and  size  of  the  submerged  dam  would 
require  an  exhaustive  survey  and  much  thought  to 
determine. 

The  idea,  is  therefore,  only  presented  in  a  general  and 
very  rough  form. 


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321 


Effect  on  Flooding 

And  now  with  regard  to  the  effect  the  building  of  the 
dams  would  have  on  the  prevention  of  flooding  each  Spring 
and  Fall. 

As  clearly  pointed  out  in  the  "  report  "  previously 
mentioned  of  the  Montreal  Flood  Commission  for  1886-87. 

"  The  St.  Lawrence  River  is  not  subject  to  floods  in 
the  ordinary  sense  in  which  this  term  is  applied  to  other 
rivers  such  as  the  Ohio  and  Mississippi.  The  floods  with 
which  we  have  to  deal  are  not  due  to  excessive  quantity 
of  water  but  of  ice,  and  are  entirely  local,  being  confined  to 
a  comparatively  insignificant  extent  of  the  river. 

The  St.  Lawrence  is  a  river  of  such  width  and  depth 
that  notwithstanding  the  great  volume  of  water  which  it 
carries  (its  low  water  discharge  above  Lake  St.  Peter  being 
three  hundred  and  fifteen  thousand  cubic  feet  per  second, 
(315,000)  its  extreme  range  between  highest  and  lowest 
water  marks  is  only  about  six  feet,  or  one-tenth  that  of 
the  Ohio  at  Cincinnati.  Wherever  this  range  is  exceeded, 
as  at  Cornwall,  Beauharnois  and  Montreal,  it  is  only  in 
winter,  and  is  due  to  the  packing  of  the  ice.  High  water 
in  the  St.  Lawrence  and  Ottawa  occurs  long  after  the 
departure  of  the  ice,  and  seldom  reaches  within  ten  feet  of 
the  ice  flood  level.  The  river  is  so  large  and  its  banks  of 
such  height  that  when  relieved  of  ice  the  greatest  known 
height  of  water  cannot  flood  Montreal.  Even  when 
covered  with  ice,  it  is  only  when  the  covering  conceals 
a  much  larger  body  of  other  submerged  ice  that  flooding  is 
caused  by  it." 

Plan  and  Longitudinal  Section 
•  (Drawing  ATo.  2) 

Drawing  No.  2,  based  on  one  given  in  the  above 
mentioned  report  of  the  Montreal  Flood  Commission, 
gives  a  plan  and  longitudinal  section  of  the  St.  Lawrence 
river  between  the  foot  of  the  rapids  and  Varennes.  The 
longitudinal  section,  taken  along  the  dotted  line  A,  B,  C, 

D,  E,  ,  indicates  the  surface  and  submerged  ice 

present  in  the  river  during  the  winter  of  1886-87.  This 
was  the  winter  following  the  disastrous  flood  in  the  Spring 
of  1886. 

The  striking  and  surprisingly  large  quantity  of  sub- 
merged or  frazil  ice  shown  on  this  longitudinal  section  as 
compared  with  the  comparatively  small  quantity  of  surface 
ice  is  at  once  apparent,  and  its  consequent  effect  in  the 
production  of  floods  can  easily  be  imagined.  In  fact, 
quoting  again  from  the  "  report." 

'  These  collections  of  frazil  ice  are  the  most  important 
factor  of  the  flood  question,  and,  indeed,  it  may  safely  be 
asserted  that  they  are  the  sole  cause  of  them.  In  other 
words,  if  there  were  only  field  or  bordage  ice  to  deal  with, 
no  matter  how  often  they  were  broken  up,  or  broken  off  by 
wind  or  thaw,  there  would  be  no  floods,  because  it  is  in- 
conceivable that  in  a  river  over  a  mile  in  width,  with  a 
channel  half  a  mile  wide  and  thirty  feet  deep,  enough  of 
this  ice  could  be  sunk  to  raise  the  water  to  such  an  extent 
as  to  produce  a  flood.  The  tendency  of  field  or  bordage 
ice  is  to  float,  and  it  resists  submersion  with  great  force, 
while  the  tendency  of  frazil  and  anchor  ice  is  to  sink  upon 
the  slightest  provocation,  and  follow  submerged  channels, 


taking  all  the  windings  of  the  currents  until  grounded  in 
shallow  water  or  arrested  against  the  underside  of  the 
fixed  ice,  to  which  it  freezes  and  forms  a  nucleus  for  further 
accessions  of  the  same  material, until  this  spongy  downward 
growth  reaches  many  times  the  thickness  of  the  surface 
ice  to  which  it  is  attached.  " 

And  further,  "  There  is  no  formation  (of  either  frazil 
or  anchor  ice)  when  and  where  the  surface  is  covered  with 
ice,  and  whereas  large  formations  of  both  take  place  in  the 
beginning  of  winter  over  the  vast  surface  below  the  Lachine 
Rapids,  the  further  formation  of  this  ice  ceases  as  soon  as 
and  wherever  the  ice  bridge  is  formed." 

It  might  be  urged,  even  supposing  the  ice  bridge  was 
formed  in  a  natural  way  (as  is  now  the  case  in  Lake  St. 
Louis  above)  through  the  freezing  of  the  slack  water  due 
to  the  proposed  dam  (which  would  form  the  water 
above  Varennes  into  a  virtual  lake)  that  the  frazil  ice 
coming  down  throughout  the  winter  from  the  rapids  above 
would  still,  passing  underneath  the  ice,  adhere  to  its  under 
surface  and  block  the  channel. 

This  view,  however,  in  the  opinion  of  the  writer,  is 
distinctly  not  borne  out  by  the  actual  facts  as  ascertained 
by  the  Flood  Commission  and  illustrated  on  the 
longitudinal  section  of  Drawing  No.  2. 

There  it  will  be  seen  that  these  formations  of  frazil 
are  not  continuous,  as  might  naturally  be  expected,  but 
occur  in  isolated  masses,  such  masses  varying  greatly  in 
depth. 

There  must  be  some  reason  for  this,  and  the  writer 
contends  that  whether  or  no  such  accretions  of  frazil 
occur  underneath  the  ice  surface  is  entirely  a  question  of 
the  speed  of  the  current  at  any  particular  point. 

As  serving  to  establish  this  contention,  it  might  be 
pointed  out  that  in  Lake  St.  Louis,  no  frazil  was  found 
underneath  the  ice  over  the  whole  extent  of  its  surface 
with  the  exception  of  the  one  point  at  the  head  of  the 
lake  near  Beauharnois  where  a  swift  current  enters  from 
the  river  above.  Very  little  frazil  was  found  in  the 
South  Shore  channel,  opposite  the  Boucherville  Islands, 
where  it  has  always  been  popularly  supposed  that  the  ice 
grounded.  Below  Varennes,  where  the  river  begins  to 
widen  and  deepen,  and  where  in  consequence  the  velocity 
of  the  current  does  not  exceed  about  two  and  a  quarter 
miles  per  hour  (2 }±),  scarcely  any  frazil  was  found,  and 
below,  in  Lake  St.  Peter  (as  in  the  case  of  Lake  St.  Louis 
above)  none  whatsoever. 

In  the  Laprairie  Basin  on  the  other  hand,  which  is  very 
shallow  and  traversed  with  strong  currents,  large  quantities 
of  frazil  accumulated.  It  might  be  here  pointed  out  that, 
as  stated  in  the  report : 

"  The  condition  under  which  the  ice  takes  in 
Lake  St.  Louis  are  very  different  from  those  which 
obtain  in  the  Laprairie  Basin.  Lake  St.  Louis  closes 
entirely  with  severe  weather,  without  the  aid  of 
drift  ice,  while  the  Basin  does  not  close  until  it  is 
filled  up  with  running  ice." 

The  greatest  mass  of  frazil  was,  however,  found  in  the 
St.  Mary  Current  between  Hochelaga  and  Longue  Pointe, 
and  the  strong  presumption  is  that  this  mass  would  not 
form  if  the  current  were  done  away  with  through  the 
building  of  the  dam. 


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Just  why  the  frazil  should  accumulate  only  at  points 
where  the  current  is  strong  is  hard  to  say.  It  may  be, 
however,  that  the  frazil  formed  all  winter,  as  it  undoubtedly 
is  in  the  rapids  above,  once  it  comes  into  contact  with  the 
quiet,  undisturbed  and  possibly  slightly  warmer  water 
found  in  slack  water  underneath  a  coating  of  ice  becomes 
disintegrated  and  returns  to  its  natural  state  as  water, 
whereas,  in  running  and  disturbed  water,  the  temperature 
remaining  at  the  critical  point  favours  its  adherence  to  the 
surface  ice  above. 

It  is  possible  that  experiments  might  be  carried  out  to 
determine  the  point  definitely,  and  such  experiments 
would  be  well  worth  while,  for  if  it  could  be  established 
that  these  accumulations  of  frazil  will  not  occur  in  slack 
water,  then  the  building  of  the  proposed  dam  besides 
producing  the  advantages  already  drawn  attention  to, 
would  remove  for  all  time,  from  Montreal  and  vicinity, 
the  necessity  for  guarding  against  the  occurrence  of  floods. 

Proposed  Low  Water  Level  in  Harbour 

The  summer  fall  in  the  river  from  Victoria  Bridge  to 
the  foot  of  the  St.  Mary  Current  is  nine  feet  in  three  miles 
and  the  velocity  of  current  four  to  eight  miles  per  hour. 

The  rise  of  water  which  accompanied  the  closing  of 
the  river  in  December,  1886,  as  noted  by  the  Montreal 
Food  Commission  at  the  respective  points  was  as  follows: 

Sorel 4  feet  2  inches  above  low  water. 

Vercheres 10  "  2 

Varennes 11  "  2 

LonguePointe.il  "   5 

Hochelaga. . . .  15  "  9 

Lock  Sill 16  "11 

Laprairie 9  "9 

There  are  no  rapids  between  Hochelaga  and  Sorel,  but 
there  is  a  nearly  uniform  rate  of  fall  and  velocity  of  surface 
current  between  these  points.  The  effect  of  the  ice  pack 
is  seen  in  the  fact  that  it  raised  the  river  at  Hochelaga 
over  three  and  a  half  times  as  much  as  at  Sorel. 

A  section  plotted  from  data  collected  by  the  Mont- 
real Flood  Commission  showing  the  highest  and  lowest 
levels  reached  by  flood  waters  in  Montreal  Harbour  (at 
Lock  No.  1,  Lachine  Canal)  over  a  period  of  thirty-five 
years  (that  is  from  1852  to  1887,  inclusive)  is  shown 
inserted  on  the  longitudinal  section  of  drawing  No.  2. 

The  levels  are  plotted  with  reference  to  the  top  of 
the  revetment  wall  on  Commissioners  Street  which  stands 
at  a  height  of  21  feet  6  inches  above  ordinary  low  water. 

Here  it  will  be  seen  that  the  lowest  level  noted  in  this 
period  of  thirty-five  years  at  the  taking  of  the  ice  was  a 
point  11  feet  1  inch  below  the  top  of  the  revetment  wall 
that  is  a  point  10  feet  5  inches  above  low  water,  and  the 
lowest  level  at  the  breaking  up  of  the  ice  a  point  9  feet 
0  inches  below  the  wall  or  12  feet  6  inches  above  low  water. 

The  corresponding  points  for  the  highest  levels  reached 
are  1  foot  0  inches  above  the  top  of  the  revetment  wall  or 
22  feet  6  inches  above  low  water  at  the  taking  of  the  ice, 
and  5  feet  10  inches  above  the  wall  or  27  feet  4  inches  above 
low  water  at  its  breaking  up. 

With  the  proposed  submerged  dams  in  place,  the 
low  water  level  would,  as  shown,  only  be  raised  about  six 
feet  (6'  0")  above  present  low  water  at  lock  No.  1. 


It  is  clear,  therefore,  that  in  the  period  referred  to 
there  was  never  a  season  during  which,  at  one  time  or 
another  the  river  was  not  at  least  6  feet  6  inches  (12'  6"— 
6'  0")  higher  than  the  proposed  level  for  low  water  in 
the  harbour  and  that,  consequently,  such  damming  would 
not  necessarily  entail  any  alterations  in  the  heights  of 
the  various  wharves,  etc. 

As  already  stated  (and  as  shown  on  the  longitudinal 
section)  the  water  in  December,  1886,  reached  a  point  16 
feet  11  inches  above  low  water  at  lock  No.  1,  corresponding 
to  about  what  might  be  called  Mean  Flood  Level.  This 
level  would  be  10  feet  11  inches  (16'  11"— 6'  0")  above 
the  proposed  low  water  level. 

At  Varennes  the  highest  flood  level  noted  by  the 
Commissioners  was  20  feet  0  inches  above  low  water, 
and  the  lowest,  assuming  that  the  drop  in  the  surface  of  the 
river  retains  the  same  ratio  as  that  shown  on  the  longitu- 
dinal section  would  be  about  ten  feet  (10'  0")  above  low 
water. 

Proposed  Low  Water  Level  at  Varennes 

It  is,  therefore,  apparent  that,  by  placing  the  sub- 
merged dam  where  proposed  and  raising  the  surface  of  the 
river  ten  feet  above  low  water  at  Varennes,  the  level  would 
still  be  1  foot  2  inches  (11'  2"— 10'  0")  lower  at  that  point 
(and  at  all  other  points  upstream  correspondingly  lower) 
than  it  was  in  the  winter  of  1886-87,  a  non-flood  year. 

As  indicated  on  the  section  the  St.  Mary  current  would 
be  wiped  out  completely. 

Design  of  Dam. 

A  suggested  type  of  dam  is  shown  in  section  on 
drawing  No.  3  in  connection  with  an  elevation  of  one  of 
the  proposed  bridge  piers,  but  the  design  is  merely  illus- 
trative of  the  proposal  and  is  not  to  be  regarded  as  being 
in  any  sense  final.  In  this,  as  in  all  other  respects, 
suggestions  would  be  welcomed  by  the  writer. 

The  upstream  side  of  the  dam  would,  of  course,  have  to 
be  designed  with  an  easy  curve  so  that  the  ice  in  passing 
out  to  sea  would  not  encounter  an  obstruction  and  lodge 
there. 

Type  of  Lock  Gate 

The  type  of  lock  gate  which  the  writer  has  in  mind  is 
indicated  somewhat  in  detail  on  drawing  No.  4. 

Here  it  will  be  seen  that  the  gate  would  operate  much 
on  the  principal  of  a  large  mill  wheel.  By  introducing 
into  a  compartment  on  the  periphery  water  from  the  upper 
level  the  wheel  would  commence  to  turn,  lifting  at  the 
same  time  the  attached  gate. 

The  rear  end  of  the  wheel  or  drum  would  be  counter- 
balanced so  that  only  enough  water  would  have  to  be 
admitted  to  overcome  friction. 

The  water  would  be  introduced  to  the  bucket  or 
compartment  by  way  of  the  axis  of  the  wheel  which  would 
be  hollow. 

In  lowering  the  gate,  water  would  be  allowed  to  escape 
through  this  axis  which  is  connected  by  a  pipe  with  the 


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lower  level  below  the  dam.  The  weight  of  the  gate  would 
then  slowly  cause  the  wheel  to  revolve  in  the  reverse 
direction  and  as  the  wheel  revolves,  the  gate  would  slowly 
fall  into  sockets  along  the  bottom  and  sides  of  the  lock 
entirely  closing  the  opening. 

The  operator,  with  a  lever,  would  thus  have  complete 
control  of  the  gate,  and  could  cause  it  to  raise,  or  lower, 
or  remain  in  any  position  that  he  might  consider  desirable. 

As  has  already  been  pointed  out,  however,  such  gates 
are  only  a  small  detail  of  the  scheme  as  a  whole,  and,  on 
further  examination  it  might  be  found  preferable  to  use 
the  older  type  opening  in  two  leaves. 

The  same  might  be  said  with  regard  to  the  proposed 
bridge,  for  a  swing  bridge  across  both  locks  could  be  used  in 
place  of  bridges  opening  bascule  style  as  described  above. 

To  Open  a  Channel  Each  Spring 

The  Montreal  Flood  Commission  reported  ni  favour 
of  attempting  to  open  up  a  channel  from  Varennes 
to  the  city  in  advance  of  the  general  break  up  of  the  ice 
each  Spring,  thus  providing  a  channel  for  the  ice  coming 
down  from  the  lakes  above,  which  at  times  produces  a 
jam  with  consequent  flooding. 

With  a  covering  of  natural  ice  such  as  would  form  once 
the  proposed  submerged  dams  were  in  position,  it  would 
be  comparatively  easy  for  a  vessel  of  the  modern  ice- 
breaking  type  to  do  this, whereas,  under  existing  conditions, 
with  the  channel  blocked  with  pack  ice  and  frazil,  it  would 
prove  a  very  difficult  undertaking. 

Such  a  vessel  might  also  be  used  each  Fall  in  keeping 
open  the  channel  between  the  above  mentioned  points  so 
that  an  additional  two  or  three  weeks  would  be  added  to  the 
period  of  navigation,  and,  if  found  to  be  successful,  the 
practice  might  ultimately  be  extended  in  the  direction 
of  making  Montreal  an  all-winter  open  port. 

Canal  to  Chambly  and  St.  Johns 

As  shown  on  Drawing  No.  1,  it  is  also  proposed  at 
the  upper  end  to  have  on  the  South  Shore  a  canal  con- 
necting Montreal  Harbour  with  St.  John  via  Chambly 
and  the  Richelieu  River,  and  then,  with  New  York,  by 
way  of  Lake  Champlain  and  the  American  system  of 
canals  on  the  Hudson. 

The  entrance  to  the  canal  would  be  between  St. 
Lamberts  and  Laprairie  at  the  point  marked  "  V  "  on 
the  plan,  where  there  would  be  a  single  lock  with  about  an 
eleven  foot  lift. 

From  "  V,"  the  canal  (based  on  barometer  read- 
ings taken  by  the  writer  in  October,  1918)  would 
follow  approximately  the  line  indicated  to  the  Richelieu 
River  at  "  Z." 

In  the  stretch  of  about  ten  miles  between  "  V  "  and 
'  W,"  the  surface  of  the  canal  would  be  level  (no  locks 
being  required  at  all).  At  "  W  "  there  would  be  a  large 
basin,  and  from  this  basin,  a  branch,  still  at  this  same 
level,  would  connect  the  main  canal  with  the  Town 
of  Chambly.  The  branch  about  a  mile  long,  would  join 
the  present  canal  at  the  point  "  X  "  and  from  "  X  "  the 
Chambly  Basin  could  be  reached  by  the  three  existing 
locks. 


Between  the  basin  at  "  W  "  and  the  point  "  Y  ' 
where  the  canal  would  join  the  present  Chambly  Canal, 
there  would  be  a  lift  of  about  forty-nine  feet  (49)  requiring, 
say  three  locks. 

From  "  Y  "  to  the  point  "  Z  "  where  the  canal  joins 
the  Richelieu  River,  the  existing  canal  would  be  widened 
and  deepened. 

Below  the  entrance  to  the  canal  at  "  Z  "  a  dam  would 
be  built  across  the  Richelieu  River,  raising  the  water  to 
the  level  of  Lake  Champlain,  so  that  from  "  Z  "  navigation 
would  follow  the  Richelieu  River  itself,  and  not,  as  now, 
the  canal  to  St.  Johns. 

It  may  be  pointed  out  in  this  connection  that,  in  a 
report  sent  to  the  Deputy  Minister  of  Public  Works 
in  June,  1912,  dealing  with  the  regulation  of  the  waters 
of  Lake  Champlain  and  the  Richelieu  River  and  signed  by 

Ernest  Marceau,  Chairman. 
P.  W.  St.  George,  C.E. 
U.  Valiquette,  C.E. 

It  was  recommended  that:— A  dam  be  placed  across 
the  Richelieu  River  (at  the  very  point  marked  "  Z  "  on 
plan  No.  1)  and,  that  the  existing  canal,  from  the  said 
point  to  St.  Johns,  be  abandoned  in  favour  of  the  utilization 
of  the  deepened  river  itself." 

This  part  of  the  present  proposed  project  has,  therefore, 
already  been  favorably  reported  on. 

Power  Development  on  Canal 

As  a  detail,  it  is  proposed  to  adopt  the  suggestion 
embodied  in  a  plan  prepared  by  C.  L.  Hervey  and  dated 
Montreal,  22nd  February,  1910,  for  a  canal  in  this  same 
locality. 

The  suggestion  is  to  place  a  power  house  at  "  Y  ,"  and 
thus  utilize  for  power  purposes,  the  head  of  about  27  feet 
between  the  surface  of  the  river  above  the  dam,  and  the 
normal  surface  where  the  tail  race  from  the  power  house 
would  join  the  river. 

To  provide  sufficient  water,  that  portion  of  the  canal 
between  "  Y  "  and  "  Z  "  would  necessarily  have  a  larger 
sectional  area  than  the  balance  of  the  canal. 

The  power  development  indicated  on  Mr.  Hervey's 
plan  would  be  between  18,000  and  25,000  H.P.  A  part 
of  this  could  be  utilized  in  the  lighting  and  operating  of 
the  canal  and  the  balance,  for  industrial  purposes. 

As  the  tail  race  would  be  well  above  the  forebay  of 
the  plant  of  the  Montreal  Light,  Heat  and  Power  Co.  at 
Chambly,  this  proposed  development  would  have  no 
effect  on  the  power  output  of  this  Company, and  no  infringe- 
ment of  their  water  power  rights  would  result. 

Similarly,  the  Town  of  Chambly  and  the  other 
towns  and  villages  on  the  Richelieu  below  Chambly 
could  raise  no  valid  objection  to  the  proposed  canal, 
as  they  would  really  have  an  improved  water  way  con- 
necting with  Lake  Champlain  over  that  which  now  exists. 
Nor  would  water  have  to  be  diverted  from  the  Richelieu 
into  the  St.  Lawrence,  other  than  possibly,  the  small 
quantity  necessary  for  the  operation  of  the  lock  at  the 
Montreal  end  of  the  canal  and  even  this  could  be  obviated 
by  using  water  from  some  of  the  small  streams  crossed  by 
the  canal  on  the  St.  Lawrence  side  of  the  watershed. 


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325 


Profile  of  Canal 

An  approximate  and  preliminary  profile  of  the  pro- 
posed canal  based  on  the  barometer  readings  referred  to 
above,  is  shown  on  drawing  No.  5. 

While  the  writer  does  not  pretend  that  this  profile 
is  in  any  sense  accurate  (an  actual  survey  would  be  required 
of  course  to  determine  the  levels  precisely)  it  clearly 
indicates  the  possibilities  of  the  proposal  and  the  com- 
paratively low  cost  which  the  building  of  such  a  canal 
would  entail. 

The  writer  was  much  surprised  to  find  so  very  low  a 
summit  between  the  watersheds  of  the  Richelieu  and  St. 
Lawrence  Rivers. 

The  canal  as  indicated  on  the  profile,  would,  in  fact, 
be  merely  a  big  ditch,  for  it  is  not  proposed  to  give  to  it 
a  greater  sectional  area  than  that  found  on  the  existing 
canal  system  on  the  St.  Lawrence.  River,  nor  a  depth 
greater  than  14  feet. 

Channel  on  the  South  Shore 

In  connection  with  this  proposed  canal,  the  vital 
importance  of  raising  the  level  of  the  harbour  at  Montreal 
by  building  the  submerged  dam  at  Varennes  at  once  becomes 
apparent. 

Increased  several  feet  in  depth  as  it  would  be,  the 
channel  between  St.  Helen's  Island  and  the  South 
Shore  with  little  or  no  dredging  would  at  once  become 
available  for  the  passage  of  barges  and  other  vessels  from 
the  canal  to  Longueuil  and  adjoining  towns,  and,  of 
course,  direct  passage  could  also  be  made  between  the 
canal  and  wharves  on  Montreal  Island. 

No  Possibility  of  Pollution 

There  is  one  point  that  might  reasonably  occur  to  the 
minds  of  those  present,  and  that  is,  the  effect  of  entering 
sewage  on  the  pollution  of  the  River  consequent  on  the 
construction  of  the  proposed  dam;  that  is,  to  the  com- 
parative effect  of  sewage  entering  swiftly  running  water  as 
at  present  or,  into  water  moving  slowly  as  it  would  do 
once  the  dam  were  in  place. 

When  preparing  the  paper  originally,  the  writer  did 
not  give  much  attention  to  this  point  for  the  reason  that  in 
so  vast  a  body  of  water  as  the  St.  Lawrence  River,  it  would 
seem  that  the  varying  effect  would  be  too  inconsiderable 
to  notice. 

It  may,  however,  be  of  interest  in  this  connection,  as 
completely  establishing  the  above  conclusion,  to  note  the 
following  extracts  taken  from  '  The  Final  Report  on 
Charles  River  Basin,  Boston." 

Extracts 

"  Basing  its  conclusions  on  the  study  of  these  con- 
ditions and  on  the  reports  of  its  engineer  and  special 
experts,  the  committee  finds  as  follows: 

Fresh  water,  gallon  for  gallon,  disposes  in  a  normal 
manner  of  more  sewage  than  salt  water;  the  tendency 
of  salt  water  is  rapidly  to  precipitate  sewage  in 
sludge  at  the  bottom. 

For  the  proper  disposition  of  ewage  in  water,  it 
is  essential  that  the  water  be  well  supplied  with 


oxygen.  This  is  accomplished  by  the  contact  of  its 
surface  with  the  air,  and  this  surface  water  is  carried 
down  by  the  action  of  the  waves  and  currents,  and 
especially  by  the  vertical  movement  caused  by  changes 
of  temperature.  Bodies  of  fresh,  nearly  still  water  are 
well  oxygenated  to  a  depth  of  25  feet  or  more  in 
ordinary  summer  weather,  and  to  much  greater 
depths  with  the  Autumn  cold. 

A  comparatively  still  body  of  fresh  water  with 
animal  and  plant  growths  will  dispose  of  a  considerable 
amount  of  sewage  admitted  from  time  to  time,  and 
will  tend  to  purify  itself,  even  if  no  more  fresh  water 
is  added. 

Such  a  body  of  fresh  water  will  dispose  of  more 
sewage  if  comparatively  still  than  if  in  motion. 

The  popular  belief  that  running  water  purifies 
itself  more  readily  than  still  water  is  fallacious.  It  is 
found  to  be  the  fact  that  with  oxygen  present,  and 
equally  good  conditions  for  proper  bacterial  growth, 
the  still  water  purification  is  fully  as  energetic. 

Conclusion 

In  conclusion,  the  writer  hopes  that  in  presenting 
this  paper  before  the  Montreal  Branch,  a  discussion 
may  be  started  eventually  resulting  in  increased  and 
improved  harbour  facilities  for  an  enlarged  and  Greater 
Montreal. 

The  writer  desires  also  to  acknowledge  his  indebted- 
ness to  Percival  W.  St.  George,  M.E.I.C.,  for  much 
valuable  information  as  to  ice  conditions  on  the 
St.  Lawrence  River,  and  to  other  eminent  members  of 
The  Institute  for  the  encouragement  given  in  the  prepara- 
tion of  this  paper. 

Discussion 

P.  W.  St.  George,  M.E.I.C,  was  surprised  that  he  had  not 
foreseen  this  scheme  notwithstanding  his  long  studies  when 
working  with  the  St.  Lawrence  flood  commission.  He 
would,  however,  like  to  hear  from  Mr.  Cowie  and  Sir 
John  Kennedy.  The  flood  commission  made  exhaustive 
studies  of  ice  conditions  in  the  St.  Lawrence  and  he  drew 
particular  attention  to  the  fact  that  the  St.  Mary's 
Current  was  the  "  hot  bed  "  forming  frazil.  If  all  rapids 
were  dammed  there  would  be  no  flooding,  while,  at  the 
same  time,  there  would  be  a  magnificent  heritage  of  water 
powers  available.  Referring  to  Mr.  Lovelace's  proposed 
canal  to  the  Richelieu  River  he  though  that  there  were 
numerous  advantages  in  the  direct  route,  particularly  in 
saving  the  long  haul  down  to  Sorel  and  back  to  Montreal. 
He  moved  a  hearty  vote  of  thanks.to  the  author  for  finding 
out  this  scheme. 

F.  W.  Cowie,  M.E.I.C,  congratulated  the  author  on 
his  original  and  comprehensive  scheme  and  on  the  way  he 
had  touched  upon  the  essential  points  in  the  development 
of  the  harbour.  The  present  difficulties  in  the  harbour  of 
Montreal  were  the  floods,  currents  and  depth  of  water. 
If  anything  could  be  done  to  improve  the  present  conditions 
no  one  would  welcome  it  more  than  he  would.  He  was 
afraid  that  the  idiosyncrasies  of  a  great  river  required 
life-long  study.  In  the  present  case  the  problems  had 
been  considered  since  1830  by  the  most  eminent  engineers 
and  the  success  at  the  present  time  bears  out  his  contention 


326 


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that  fewer  mistakes  had  been  made  in  the  development  of 
the  port  of  Montreal  than  in  any  other  works  of  similar 
importance.  Any  engineer  who  would  have  courage  to  put 
a  dam  below  Montreal  would  get  little  consideration, 
even  he  dumping  of  comparatively  small  quantities  of 
material  below  Montreal  brought  forth  outbursts  of 
indignation  from  the  municipalities  bordering  on  the 
river.  Mr.  Cowie  was  of  the  opinion  that  the  proposed 
dam  would  not  eliminate  the  current  inasmuch  as  the  cross 
section  of  the  river  was  only  enlarged  about  twenty-five 
per  cent  and  correspondingly  the  current  would  only  be 
reduced  by  twenty-five  per  cent  and  the  troubles  would  be 
mitigated  and  not  overcome. 

The  troubles  from  the  frazil  should  be  taken  up  at 
different  rapids  and  Mr.  Cowie  failed  to  understand  why 
the  development  of  the  Lachine  Rapids  had  not  been 
undertaken. 

The  development  of  the  port  of  Montreal  has  been 
his  hobby  for  many  years.  There  is  no  port  in  the  world 
where  such  a  service  has  been  obtained  at  the  same  cost. 
In  the  past  ten  years  the  development  of  the  port  has  been 
a  romance.  The  debt  has  increased  in  this  period  from 
$10,000,000.00  to  $27,000,000.00.  Ten  years  ago  the 
revenue  amounted  to  $500,000.00  whereas  today  it  reaches 
the  sum  of  $2,000,000.00.  With  the  elevators  that  were 
in  operation  ten  years  ago  the  revenue  did  not  pay  the 
interest  on  their  cost  and  only  about  half  the  operating 
expenses,  whereas  today  all  the  expenses  are  paid  including 
operating  and  overhead  charges.  There  are  thirty  miles 
of  railway  in  operation  today  with  a  revenue  of  $500,000.00 
compared  with  $67,000.00  ten  years  ago. 

W.  F.  Tye,  M.E.  I.  C,  stated  that  the  paper  seemed  to  be 
on  the  right  lines  and  appealed  very  much  to  him. 
Dredging  seemed  to  have  reached  its  reasonable  limit.  He 
referred  to  the  tremendous  asset  the  St.  Lawrence  River 
forms  from  the  point  of  view  not  only  of  navigation  but 
also  of  hydro-electric  power.  There  is  a  lack  of  coal  in  Central 
Canada  but  the  St.  Lawrence  forms  a  source  of  power 
better  than  coal.  He  made  reference  to  the  enormous 
development  of  the  City  of  Pittsburgh  which  has  been  due 
to  the  supply  of  cheap  fuel,  whereas  Montreal  should  be 
as  favourably  situated  with  regard  to  the  availability  of 
cheap  power. 

If  the  large  ocean  vessels  are  to  continue  to  come  to 
Montreal  the  navigation  of  the  St.  Lawrence  must  be 
improved.  The  Engineering  Institute  of  Canada  should 
interest  the  Government  in  the  appointing  of  a  commis- 
sion to  study  the  river  as  a  whole.  The  commission  should 
be  composed  of  the  best  Canadian  engineers.  He  did  not 
think  it  necessary  to  go  outside  of  Canada. 

He  seconded  the  vdte  of  thanks  to  Mr.  Lovelace  for 
his  exceedingly  interesting  paper. 

K.  B.  Thornton,  A.M.E.I.C.,  referred  to  the  ice  prob- 
lems and  confirmed  the  author's  remarks  regarding  ice 
formation.  His  firm  had  made  investigations  and  found 
that  Lake  St.  Francis  was  absolutely  free  from  frazil. 
He  strongly  advocated  the  canalizing  of  the  river  not 
only  for  ihe  mitigation  of  ice  troubles  but  also  for  the 
augmentation  of  hydro-electric  power. 

J.  A.  Jamieson,  M.E.I.C,  thought  that  the  proposal 
supplied  the  imagination  which  is  essential  for  progress 


and  the  scheme  should  be  well  worth  studying.  Every- 
body is  very  interested  in  the  progress  of  our  harbour  and 
in  the  trade  by  the  St.  Lawrence  routes.  He  rather 
regretted  that  Mr.  Cowie  is  so  entirely  satisfied  over  our 
harbour  as  this  attitude  does  not  look  very  hopeful  for 
future  progress.  Montreal  is  unique  in  its  situation  of 
having  the  control  of  the  harbour  entirely  free  from  com- 
mercial interests.  There  have  been  many  difficult  prob- 
lems to  work  out  and  there  are  yet  others. 

A.  D.  Swan,  M.E.I.C,  stated  that  we  may  not  all 
agree  with  Mr.  Lovelace's  problem  in  the  question  of  the 
placing  of  locks  below  the  harbour.  Apart  from  their 
impediment  to  navigation  they  would  be  enormously 
expensive  as  they  would  cost,  in  his  opinion,  anywhere 
from  $12,000,000.00  to  $14,000,000.00. 

E.  S.  M.  Lovelace,  M.E.I.C.  (in  answer  to  various 
discussions). 

In  connection  with  the  discussion  taking  place  after 
the  reading  of  the  above,  the  writer  (Mr.  Lovelace),  would 
like  to  claim  the  privilege  of  making  a  few  observations. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


327 


From  some  of  Mr.  Cowie's  remarks  the  inference  is, 
that,  in  defending  the  inception  and  administration  of 
Montreal  Harbour  as  it  at  present  stands,  he  considers  the 
paper  in  some  sense,  a  reflection  on  both.  The  writer 
desires,  therefore,  to  assure  Mr.  Cowie  that,  in  the  pre- 
paration of  the  paper,  nothing  of  the  kind  was  either  in- 
tended or  thought  of. 

We  are  all  proud,  and  justly  so,  of  what  has  been 
accomplished  in  the  direction  of  making  Montreal  a 
terminus  for  ocean  navigation. 

Twenty  or  thirty  years  ago  any  proposition  to  dam  the 
river  and  introduce  locks  below  Montreal  would  have  been 
considered  so  heretical,  that,  an  engineer  at  that  time, 
could  hardly  be  blamed  for  not  having  brought  forward 
a  solution  of  this  nature.  But,  as  Mr.  Jamieson  so  well  has 
stated,  contentment  with  what  already  has  been  accom- 
plished, is  apt  to  endanger  progress  in  any  direction. 
Conditions  have  changed,  and  are  fast  changing.  Already 
we  have  seen  the  larger  vessels  of  the  Canadian  Pacific 
Railway  unloading  at  Quebec,  so  that,  if  Montreal  is  to 
retain  its  position  as  the  head  of  ocean  navigation,  some- 
thing must  be  done  to  give  a  greater  depth  of  water  in  the 
channel. 

As  Mr.  Tye  has  pointed  out,  dredging  has  almost 
reached  its  legitimate  limit,  and  the  building  of  dams, 
therefore,  would  appear  to  be  the  only  alternative. 

As  a  separate  proposition,  with  only  an  indirect 
bearing  on  the  development  of  Montreal  Harbour,  the 
writer  is  in  complete  accord  with  Mr.  Cowie  so  far  as  the 
building  of  a  dam  at  the  foot  of  the  Lachine  Rapids  is 
concerned,  for,  having  some  years  ago  assisted  with  the 
preliminary  surveys  and  estimates  of  this  very  proposal, 
the  writer  is  somewhat  familiar  with  the  enormous  con- 
sequent development  of  power  possible  at  this  point. 

When  Mr.  Cowie  suggests,  however,  that  such 
development  at  Lachine  might  well  take  the  place  of  the 
proposed  submerged  dam  at  Varennes  as  a  means  of 
improving  the  harbour  facilities  at  Montreal,  then,  the 
writer  must  register  himself  as  being  in  disagreement  with 
such  a  contention. 

A  dam  below  the  Lachine  Rapids  would  not  lessen  the 
St.  Mary's  Current,  nor  would  it  increase  the  depth  of  the 
water  in  the  harbour. 

It  is  somewhat  doubtful  too,  as  to  what  effect  it 
might  have  in  the  prevention  of  floods.  As  Mr.  St. 
George  points  out,  there  was  a  space  in  he  Laprairie 
Basin  above  the  Harbour,  practically  free  of  frazil, 
indicating,  seemingly,  that  the  frazil  from  the  rapids  above 
had  been  all  lodged  in  the  basin  above  this  space. 

If  this  were  so,  then  the  great  mass  of  frazil  found  in 
the  St.  Mary  Current,  must  have  been  formed  there  as  a 
direct  result  of  the  current  itself. 

In  fact,  in  the  writer's  opinion,  a  close  study  of  the 
many  cross  sections  accompanying  the  report  of  the  Mont- 
real Flood  Commission,  giving  the  disposition  of  frazil 
in  the  river,  is  almost  conclusive  as  showing,  that,  where 
there  is  current  there  will  be  frazil,  and  that  where  there 
is  slack  water  no  accumulation  of  frazil  will  be  found. 


This  opinion  seems  also  to  be  borne  out  by  the  remarks 
which  Mr.  Thornton  (an  advocate  of  the  efficacy  of  dams 
as  presenting  a  solution  of  the  question  of  frazil)  was  good 
enough  to  make. 

Mr.  Cowie,  in  concluding  his  remarks,  expressed  the 
opinion  that  only  those  who  have  made  a  life  study,  in 
season  and  out  of  season,  of  the  St.  Lawrence  River,  are 
qualified  to  speak  on  the  far  reaching  consequences  of  a 
submerged  dam  below  Montreal  such  as  proposed. 

To  some  extent  the  writer  can  agree  with  Mr.  Cowie 
in  this,  but,  in  answer,  would  simply  say,  that  having 
been  brought  up  on  the  South  Shore,  where  the  formation 
of  an  ice  bridge  each  year  meant  so  much  to  the  inhabitants, 
where  the  effects  of  flooding  were  so  very  disastrous,  and 
where,  in  consequence,  the  discussion  of  ice  conditions 
was  an  absorbing  topic  of  conversation,  the  writer  had 
opportunities  of  heanng  expressed  on  all  sides  causes  and 
possible  solutions  of  the  ice  trouble,  opportunities  too, 
of  himself  observing  the  action  of  the  ice  under  ever 
varying  conditions.  Having  moreover,  an  intimate  and 
special  knowledge  of  the  section  of  the  river  under  discus- 
sion, not  gained  solely  from  the  study  of  charts,  but  from 
actual  first  hand  experience  gained  when  camping  year  after 
year  on  the  various  islands,  and  from  having  to  contend 
with  the  many  shoals  along  the  South  Shore  and  with  the 
currents  in  the  different  channels,  the  writer  fells  that  his 
carefully  considered  opinion,  as  outlined  in  the  paper, 
after  making  every  allowance  for  possible  overstatements 
or  omissions,  may  be  of  some  little  value. 

With  regard  to  Mr.  Swan's  statement  that_  the  locks 
alone  might  possibly  cost  as  much  as  twelve  or  fourteen 
million  dollars,  while  the  writer  has  not  made  any  esti- 
mates, he  was  quite  prepared  to  find  that  they  might  cost 
even  more  than  this. 

Twelve  millions  would  not  go  very  far  dredging  away 
the  shoals,  necessary  for  any  harbour  development  on  the 
South  Shore  opposite  Montreal  (and  such  development 
the  writer  understands  has  already  been  considered  by  the 
Harbour  Board),  whereas,  with  the  increased  depth  due  to 
a  submerged  dam  as  proposed,  such  dredging  operations 
would  be  very  largely  decreased. 

Whether,  however,  the  scheme  as  a  whole  would  cost 
twenty  or  even  twenty-five  millions,  if  assurance  could  be 
given  that  put  into  effect,  the  benefits  suggested  would 
largely  be  realized,  then,  in  the  opinion  of  the  writer,  no 
money  ever  invested  by  the  country  in  its  public  works 
could  be  likely  to  bring  a  larger  return. 


L.  M.  Jones,  M.E.I.C,  City  Engineer,  Port  Arthur, 
Ont,  is  preparing  plans  for  the  development  of  the  City's 
water  front.  The  front  is  to  be  developed  so  that  all 
railways  can  secure  access  to  the  properties  on  the  water 
front.  These  properties  are  to  be  improved  and  served 
by  the  dredging  of  slips  for  steamship  approach. 


It  is  proposed  that  the  sum  of  $1,000,000.  be  expended 
on  construction  work  in  Kingston,  Ont.  half  of  which  will 
be  done  by  the  federal  and  provincial  Governments. 


328 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


What   The  Engineering   Institute   Can   Do 

.1/    an    open    meeting   of  the    Toronto   Brunch   of   The  Institute  held  at  the  Engineers'  Club  on  Friday,  February  28th, 

1919,    a    number   of   papers    were    presented   on    the  above   subject   showing   the   interest   that   has   been 

aroused,  and  indicating  the  trend  of  thought  in  connection  with  immediate  future  activities 

of  The   Institute.     The  papers  are   reproduced  here  under  the  names 

of  their  respective  authors. 


/<:.    .1/.   Proctor,   A.M. E.I. C. 

The  fundamental  aims  of  The  Institute,  as  set  forth 
on  the  front  page  of  The  Institute's  monthly  publication, 
are  as  follows:— 

1.  To  facilitate  the  acquirement  and  interchange 
of  professional  knowledge  among  its  members. 

2.  To  encourage  original  research. 

3.  To  develop  and  maintain  high  standards  in 
the  engineering  profession. 

4.  To  enhance  the  usefulness  of  the  profession 
to  the  public. 

These  are  the  ground  work  upon  which  all  the  activi- 
ties of  The  Institute  are  based  and  I  propose  to  make  some 
suggestions  as  to  what  The  Institute  can  do  in  relation  to 
each  one  of  them. 

1.  What  can  The  Institute    do  to  facilitate  the 

acquirement  and  interchange  of  professional  know- 
ledge among  its  members  ? 

The  method  which  has  been  used  in  times  past  has 
been  by  means  of  technical  papers  read  before  the  branches 
of  The  Institute  or  published  in  the  Proceedings.  This  is 
and  will  continue  to  serve  a  very  useful  purpose  towards 
the  acquirement  and  interchange  of  professional  knowledge 
and  I  believe  should  be  made  more  general. 

Visits  and  inspections  of  engineering  works  and 
institutions  by  the  members  of  The  Institute  should  be 
more  often  carried  out.  Only  in  this  manner  can  first- 
hand information  be  obtained  of  many  important  con- 
tracts. If  it  is  possible  an  evening  or  so  before  the  inspec- 
tion to  have  an  illustrated  lecture  or  talk  upon  the  work 
which  is  to  be  viewed,  the  inspection  on  the  following 
day  would  be  much  more  interesting  to  the  members,  as 
they  would  know  what  to  look  for  when  they  went  on  the 
work. 

A  feature  which  has  been  neglected  to  a  large  extent 
by  engineering  institutes  is  the  training  of  its  members  in 
debate  and  I  would  suggest  that  the  foremost  engineering 
questions  of  the  day  should  be  debated  by  the  members  of 
The  Institute.  A  senior  member  could  be  persuaded, 
I  believe,  to  lead  on  either  side  of  the  debate  and  one  or 
two  junior  members  to  follow  up. 

Such  subjects  as  the  following  suggest  themselves 
at  once: — 

'  The  advisability  of  building  the  Georgian  Bay 
Ship  Canal." 

"  Should  the  canals  on  the  St.  Lawrence  be 
deepened  and  widened  ?  " 

"  Should  the  City  of  Toronto  purchase  the 
Toronto  Street  Railway?" 

"  Should  municipalities  own  and  operate  all 
public  utilities?  " 

Etc.,  etc. 


These  are  subjects  that  are  live  and  very  vital  to  the 
general  public  and  by  discussing  them  the  members  of 
The  Institute  would  not  only  be  doing  themselves  a  great 
good,  but  would  bring  the  engineering  profession  before 
the  public  and  help  to  form  public  opinion  on  these  great 
subjects,  which  after  all  are  purely  engineering  problems. 

Another  way  in  which  The  Institute  could  facilitate 
the  acquirement  and  interchange  of  knowledge  would  be 
for  the  Local  Executive  of  The  Institute  to  pay  more 
attention  to  the  library.  There  is  no  catalogue,  except 
the  card  index  at  the  library  available  and  members  do 
not  know  what  books  there  are  to  which  they  could  refer, 
without  going  to  the  library.  An  effort  should  also  be 
made  to  secure  the  more  up-to-date  books  on  engineering 
subjects,  and  keep  the  library  so  that  it  is  of  use  to  the 
members. 


2.  What    can 
original  research  ? 


The    Institute   do    to    encourage 


This  is  without  question  a  very  wide  field  and  cannot 
be  touched  very  easily  without  the  expenditure  of  some 
money.  It  might  be  possible  to  work  up  a  fund  in  The 
Institute  which  could  be  used  to  help  defray  the  expenses 
of  members  who  could  find  time  to  investigate  problems 
of  interest  to  engineers  at  large.  The  laboratories  of  the 
universities  might  be  made  available  for  some  of  this 
work  and  by  an  organized  effort  on  the  part  of  The 
Institute  as  a  whole  something  might  be  done  along  this 
line. 

3.  What  can  The  Institute  do  to  develop  and 
maintain  high  standards  in  the  engineering  pro- 
fession ? 

The  first  thing  that  appeals  to  one  under  this  heading 
is  the  financial  remuneration  of  engineers,  for  how  can 
an  Institute  whose  members  are  so  lowly  paid,  expect  to 
develop  and  maintain  high  standards. 

As  a  suggestion  as  to  how  the  salaries  of  the  engineers 
might  be  raised,  I  would  suggest  the  following  scheme. 

Under  the  new  by-laws  of  the  Branch,  there  is  a  clause 
to  the  effect  that  the  various  branches  of  engineers  could 
form  sub-sections  in  The  Institute  to  deal  with  subjects 
peculiarly  affecting  their  branch.  These  branches  could 
study  the  salary  situation  and  bring  in  a  report  as  to 
what  they  would  consider  to  be  a  fair  schedule  of  salaries. 
In  the  meantime,  the  Executive  of  the  Branch  could 
appoint  a  committee,  whose  duty  it  would  be  to  collect 
data  as  to  what  engineers  are  being  really  paid  in  the 
different  public  services.  Then  with  the  reports  of  the 
different  sections,  and  the  special  committee,  before  them 
the  Local  Executive  could  draw  up  a  suggested  schedule 
of  salaries,  this  in  turn  being  forwarded  to  headquarters. 
If  each  Branch  carried  out  this  program,  there  would  be 
available  for  Headquarters  enough  data  upon  which  they 
could  act.     A  schedule  of  salaries  such  as  I  have  suggested 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


329 


would  be  a  very  good  step  towards  raising  the  general 
salaries  of  engineers,  because  the  employer  would  know 
what  to  expect  to  pay  and  the  applicant  would  know  what 
he  should  ask. 

Of  course,  in  connection  with  such  a  scheme  the 
practicing  engineers  would  have  their  branch  organization, 
which  would  draw  up  a  suggested  schedule  of  fees,  etc. 

Another  subject,  which  is  too  often  overlooked  by 
engineers,  is  the  fact  that  many  commissions  are  being 
appointed  in  these  days,  which  deal  directly  with  engin- 
eering matters  and  it  is  a  rare  case  when  an  engineer  is 
appointed  on  one  of  these  commissions.  The  Institute 
should  insist  inasmuch  as  they  are  able  that  at  least  one 
capable  engineer  be  on  each  commission  so  formed. 

The  Institute  should  formulate  an  accepted  code  of 
ethics  as  to  the  relation  of  engineers  to  each  other  and  to 
the  public  and  when  a  member  is  elected  to  The  Institute, 
he  should  undertake  to  obey  the  by-laws  and  ethics  of 
The  Institute  and  in  the  event  of  his  not  doing  so,  the 
penalty  should  be  expulsion. 

4.  How  can  The  Institute  enhance  the  usefulness 

of  the  profession  to  the  public  ? 

I  believe  that  this  last  clause  includes  all  the  former 
and  if  we,  as  engineers,  live  up  to  the  three  preceding 
fundamental  aims  of  The  Institute,  we  will  carry  out  this 
last  one  to  perfection. 

H.  A.  Goldman,  C.E.,  A.M.E.I.C* 
Just  twelve  months  ago  tonight,  on  February  28th, 
1918,  a  group  of  Toronto  engineers  came  together  at  the 
house  of  one  of  them,  and  discussed  the  economic  and 
social  status  of  the  engineering  profession.  After  con- 
sidering the  matter  thoroughly  they  decided  to  organize 
a' new  engineering  society  under  the  name  of  Canadian 
Association  of  Engineers,  for  the  purpose  of  promoting 
and  improving  these  economic  and  social  conditions.  And 
to  work  along  the  same  lines  as  the  American  Association 
of  Engineers. 

Organization  work  was  immediately  started  and 
subsequently  several  meetings  were  held  in  the  rooms  of 
the  Engineers  Club.  At  some  of  these  meetings  there 
were  present  the  officers  of  the  Toronto  Branch  of  The 
Institute  of  last  year,  and  some  members  of  the  council. 
After  these  representatives  of  The  Institute  listened  to  the 
arguments  brought  forward  and  to  the  discussions  which 
followed,  and  after  agreeing  completely  with  the  prin- 
ciples involved  they  made  the  following  suggestions. 
Since  the  Canadian  Society  of  Civil  Engineers  has  under- 
gone a  thorough  reorganization,  even  changing  the  very 
name  of  the  society,  and  since  under  the  new  by-laws 
and  constitution  the  scope  of  work  is  considerably  widened 
so  as  to  include  such  work  as  outlined  by  the  new  organi- 
zation, they  proposed,  therefore,  that  the  Canadian 
Association  of  Engineers  should  discontinue  its  activities 
until  The  Institute  has  had  a  chance  to  prove  that  it  is 
willing  and  desirous  to  consider  the  economic  problems 
of  the  engineer,  as  well  as  his  technical  problems. 

At  first  the  organizers  of  the  new  society  were  not 
inclined  to  give  up  their  work  immediately.  But  at  one 
meeting  held  in  May  of  last  year,  when  this  question  in 
particular  was  discussed,  several  representatives  of  The 
Institute  and  a  representative  of  the  Canadian  Engineer 

*Paper  read  before  the   Toronto    Branch   of   The    Engineering 
Institute  of  Canada  on  February  28th,  1919. 


were  particularly  active  in  urging  upon  the  organizers  that 
because  of  the  established  existence  of  The  Institute, 
because  of  its  recognized  standing  and  its  membership  of 
over  three  thousand,  The  Institute  would  be  in  a  far  better 
position  to  secure  immediate  results  than  a  new  organi- 
zation could  accomplish. 

The  question  was  taken  to  a  vote  and  was  carried 
almost  unan:mously  that  the  Canadian  Association  of 
Engineers  discontinue  its  activities  until  The  Institute 
has  had  a  chance  to  consider  and  tackle  those  economic 
problems. 

It  is  rather  an  interesting  coincidence  that  just  one 
year  later,  to  the  very  date,  after  that  first  meeting,  the 
Toronto  Branch  of  The  Institute  calls  a  meeting  to  discuss 
these  very  economic  problems  and  presumably  with  the 
intention  to  start  activities  immediately  to  improve  the 
existing    conditions. 

The  coincidence  of  the  two  meetings  occuring  on  the 
same  day  of  the  year  seemed  sufficiently  interesting  to  call 
attention  to  it  before  proceeding  with  the  regular  subject 
matter  of  the  paper. 

To  one  who  comes  in  close  and  intimate  touch  with  the 
rank  and  file  of  the  engineering  profession,  and  who  has 
the  opportunity  to  discuss  with  them  their  attitude  and 
feeling  towards  The  Institute,  it  must  be  quite  clear  that 
The  Institute  will  have  to  adopt  some  important  and  radical 
steps  for  the  improvement  of  the  economic  and  social 
conditions  of  the  profession.  Such  steps  are  necessary 
in  order  to  dispel  the  unrest  and  discontent  that  exists 
among  engineers  at  present  and  in  order  to  retain  the 
confidence  of  the  individual  engineer  in  The  Institute. 
One  has  only  to  refer  to  the  numerous  letters  and  corres- 
pondence that  are  published  constantly  in  The  Institute 
.Journal  and  in  other  technical  magazines  to  realize  that 
such  discontent  is  by  no  means  confined  to  only  one  parti- 
cular locality  or  one  particular  district.  Coming  as  these 
letters  do,  from  practically  all  parts  of  the  Dominion, 
from  the  east  and  from  the  west,  from  the  engineers 
employed  in  the  government  service  and  from  the 
engineers  connected  with  private  concerns,  from  the 
superintendent  of  construction  in  the  field  and  from  the 
designer  and  draftsman  in  the  office,  these  letters  must 
prove  conclusively  that  the  trouble  is  wide  spread  through- 
out the  Dominion. 

The  economic  and  social  problems  of  the  engineer 
can  no  longer  be  ignored  by  The  Engineering  Institute. 
No  longer  can  the  national  society  remain  indifferent 
to  the  present  position  and  status  of  the  profession  and 
still  expect  the  support  of  the  individual  engineer.  In  the 
United  States  where  the  older  conservative  societies  could 
not  or  would  not  open  their  eyes  to  see  the  true  and  exact 
position  in  which  the  engineer  finds  himself  today,  where 
by  means  of  fictitious  tables  and  diagrams  they  wished  to 
deceive  themselves  and  the  rest  of  the  world  into  believing 
that  the  engineer  occupies  the  same  financial  level  as  men 
of  other  professions,  there  it  became  necessary  to  organize 
a  new  democratic  nat'onal  engineering  society.  And  thus 
the  American  Association  of  Engineers  was  formed  for 
the  purpose  of  tackling  these  economic  problems  which 
had  been  ignored  by  the  other  societies. 

Here,  in  Canada,  we  are,  perhaps,  more  fortunate  in 
that  the  existing  national  society  has  itself  undergone  a 


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reorganization,  and  in  the  face  of  existing  conditions  is 
said  to  be  willing  and  desirous  to  adapt  itself  to  present 
day  requirements  and  assist  the  individual  engineer  in  the 
solution  of  his  economic  problems  as  well  as  his  technical 
problems.  In  this  respect  our  opportunities  to  gain 
successful  results  are  far  better  than  those  of  our  colleagues 
in  the  United  States.  It  is  far  easier  to  accomplish 
results  when  one  strong  organization  is  working  for  the 
interests  of  all  concerned  than  when  several  small  groups 
are  working  separately,  provided,  however,  that  co-opera- 
tion and  action  can  be  secured  within  that  one 
organization. 

The  causes  which  have  produced  this  general  feeling 
of  unrest  and  discontent  are  nominally  two,  poor  pay  and 
lack  of  recognition.  Actually,  however,  the  removal  of 
one  of  these  causes  would  gradually  also  eliminate  the 
other.  Give  the  engineer  the  proper  pay  that  he  deserves, 
and  recognition  will  come  as  a  matter  of  course.  It  is  no 
secret  to  any  one  of  us  that  no  other  thing  has  contributed 
so  much  to  the  degradation  of  the  engineering  profession 
and  no  other  thing  has  affected  so  much  the  prestige  of 
the  engineer  as  the  small  financial  returns  for  engineering 
services.  It  is  idle  and  useless  to  blame  the  public  for 
not  giving  the  engineer  the  proper  recognition.  We  must 
not  forget  that  the  public  at  large  knows  nothing  of  the 
amount  of  training  that  one  has  to  go  through  to  qualify 
himself  for  an  engineer.  The  public  has  no  idea  of  the 
nature  of  the  problems  that  daily  confront  the  engineer 
and  the  sound  judgement  and  skill  that  he  must  exercise 
in  order  to  solve  these  problems.-  The  public  knows 
nothing  of  these  things  and,  therefore,  cannot  appreciate 
the  importance  of  the  engineer  in  terms  of  these  attain- 
ments and  qualifications.  The  public  has  but  one  method 
whereby  to  determine  the  value  and  importance  of  any 
commodity,  or  any  class  of  people  whose  services  the 
community  requires  and  that  method  is  by  means  of  the 
usual  medium  of  exchange,  dollars  and  cents.  The 
standing,  importance  and  prestige  of  any  class  in  the 
community  is  in  direct  proportion  to  the  value  of  the 
services  of  the  members  of  that  class.  I  f  then  the  engineers 
themselves  establish  a  low  rate  of  pay  for  their  services, 
the  public  can  only  take  them  at  their  own  valuation  and 
can  only  place  them  in  a  class  and  in  a  position  to  which 
such  valuation  entitles  them.  It  must  be  evident  then, 
that  never  will  the  engineers  as  a  class  occupy  the  same 
position  in  the  community  as  the  doctor  or  lawyer,  until 
they  raise  the  value  of  their  services  to  the  same  extent 
as  that  of  the  men  of  other  professions. 

When  speaking  of  the  services  of  the  engineer  to  the 
community,  Mr.  W.  H.  Finley  suggests  that  the  engineer, 
because  of  the  nature  of  his  education  and  training,  would 
be  the  best  qualified  to  solve  the  difficulties  between  labor 
and  capital.  It  is  surprising  that  such  suggestion  should 
be  made  at  all,  for  what  class  of  labor  is  there  that  has 
sufficient  confidence  in  the  engineer,  as  a  class,  to  entrust 
them  with  their  financial  interests,  when  as  a  matter  of  fact, 
under  the  present  economic  condition  organized  labor 
consider  the  engineers  inferior  to  themselves,  more  than 
that  they  consider  them  as  a  hopeless  economic  failure. 

As  an  illustration  of  what  labor  thinks  of  the  engineer, 
the  Engineering  News  Record  of  New  York  tells  of  a  well 
known  engineer,  of  many  years  experience,  in  charge  of 
construction  work,  who  had  occasion  to  give  some  order 


to  a  brakeman  of  a  train.  The  answer  of  that  brakeman 
was  very  prompt,  "  Who  the  hell  are  you  to  tell  me  how 
to  do  things  when  my  pay  cheque  is  bigger  than  yours  ?  " 

Another  case  is  told  of  a  well  known  railroad  engineer, 
wh^>  while  dis  ussing  with  som  >  fireman  general  railroad 
conditions  was  asked  if  he  knew  the  reason  why  engineers 
receive  such  small  pay.  When  the  engineer  answered  that 
he  did  not  know  the  reason,  he  received  a  rather  unexpected 
reply.  "  You  see,"  the  fireman  said,  "  the  reason  that  the 
railroads  pay  you  engineers  such  salaries  as  they  do  is 
because  they  are  ashamed  to  pay  you  any  less." 

It  was  the  pleasure  of  the  writer  to  hear  a  lawyer 
compare  the  two  professions,  law  and  engineering,  "  Why," 
he  said,  "  there  is  no  comparison  at  all,  it  takes  training, 
brains  and  ability  to  become  a  lawyer,  but  any  darned 
fool  can  become  an  engineer  if  he  only  wants  to  waste  his 
time." 

These  instances  indicate  where  the  wind  blows,  and 
what  it  is  that  is  affecting  the  prestige  of  engineers,  and 
why  they  are  net  recognized. 

But  there  is  even  a  mere  serious  aspect  to  the  matter 
than  merely  the  prestige  and  the  dignity  of  the  profession, 
and  we  must  not  for  a  moment  lose  sight  of  it.  The  general 
disturbances  in  labor  circles  which  are  being  reported  from 
practically  all  parts  of  the  globe  are  surely  going  to  materi- 
alize into  at  least  two  definite  results.  In  the  first  place 
labor  in  the  future  will  receive  a  far  greater  share  from  the 
products  of  the  industries  than  it  ever  received  before. 
And,  secondly,  the  cost  of  living  is  bound  to  remain  high 
in  direct  proportion  to  the  increased  income  of  labor,  and 
will  never  come  down  to  the  level  of  pre-war  days.  In  that 
event  the  question  naturally  presents  itself,  what  is  to 
become  of  the  salaried  technical  engineers  who  even  before 
the  war  had  a  difficult  task  to  make  both  ends  meet. 
Organized  labor  will  get  a  higher  standard  wage.  Manu- 
facturers will  get  higher  profits  by  charging  bigger  prices 
for  their  commodities.  The  farmer  will  get  a  higher 
income  by  selling  his  products  at  increased  prices.  In  the 
face  of  such  conditions  how  are  engineers  going  tc  exist. 
Are  engineers  to  be  the  only  victims  of  circumstances 
at  whose  expense  the  other  classes  will  improve  their 
material  conditions,  since  they  will  have  to  pay  the  increas- 
ed cost  of  commodities,  while  their  own  incomes  remain 
the  same. 

Some  remedy  must  be  found  to  improve  these  con- 
ditions and  so  far  but  one  feasible,  practical  and  desirable 
remedy  has  been  suggested,  and  that  is,  that  The  Institute 
should  adopt  a  standard  minimum  salary  schedule  to  be 
paid  for  various  degrees  and  grades  of  engineering  work. 
Such  schedule  to  be  based  on  the  nature  and  responsibility 
of  the  work,  and  the  technical  qualifications  required  in 
order  to  perform  such  services. 

It  is  realized,  of  course,  that  the  adoption  of  such 
dominion  wide  standards  would  at  first  entail  some 
difficulties  in  the  enforcement  of  same.  But  on  the  other 
hand,  we  must  not  forget  that  the  question  of  pay  and 
salary  of  engineers  is  not  an  issue  between  engineers 
and  the  public,  or  even  between  the  subordinate  and  his 
chief.  As  a  matter  of  fact  it  is  only  a  family  affair, 
requiring  just  a  little  adjustment  among  the  engineers 
themselves.  Because  in  nearly  all  cases  the  pay  and 
salary  of  one  engineer  is  usually  entrusted  to  the  hands  and 
to  the  judgment  of  another  engineer,  and  if  that  second 


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331 


engineer  could  only  have  a  guide  as  to  what  is  actually  the 
value  of  such  services  as  he  requires  from  his  applicant, 
and  since  such  a  schedule  would  serve  as  a  guide,  there 
should  be  no  difficulty  in  getting  a  square  deal. 

Furthermore  the  mistake  must  not  be  made  that  the 
demand  for  a  square  deal  is  confined  merely  to  the  younger 
men  or  to  the  juniors  as  some  seem  to  be  inclined  to  think. 
The  truth  of  the  matter  is,  that  the  profession  is  underpaid 
all  the  way  down  the  line,  that  many  men  in  full  charge  of 
departments  with  great  responsibilities  are  just  as  much 
underpaid  as  their  subordinates  working  under  them,  and 
readjustment  must  be  made  all  the  way  up.  During  the 
last  twenty  years  the  economic  conditions  of  this  country 
have  considerably  changed.  Cost  of  living  was  gradually 
mounting  upwards  and  accordingly  all  classes  of  labor  have 
demanded,  and  received,  gradual  increases  of  wages. 
The  medical,  law  and  other  professions  have  followed  suit 
and  increased  their  fees  to  conform  to  the  increased  cost 
of  living.  Yet  we  find  that  in  the  case  of  the  engineering 
profession,  perhaps  the  only  profession  of  which  the 
members  are  receiving  the  same  scale  of  salaries  that  they 
received  twenty  years  ago.  We  must  remember  then, 
that  so  far  as  remuneration  is  concerned  engineers  are 
twenty  years  behind  the  rest  of  the  world,  and  the  longer 
we  will  wait  with  settling  this  question,  the  longer  we  will 
postpone  it,  the  farther  will  we  remain  behind,  and  the 
more  difficult  will  it  become  to  adjust  matters,  and  for 
this  reason  it  is  desirable  to  take  prompt  action  in  tackling 
this  problem. 

But  there  is  even  a  more  serious  reason  why  The 
Institute  should  take  prompt  action  in  the  matter.  It  is 
probably  already  known  to  most  of  us,  that  in  recent 
months  there  has  been  formed  in  the  United  States  a 
strong  union  organization  of  engineers  and  draftsmen, 
affiliated  with  the  American  Federation  of  Labor.  That 
this  new  organization  is  making  tremendous  progress  is 
evident  by  the  fact  that  at  one  of  the  regular  half  monthly 
meetings  of  the  Chicago  branch,  there  were  122  new 
members  enrolled  at  one  time. 

Whatever  the  opinion  of  some  engineers  may  be  as  to 
whether  or  not  it  is  desirable  or  possible  that  engineers 
should  form  a  union,  the  matter  is  now  an  established  fact. 
In  the  United  States,  where  the  engineers  are  already 
divided  into  so  many  different  organizations,  such  a 
union  will  probably  do  more  good  than  harm.  Because 
at  least  so  far  as  financial  gain  is  concerned,  there  can  be  no 
doubt  but  that  they  will  secure  it,  judging  from  the 
accomplishments  of  other  organizations  affiliated  with  the 
American  Federation  of  Labor.  Here  in  Canada,  however, 
the  creation  of  such  a  union  might  cause  considerable 
harm  to  the  profession,  in  that  it  would  break  up  the 
power  and  strength  which  it  is  intended  to  be  concentrated 
in  one  organization.  If  such  a  union  should  be  formed  in 
Canada,  there  is  no  doubt  that  not  only  juniors  and  tha 
younger  men  would  join  it,  but  from  the  sentiments 
expressed  by  some  full  members  of  The  Institute  it  may  be 
taken  for  granted  that  even  such  would  join  the  union. 
That  that  would  be  to  the  detriment  and  against  the 
interest  of  The  Institute  can  well  be  realized.  And  it  is 
up  to  The  Institute  to  take  immediately  such  steps  as  will 
eliminate  the  necessity  for  the  formation  of  such  a  union 
here. 

I  would,  therefore,  suggest  that  a  salary  committee 
be  appointed  to-night  by  this  Branch.     This  committee 


to  study  this  question  thoroughly  and  prepare  a  schedule 
of  minimum  salaries  for  engineering  services.  At  the 
same  time  the  secretary  should  be  instructed  to  com- 
municate with  the  other  branches  and  request  them  to 
prepare  similar  schedules.  All  these  schedules  to  be 
submitted  to  the  parent  institute,  who  would  review  them 
and  select  from  them  final  schedules  for  the  different 
Provinces  to  be  adopted  by  The  Institute. 

J.  C.  N.  B.  Krumm,  A.M. E.I. C. 

Anyone  who  is  requested  to  write  a  five  minute  paper 
on  the  question:  "What  can  The  Institute  do?"  is 
confronted  with  a  most  difficult  task;  not  because  the  field 
is  so  restricted,  but  from  the  fact  that  it  is  practically 
unlimited,  and  the  difficulty  is  to  condense  it  sufficiently  to 
confine  enough  of  it  within  that  short  time  limit. 

The  writer  will,  however,  endeavor  to  suggest  lines, 
along  which  The  Institute  can  do  great  work  of  benefit, 
not  only  to  the  engineering  profession,  but  to  the  country. 

The  present  and  past  status  of  the  engineer,  we  all 
agree,  is  far  below  the  level,  which  his  usefulness  and 
talent  entitles  him  to  maintain,  and  the  only  question, 
that  remains  and  about  which  there,  for  several  years, 
has  been  considerable  discussion,  is:  "Can  this  condition  be 
ameliorated,  and  if  so,  ivhat  can  be  done,  so  as  to  make  it 
most  productive  of  results?" 

To  the  first  question  we  can  only  give  the  conditional 
answer,  that  unless  the  individualism  which  has  been 
altogether  too  prevalent  within  the  engineering  profession 
is  rooted  out  and  replaced  by  absolute  solidarity,  the  engin- 
eering profession  will  forever  stay  where  it  is  and  has  been. 

This  is  not  the  time,  however,  for  criticism  of  what  has 
been  done  in  the  past.  The  Institute  must  now  look 
forward  and  as  one  unit  endeavour  to  successfully  tackle 
the  many  problems  which  are  ahead. 

The  first  step  towards  solidarity  is  to  make  of  The 
Institute  a  close  corporation,  and  this  The  Institute  can 
accomplish  of  itself. 

It  is  gratifying  to  note  the  resolution  in  regard  to 
legislation  passed  on  the  last  annual  meeting,  and  that  the 
government  takes  immediate  action  is  to  be  sincerely 
hoped  for. 

Should  the  government  shelve  the  question,  The 
Institute  is  confronted  with  two  alternatives:  one  is  to 
continue  to  travel  in  the  same  old  rut;  the  other  to  take 
action  themselves  to  make  The  Institute  a  close  corporation. 

It  is  the  writer's  opinion,  that  this  could  be  accom- 
plished by  starting  a  vigorous  campaign  for  eligible  mem- 
bers throughout  the  Dominion  followed  by  subscription 
by  all  members  to  a  pledge,  not  to  work  for  or  with  or 
employ  any  engineer  who  is  not  a  member  of  The  Institute. 

This  might  to  some  savor  to  much  to  unionism;  but, 
in  the  first  place,  it  is  without  doubt  the  next  best  pro- 
position; secondly,  when  considered  in  the  right  light, 
what  difference  is  there  in  legislation  by  the  government 
and  action  by  The  Institute  to  make  it  a  close  corporation. 
The  result  is  the  same. 

Solidarity,  however,  will  not  be  attained  by  only 
making  The  Institute  a  close  corporation,  as  this  is  only  an 
introductory  step  to  the  real  work. 


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Absolute  solidarity  can  be  attained  only  by  regulations 
forbidding  the  use  of  The  Institute  as  a  subterfuge  for 
promotion  of  personal  or  corporation  interests,  of  which 
there  might  be  danger,  when  The  Institute  gains  in  power 
and  influence. 

The  greater  the  factors  the  greater  the  product.  This 
maxim  can  be  applied  to  the  engineering  profession  as  a 
whole. 

In  order  to  become  a  factor,  however,  the  engineer 
must  have  the  social  standing,  to  which  his  special 
training  entitles  him,  and  even  demands  of  him,  and  as  his 
usefulness  depends  on  the  authority  he  can  command,  it 
follows,  that  to  gain  a  high  standing  is  his  economic  duty 
to  the  country. 

In  our  commercial  age,  this  standing  cannot  be 
attained,  without  giving  the  engineer  a  good  living  wage. 
He  must  be  placed  beyond  wants  in  order  to  represent  the 
profession  and  to  develop  himself. 

It  is  preposterous  to  exhort  the  engineer  to  uphold  the 
dignity  of  the  profession,  unless  he  is  provided  with  the 
necessary  means  of  doing  so,  and  this  is  better  pay  and 
position. 

To  expect  good  work  from  an  engineer,  who  is  worried 
how  to  make  both  ends  meet,  and  who  has  to  deny  himself 
and  his  family  many  things,  which  make  life  worth  living 
is  next  to  persecution. 

In  order  to  be  efficient  in  his  work  he  must  have  a  clear 
head  free  of  financial  worries,  as  only  then  can  he  concen- 
trate his  mind  on  the  problems  with  which  he  has  to  con- 
tend, and  it  must  be  borne  in  mind,  that  upon  the  initiative 
and  ability  of  the  engineer  the  economic  and  efficient 
utilization  of  our  country's  resources  depends. 

Before  the  war  the  engineers,  although  to  a  certain 
extent  grumbling  over  the  state  of  affairs,  have  borne  it 
rather  patiently,  until  the  cost  of  living  started  to  go 
amounting,  on  account  of  the  war,  while  their  salary  was 
practically  stationary.  A  movement  started,  which  now 
seems  to  have  taken  concrete  form  in  the  States  as  a  union 
affiliated  with  the  American  Federation  of  Labor  and  this 
movement  is  already  spreading  into  Canada.  The  for- 
mation of  a  union  affiliated  with  labor  would  be  one  of  the 
most  deplorable  episodes  in  the  history  of  the  engineering 
profession,  and  The  Institute  must  at  once  take  steps  to 
forego  it,  by  themselves  championing  the  cause  of  the 
engineer.  The  writer  would  suggest  that  the  branch 
make  the  recommendation  that  a  committee  be  at  once 
formed  to  prepare  a  schedule  of  fees  and  salaries  for  en- 
gineers. 

The  Institute  can  and  also  should  give  moral  backing 
to  engineers  in  public  service,  as  city  engineers,  township 
and  county  engineers,  whose  lot  is  a  sad  one  having  to 
deal  with  refractory  bodies  as  councils,  etc.  The  Institute 
schedule  of  wages  would  prevent  the  councils  cutting  their 
engineers  salary  at  their  pleasure,  as  has  too  often  been 
done.  The  moral  backing  of  The  Institute  will  also  tend 
to  dampen  the  energy  with  which  these  bodies  expose  the 
engineers  to  indignities  of  different  kinds.  In  such  case 
the  engineer  in  question  should  be  given  opportunity  to 
submit  his  case  before  The  Inst  it  tile  and  if  he  is  in  the 
right  he  should  have  the  solid  backing  of  The  Institute. 

Another  step,  that  should  be  taken  by  The  Institute  is 
to  endeavour  to  awaken  interest  in  competitive  designs, 


wherever  these  are  feasible.  This  will  bring  the  talented 
engineers  to  the  fore  front,  while  the  country  will  get  the 
best  product  that  the  engineering  profession  can  produce. 
There  is  no  reason  why  the  same  cannot  be  done  here  as  is 
done  in  Europe,  when  a  great  and  difficult  project  has  to  be 
considered. 

The  duties  of  the  engineers  are  not  only  technical, 
they  are  also  economic  and  political.  The  whole  engin- 
eering profession  is  awakening  to  this  fact,  and  their 
organizations  are  at  last  responding  to  the  persistent 
demands,  that  greater  interest  and  part  should  be  taken  in 
civic  and  social  activities.  As  this  field  is  altogether  too 
large  to  consider  in  any  but  a  very  general  way,  the  writer 
will  only  endeavour  to  point  out  a  few  things  that  The 
Institute  can  do  to  help  along  this  great  movement. 

In  this  connection  I  would  like  to  mention  W.  R. 
Ingall's  recent  presidential  address  before  the  Mining 
and  Metallurgical  Society  of  America  in  which  he  outlines 
the  duties  of  the  engineer  to  the  public,  and  as  this  address 
is  very  eloquent  and  especially  to  the  point  it  should  be 
closely  studied  by  every  engineer. 

The  great  problem  which  the  country  has  to  solve  at 
present  is  re-construction,  and  in  order  to  carry  this  to  a 
successful  conclusion  a  careful  re-organization  of  the 
resources  of  the  country  will  be  necessary.  In  doing  so 
it  should  see  too,  that  the  engineering  profession  will 
become  a  great  factor.  To  further  this  The  Institute 
should  follow  the  example  of  the  American  Society  of 
Civil  Engineers  and  "adopt  the  principle  of  becoming  an 
active  national  force  in  economic,  industrial  and  civic 
affairs,"  and  establish  offices  in  Ottawa  "  to  keep  fully 
advised  as  to  all  matters  in  which  the  engineering  profes- 
sion should  have  a  voice." 

The  statement  has  been  made  by  one  of  our  leading 
papers,  that  "  it  would  appear,  that  Canada's  total 
external  debt,  public  and  private,  at  this  moment  is  not 
less  than  a  quarter  billion  dollars,  and  that  the  eight 
million  people  within  the  Dominion  must  produce  and 
export  yearly  goods  to  the  value  of  over  one  hundred  and 
sixty  million  dollars  to  pay  the  interest  alone." 

Now,  this  is  only  to  pay  interest  charges,  and  if  the 
principal  is  to  be  reduced,  the  production  will  naturally 
have  to  be  so  much  more. 

It  must  be  borne  in  mind,  that  this  amount  must  be 
over  and  above  all  imports  for  the  same  period. 

If  the  country  shall  be  able  to  manage  this,  the  people 
of  the  Dominion  must  work  hard  and  exercise  the  greatest 
thrift  and  economy;  and  here  it  again  is,  where  the  engineer 
should  play  a  dominant  role.  We  have  got  the  natural 
resources  and  the  problem  before  us  is  to  make  the  most 
out  of  them,  with  the  greatest  economy.  There  is  no 
production,  where  engineering  problems  of  one  kind  or 
other  are  not  involved,  and  it  is  The  Institute's  prerogative 
and  duty  to  the  country  to  endeavour  to  have  this  work 
done  under  the  administration  of  engineers,  so  that  it  can 
be  executed  in  the  economic  and  efficient  way.  It  is  not 
enough  to  have  engineers  in  subordinate  positions;  the 
head  must  also  be  an  engineer.  The  money  which  has  been 
borrowed,  must  be  most  economically  expended  and  in 
the  main  on  works,  which  will  yield  revenue  instead  of 
adding  to  the  dead  weight  of  unproductive  debt. 

As  already  stated  economic  reconstruction  cannot  be 
realized  without  the  united  efforts  of  the  whole  nation, 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


333 


and  with  the  present  attitude  of  labor  the  outlook  is  not 
very  promising.  Shortening  of  working  hours  and 
higher  wages  are  beneficial  only  up  to  a  certain  point, 
beyond  which  they  become  most  detrimental. 

The  writer  is,  on  account  of  this,  very  doubtful  about 
any  foreign  contracts  for  Canadian  or  American  firms, 
except  in  lines,  where  other  countries,  for  one  reason  or 
other,  are  out  of  the  market. 

One  trade  especially  is  bound  to  receive  a  serious 
setback,  and  that  is  the  ship  building  trade,  which  most 
likely  will  dwindle  down  to,  what  it  was  before  the  war, 
and  probably  less. 

As  the  excessive  demands  of  labor  tend  to  decrease 
production  and  the  engineers  problem  is  to  increase 
production,  it  follows,  that  the  engineer,  if  he  shall 
successfully  carry  out  his  purpose  must  by  all  means  at  his 
disposal  try  to  counteract  any  excessive  labor  policy,  and 
this  can  be  done  only  by  taking  a  greater  interest  in  and 
even  enter  into  polictical  life. 

Could  not  The  Institute,  as  soon  as  it  has  succeeded 
in  organizing  into  a  close  profession,  get  in  touch  with  all 
professional  and  other  bourgeoisie  organizations  and  form 
a  professional  congress,  which  would  endeavour  to  promote 
harmonious  relations  between  capital  and  labor,  thus 
acting  as  a  stabilizing  factor?  Such  an  organization 
would  be  a  strong  counter  weight  and — especially  if  it 
allied  itself  with  the  commercial  and  agrarian  interests- 
would  tend  to  curb  the  demands  of  the  trades  and  labor 
unions,  who,  now,  apparently  do  not  know  where  to  stop. 

The  stand,  the  engineer  generally  takes,  is  that  it  is 
below  his  dignity  to  take  active  interest  in  anything  but 
sine  and  tan,  stresses  or  transits,  and  this  is  one  of  the 
reasons  why  his  status  is  low.  He  must,  however,  tear 
himself  loose  from  this  idea  and  develop  a  higher  vision. 

We  have  had  several  good  examples  of  engineers, 
who  have  entered  into  public  life  and  been  highly  successful. 

In  Norway,  out  of  10  cabinet  ministers,  3  were 
engineers,  and  of  them  one  of  them  was  Prime  Minister 
and  one  Minister  of  Foreign  Affairs,  holding,  what  in  these 
times  would  be  two  most  important  portfolios.  They 
guided  the  country  successfully  through  four  years  of 
distress  and  danger. 

This  unfortunate  war  has  principally  been  one  of 
money  and  engineering  and  especially  have  the  Canadian 
Engineers  contributed  to  its  successful  conclusion,  for 
which  we  owe  them  deep  gratitude. 

The  engineering  profession  has  thereby  been  given  a 
great  boost  and  it  is  our  duty  to  see  that  the  good  work  is 
kept  up  to  the  honour  of  the  profession  and  benefit  to  the 
country. 

I  have  here  endeavoured  to  suggest  some  topics, 
on  which  to  start  discussion,  as  only  this  will  start  a  move- 
ment in  the  right  direction.  There  is  a  great  task  ahead 
of  us  and  it  will  take  a  long  time;  but  we  do  this  not  so 
much   for  ourselves  as   for  the   future   generations  of 


engineers. 


George  Phelps,  A.M.E.I.C. 


On  the  question  of  what  The  Institute  can  do  for  its 
members  I  take  it  that  I  am  expected  to  confine  my  remarks 
as  much  as  possible  to  some  suggestions  of  a  practical 
nature  as  to  a  line  along  which  The  Institute  might  with 
advantage  take  action. 


Such  suggestions  should  naturally  have  reference  as 
far  as  possible  to  the  advancement  of  the  members  as  a 
whole,  but  I  take  it  that  it  is  permissible  for  me  to  speak 
from  my  own  particular  point  of  view  only,  with  the  hope 
that  whatever  may  be  of  value  in  my  remarks  may  be 
adapted  to  the  particular  requirements  of  other  sections 
of  The  Institute.  Whether  or  not  we  eventually  get 
legislation  which  will  make  engineering  a  closed  profession 
(which  I  may  say  in  passing  I  hope  before  long  will  be  the 
case)  there  are  many  things  of  a  helpful  nature  which  we 
can  be  doing  now. 

We  are  at  present  undergoing  a  process  of  reorgani- 
zation made  necessary  by  the  widening  of  our  scope,  by 
changes  which  have  lately  taken  place,  and  one  of  the 
first  things  necessary  in  any  reorganizing  process  is  to 
have  a  stock  taking  to  see  just  where  we  stand  and  what 
we  are  worth.  From  the  point  of  view  of  the  municipal 
engineer  then,  I  would  suggest  that  The  Institute  causes  to 
be  prepared  a  list  of  all  the  cities  and  towns  in  the  Dominion 
of  say  5,000  inhabitants  and  over,  giving  the  name  of  the 
engineer,  what  salary  he  is  paid,  whether  he  is  a  member 
of  The  Institute,  what  his  qualifications  are  if  he  is  not  a 
member,  also  giving  the  number  of  assistants  under  him 
and  any  other  items  which  may  help  toward  giving  a  good 
general  knowledge  of  our  present  standing.  Such  a  list 
would,  I  think,  help  to  make  clearer  the  nest  step  to  be 
taken;  it  could  probably  b2  bsst  prepared  through  the 
branch  sscretaries;  it  would  doubtless  entail  quite  an 
amount  of  work,  but  I  think  it  would  be  worth  while 
and  we  should  be  prepared  to  pay  accordingly  for  the 
information,  which  would  of  course  be  available  to  all  the 
members. 

It  would  doubtless  be  in  the  interest  of  the  general 
public  as  well  as  ourselves  if  each  such  city  and  town  had 
an  Engineer  to  carry  out  its  works  whose  membership  in 
The  Institute  was  a  guarantee  of  his  proper  qualification 
for  the  position,  and  we  should  follow  up  the  first  step 
with  an  appeal  to  those  engineers  who  are  not  members  but 
who  are  duly  qualified,  asking  them  to  join  The  Institute. 
Also  when  a  vacancy  occurs  in  any  of  the  listed  positions, 
it  would,  I  think,  be  quite  in  order  to  approach  he  council 
of  the  city  or  town  with  the  object  of  persuading  them  to 
make  membership  of  The  Institute  a  condition  of  the 
appointment;  at  the  same  time  offering  the  services  of 
The  Institute  in  helping  to  find  the  right  man  for  their 
work.  In  order  to  carry  this  out  effectually,  it  would  as 
a  matter  of  course  be  necessary  that  membership  of  The 
Institute  should  carry  with  it  a  guarantee  of  engineering 
knowledge  and  experience  in  accordance  with  the  grade 
of  the  member,  and  this  in  turn  points  to  the  necessity  of 
entrance  examinations  for  new  members. 

You  will  gather  from  the  foregoing  that  I  am  in 
favor  of  using  The  Institute  in  the  way  of  an  exchange  for 
men  more  than  it  has  been  used  in  the  past,  as  well  as  an 
exchange  for  ideas,  and  by  following  up  some  system  such 
as  I  have  briefly  indicated,  I  think  we  might  before  long 
arrive  at  a  time  when  towns  in  need  of  engineers  would 
naturally  turn  to  The  Institute  first,  for  the  help  and 
advice  which  should  be  gladly  given  to  them.  But 
whatever  might  be  done  in  this  way  would  not  be  complete 
until  the  existing  Municipal  Act  is  amended  in  such 
manner  that  only  properly  qualified  men  can  be  appointed 
as  city  and  town  engineers,  for  which  purpose  the  status 


334 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


of  such  engineers  should  be  defined  by  legislation,  and  in 
the  final  outcome  we  arrive  at  the  point,  at  which  I  think 
the  majority  of  us  are  aiming,  namely,  a  closed  profession 
for  engineers. 

Such  a  list  as  I  have  suggested  above  might  also  form 
a  basis  for  a  schedule,  fixing  minimum  salaries  for  municipal 
engineers  and  their  assistants,  which  in  itself  is  a  most 
desirable  step  towards  raising  the  standard  of  this  section 
of  the  profession.  It  would  not  of  course  be  feasible  to 
have  one  fixed  salary  rate  for  all  town  engineers,  irrespec- 
tive of  the  location  and  size  of  town,  but  after  such  a  list 
has  been  compiled  and  full  information  gathered  as  to 
existing  salary  rates,  the  grading  of  municipal  engineers 
and  fixing  of  their  salaries  according  to  grade  should  not 
be  a  very  difficult  matter.  I  know  it  will  be  objected  that 
we  cannot  as  things  are  prevent  a  town  from  appointing 
a  cheap  man  if  one  can  be  got,  and  neither  can  we  prevent 
man  seeking  a  job  from  selling  his  services  cheaply  in 
order  to  get  employment,  but  one  thing  we  can  do,  and  I 
would  advocate  some  such  measure  as  long  as  it  may  be 
found  necessary,  and  that  is,  after  having  fixed  our  sche- 
dule, make  expulsion  from  The  Institute  the  consequence 
to  any  man  accepting  an  appointment  at  less  salary  than 
the  schedule  rate. 

Should  some  such  measures  for  listing  and  grading 
engineers  be  considered  generally  advisable,  I  should 
imagine  that  those  familiar  with  other  branches  of  engin- 
eering could  easily  devise  for  those  branches  a  scheme  on 
similar  lines  for  the  same  purpose. 


International  Commission   Safeguards 
Public   Health 

Several  years  ago  the  Governments  of  Canada  and 
the  United  States  requested  the  International  Joint 
Commission  to  investigate  the  causes  and  extent  of 
pollution  throughout  the  boundary  waters  between  the 
two  countries,  and  to  recommend  such  remedies  as  would 
adequately  safeguard  the  public  health  of  the  people  on 
both  sides  of  these  waters.  This  investigation  naturally 
fell  into  two  branches.  In  the  first  case  the  Commission 
brought  together  and  secured  the  views  of  representatives 
of  the  Federal,  State  and  Provincial  Boards  of  Health. 
As  a  result  of  this  conference  the  Commission  was  able  to 
outline  in  a  general  way  the  scope  of  its  investigation. 
It  then  engaged  a  corps  of  sanitary  experts,  who  under  the 
general  direction  of  Dr.  Allan  J.  McLaughlin,  of  the 
Public  Health  Service  of  the  United  States,  Dr.  J.  W.  S. 
McCullough,  Chief  Officer  of  Health  of  Ontario,  and  F.  A. 
Dallyn,  A.M.E.I.C.,  Provincial  Sanitary  Engineer  of 
Ontario,  carried  out  what  has  been  described  as  the  most 
extensive  bacteriological  examination  of  waters  the  world 
has  ever  known.  It  embraced  in  fact  the  entire  system  of 
international  boundary  waters  between  the  two  countries, 
extending  for  a  distance  of  some  two  thousand  miles  from 
the  St.  John  River  in  the  east  to  the  Lake  of  the  Woods 
in  the  west.  One  of  the  most  gratifying  results  of  these 
bacteriological  surveys  was  the  assurance  that  the  great 
bulk  of  the  Great  Lakes  water  remains  practically  in  its 


original  purity,  in  spite  of  the  fact  that  eight  or  ten  million 
people  have  contracted  the  very  bad  habit  of  dumping  all 
their  sewage  into  these  waters,  and  that  the  entire  snipping 
of  the  Great  Lakes,  carrying  in  one  season  not  less  than 
fifteen  million  passengers,  has  followed  the  same  evil  practi- 
ce. Serious  pollution  was  found  at  many  points  along  the 
boundary  waters,  and  particularly  in  the  Detroit  and 
Niagara  Rivers,  where  the  cities  of  Detroit  and  Buffalo, 
with  a  number  of  smaller  communities  on  both  sides  of 
the  boundary,  have  been  doing  their  best  to  make  the 
water  of  these  rivers  unfit  for  human  consumption.  Severe 
epidemics  of  typhoid  fever  have  for  years  past  warned 
the  lake  cities  that,  while  they  were  spending  hundreds  of 
millions  of  dollars  on  their  streets  and  buildings,  and  parks, 
and  in  other  ways  adding  to  the  comfort  and  convenience  of 
their  inhabitants,  the  most  vital  consideration  of  all,  that 
of  public  health,  was  being  grossly  neglected.  If  the 
International  Joint  Commission  should  achieve  nothing 
more  than  to  awaken  the  cities  of  the  Great  Lakes  to  the 
vital  importance  of  protecting  their  water  supplies,  it  will 
have  more  than  justified  its  existence. 

Having  completed  the  first  branch  of  its  investigation, 
that  is  as  to  the  sources  and  extent  of  pollution,  the  Com- 
mission took  up  the  very  important  question  of  remedies, 
and  as  an  initial  step  held  a  conference  in  New  York  with 
a  group  of  sanitary  engineers,  including  men  of  interna- 
tional standing  such  as  George  W.  Fuller,  Earle  B.  Phelps, 
and  George  C.  Whipple  of  the  United  States,  and  W.  S. 
Lea,  M.E.I.C,  F.  A.  Dallyn,  A.M.E.I.C,  and  T.  J. 
Lafreniere  of  Canada.  As  a  result  of  this  conference  and 
the  subsequent  deliberations  of  the  Commission  it  was 
decided  to  adopt,  at  least  tentatively,  certain  fundamental 
principles  for  the  preservation  of  public  health  upon  which 
the  experts  were  in  agreement.  The  most  vital  of  these 
principles  is  that,  while  in  certain  cases  where  the  ratio  of 
water  to  sewage  is  unusually  large  the  discharge  of  the 
latter  into  boundary  waters  may  be  made  without  danger 
to  the  public  health,  "  effective  sanitary  administration 
requires  the  adoption  of  the  general  policy  that  no  un- 
treated sewage  from  cities  or  towns  should  be  discharged 
into  boundary  waters."  The  other  principles  adopted 
relate  to  methods  of  sewage  purification  and  water 
purification. 

Field  work  in  connection  with  the  second  branch  of 
the  investigation  was  carried  out  by  a  corps  of  sanitary 
engineers  under  the  direction  of  Earl  B.  Phelps  of  the 
U.  S.  Public  Health  Service  and  F.  A.  Dallyn,  A.M.E.I.C, 
of  the  Ontario  Board  of  Health.  The  elaborate  reports 
of  the  bacteriologists  and  sanitary  engineers  on  the  two 
branches  of  the  investigation  have  already  been  published. 
The  Commission  has  now  issued  its  own  Final  Report  to 
the  two  Governments,  embodying  its  conclusions  and 
recommendations.  In  that  Report,  after  setting  forth 
the  character  and  extent  of  the  pollution,  and  the  remedies 
recommended,  it  is  suggested  that  the  two  Governments 
confer  upon  the  Commission's  jurisdiction  to  regulate  and 
where  necessary  to  prohibit  the  pollution  of  boundary 
waters  and  waters  crossing  the  boundary.  While  nothing 
has  yet  been  done  in  the  direction  of  conferring  upon  the 
Commission  jurisdiction  to  carry  out  its  own  recommen- 
dations, the  two  Governments  have,  within  the  past  few 
weeks,  requested  the  Commission  to  draft  rules  and 
regulations  designed  to  meet  the  needs  of  the  situation. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


335 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


Board  of  Management 

President 

Lieut. -Col.  R.  W.  LEONARD 

Vice-President 

WALTER  J.  FRANCIS 

Councillors 

J.  M.  ROBERTSON         Brig. -Gen.  SIR  ALEX.  BERTRAM 

JULIAN  C.  SMITH 
ERNEST  BROWN  ARTHUR  SURVEYER 


Editor  and  Manager 

FRASER  S.  KEITH 


Associate  Editors 

C.  M.  ARNOLD Calgary 

FREDERICK  B.  BROWN Montreal 

R.  L.  BROWN       Sault  Ste.  Marie 

J.  A.  BUTEAU Quebec 

J.  B.  CHALLIES Ottawa 

A.  R.  CROOKSHANK St.  John 

A.  G.   DALZELL Vancouver 

J.N.  deSTEIN Regina 

H.  B.  DWIGHT Hamilton 

R.  J.  GIBB Edmonton 

GEO.  L.GUY Winnipeg 

W.  S.  HARVEY Toronto 

J.  B.  HOLDCROFT Victoria 

R.  P.  JOHNSON Niagara  Falls 

K.H.SMITH Halifax 

G.  C  WILLIAMS Walkerville 


Vol.  II. 


April  1919 


No.  4 


Increasing  Remuneration 

The  branches  have  already  been  advised  of  the 
proposal  of  the  Government  to  establish  a  higher 
basis  of  salaries  for  engineers  employed  by  the 
Federal  Government  and  have  been  urged  to  secure 
the  co-operation  of  their  local  members  of  Parlia- 
ment towards  this  end. 

The  Council  strongly  urges  every  member  of  the 
Institute  to  use  his  influence  with  his  local  member 
of  the  Dominion  Parliament  to  secure  support  of 
this  most  important  movement  designed  to  give  the 
engineers  employed  by  the  Government  a  measura 
of  reward  somewhat  in  keeping  with  their  earning 
capacity.  This  means  a  much  higher  standing 
than  at  present  enjoyed. 

All  the  influence  we  possess  should  be  used  in 
this  cause. 


Joint  Committee  on  International  Affiliation 

In  his  report  to  Engineering  Council,  Secretary 
Alfred  D.  Flinn,  after  his  return  to  New  York  from 
attending  the  Annual  Meeting  of  The  Engineering 
Institute  of  Canada,  at  Ottawa,  on  February  11th,  reported 
as  follows:— 

;'At  a  luncheon  in  the  Chateau  Laurier  attended  by  about.  200  and  in  private 
conferences  with  President  H.  H.  Vaughan  and  Secretary  Fraser  S.  Keith,  of  The 
Institute,  your  Secretary  discussed  briefly  the  international  affiliation  of  engineers. 
Many  engineers  of  Canada  desire  some  form  of  organized  affiliation  with  engineers  in 
the  United  States.  Membership  in  Engineering  Council  is  not  feasible  for  a  number 
of  reasons,  such  as  expense  and  fact  of  separate  national  governments.  Informally 
it  was  agreed  with  President  Vaughan  that  The  Institute  would,  as  a  first  step,  appoint 
a  few  members  to  a  joint  committee  to  which  Engineering  Council  would  also  appoint 
members,  and  that  this  committee  would  constitute  the  bond  of  affiliation  for  the 
present,  while  studying  what  mutual  services  may  be  rendered  and  what  other 
arrangements  may  be  made  between  the  Institute  and  Engineering  Council.  It  is  recom- 
mended, therefore,  that  Engineering  Council  appoint  members  to  such  a  joint 
committee  on  international  affiliation. 

"  But  the  chapter  on  international  affiliation  does  not  end  here.  Secretary  H. 
Mortimer  Lamb,  of  the  Canadian  Mining  Institute  has  visited  Engineering  Council's 
office,  and  has  expressed  the  desire  of  his  organization  for  somejeonnection  with  Council. 
While  your  secretary  was  in  Ottawa  he  had  a  call  from  Secretary  Clyde  Leavitt,  of 
the  Canadian  Society  of  Forest  Engineers.  This  is  a  very  small  organization,  but  it 
likewise  wishes  to  be  associated  with  Engineering  Council,  particularly  in  an  interna- 
tional forest  conservation  committee.  Under  date  of  February  14th,  a  communi- 
cation was  received  from  Secretary  Leavitt  making  various  inquiries  and  suggestions 
in  relation  to  this  matter.  Council  should  consider  what  tics  it  can  form  with  these 
t wo  societies." 

Acting  on  said  Secretary  Flinn's  suggestion,  the 
Council  of  The  Institute  appointed  the  following  to 
act  as  a  committee,  in  conjunction  with  a  similar 
committee  of  the  Engineering  Council : — H.  H.  Vaughan, 
Chairman;  John  Murphy  and  G.  H.  Duggan. 


New  Year  Book 

It  will  be  necessary  to  start  at  an  early  date  to 
revise  the  Charter,  By-Laws  and  List  of  Members  for  the 
year  nineteen  hundred  and  nineteen.  To  make  the 
list  more  complete  and  of  more  service  than  it  has  been 
in  the  past  it  is  desired  that  every  member  send  in  to 
headquarters  an  item  giving  his  present  official  position 
as  well  as  his  mailing  address.  You  will  find  on  going 
through  the  list  that  a  great  many  members'  home 
addresses  are  included,  and  their  positions  not  mentioned 
due  to  the  fact  that  there  is  no  record  of  it  at  headquarters. 
On  reading  this  notice  would  you  kindly  look  in  the 
nineteen  hundred  and  eighteen  list,  find  out  if  your  name 
appears  there  in  accordance  with  the  above  suggestion, 
and  if  not  a  brief  letter  to  headquarters  will  insure  the 
complete  entry. 

Schedule  of  Engineers'  Salaries 

At  the  railroad  conference  held  by  the  American 
Association  of  Engineers  on  March  17th,  a  schedule  of 
salaries  for  technical  engineers  was  adopted.  As  this 
schedule  if  of  interest  to  members  of  The  Institute,  parti- 
cularly in  connection  with  the  movement  on  foot  to  assist 
the  salary  rating  of  engineers  in  this  country,  it  is  repro- 
duced herewith: — 

Maximum  and  minimum  salaries  per  annum,  depending 
upon  extent  and  importance  of  duties 

Chief  Engineer — 
In  charge  of  entire  railroad  system,  re- 
|&.  sponsible  for  all  engineering  work  and 
organization,  including  valuation. .  . .  $15,000   $9,000 


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Assistant  Chief  Engineer 
In  charge  of  portion  of  line  or  entire  sys- 
tem; reporting  to  Chief  Engineer;  re- 
sponsible for  such  work  as  may  be  as- 
signed      $9,000   $7,200 

District  Engineer — 
In  charge  of  two  or  more  divisions;  re- 
porting to  Assistant  Chief  Engineer; 
responsible  for  all  maintenance  of  way 
and  construction;  or,  responsible  for 
either  maintenance  or  construction  on 
three  or  more  divisions. 6,000     4,800 

Assistant  District  Engineer — 
Same  territory  as  District  Engineer;  re- 
sponsible for  such  work  as  may  be  as- 
signed       5,400     4,200 

I)  ivis  in  n  E  n  gi  neer — 
In  charge  of  one  division ;  responsible  for 
all  maintenance  of  way  and  perma- 
nent way  work 4,800     3,600 

Assistant  Division  Engineer — 
Same  territory  as  Division  Engineer — 
like  responsibilities,  reporting  to  Div- 
ision Engineer 3,600     2,750 

Resident  Engineer — 
In  charge  of  one  residency;  reporting  to 
Division  Engineer.     In  charge  of  con- 
struction work  only.     This  position 
not  required  for  maintenance  of  way.     4,200     3,000 

Office  Engineer — Field  Engineer — 
Reporting  to  Asst.  Chief  Engineer.  Du- 
ties as  assigned 5,400     3,600 

Engineer  of  Bridges — 
Reports  to  Assistant  Chief  Engineer  or 
Chief  Engineer;  responsible  for  design, 
maintenance  and  construction  of  all 
bridges — wooden,  steel  and  concrete .      7,500     6,000 

Assistant  Engineer  of  Bridges — 
Reports  to  Bridge  Engineer,  like  respon- 
sibilities       5,400     4,800 

Signal  Engineer — ■ 

Responsible  for  all  signal  construction, 
maintenance  and  operation  on  the 
system 7,200     4,200 

Assistant  Signal  Engineer 
Reports  to  the  Signal  Engineer,  like  re- 
sponsibilities as  assigned 4,800     3,000 

B u ildi ng  E ngineer — 
In  charge  of  construction  and  mainte- 
nance of  buildings  as  assigned ;  reports 
to    Asst.    Chief  Engineer    or    Chief 
Engineer 6,000     3,000 

I  'at nation  Engineer — 
Responsible  for  all  valuation  work  on 
entire  system;  reports  to  Assistant 
Chief  Engineer  or  Chief  Engineer.  ..  .      8,400     7,200 

Assistant  Valuation  Engineer — 

Reports  to  Valuation  Engineer;  has  like 
responsibilities 6,000     4,800 


Chief  Pilot  Engineer — 
Reports  to  Assistant  Valuation 
Engineer;  responsible  for  Valuation 
work  on  two  or  more  divisions  or  for  a 
major  branch  of  the  work  over  the  en- 
tire system $4,800   $3,600 

Pilot  Engineer — 
Reports  to  Chief  Pilot  Engineer;  respon- 
sible for  work  on  one  division 3,600     3,000 

Engineer  Accountant — 
Qualified  to  analyze  and  assemble  statis- 
tics and  prepare  reports 3,600     3,000 

General  Superintendent,  of  Motive  Power — 
In  charge  of  entire  mechanical  depart- 
ment;   responsible    for    design    and 
repair  of  all  rolling  stock  and  shop 
equipment 15,000     9,000 

Assistant  General   Superintendent  of  Motive, 
Power — ■ 
In  charge  of  a  portion  of  the  mechanical 
department  as  assigned  by  the  Gen- 
eral Superintendent  of  Motive  Power     9,000     7,200 

Mechanical  Engineer — 

In  entire  charge  of  all  design  of  new 
equipment  and  revision  of  old.  In  - 
addition  he  may  handle  other  duties 
of  the  department  as  assigned  by  the 
General  Superintendent  of  Motive 
Power,  to  whom  he  reports 7,500     6,000 

Assistant  Mechanical  Engineer — 
Performs  such  duties  as  assigned  by  the 
Mechanical  Engineer  and  gives  parti- 
cular attention  to  the  drafting  force .  .      4,800     3,600 

Engineer  of  Tests— 

Inspects  all  new  material  and  investi- 
gates failed  material;  reports  jointly 
to  General  Superintendent  of  Motive 
Power  and  Chief  Engineer,  or  better 
to  operating  Vice-President 7,500     6,000 

Electrical  Engineer — 
Responsible  for  all  electrical  construc- 
tion and  repair  work  in  mechanical 
and  building  departments 8,000     6,000 

District  Electrical  Engineer — 
Performs  such  duties  as  assigned  to  him 
by  the  Electrical   Engineer.     Looks 
after  all  electrical  equipment  in  the 
mechanical  and  building  departments     3,600     2,700 

Shop  Engineer — 
In  charge  of  all  shop  lay-out  work  and 
machinery  equipment.     An  efficiency 
man  whose  duties  are  to  increase  pro- 
duction and  decrease  cost 4,800     3,600 

( 'It icf  Drafts m a n — 
Responsible  for  all  work  turned  out  by 
the     drafting     room.    Capable     of 
handling  all  classes  of  design 3,600     3,000 


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337 


Minimum  salaries 
per  month. 

Leading  Draftsman  or  Designer* — 
Capable  of  handling  complete  design  in 
designated  department $200    to   $250 

Draftsman* — 
Reports  to  Leading  Draftsman  or  inde- 
pendently as  assigned.  General  draft- 
ing work 150     to     200 

Delailer* — 
Reports  as  assigned 120    to     150 

Tracer* — 
Reports  as  assigned.     Qualified  to  pre- 
pare neat  tracings 90     to     110 

Engineer  Inspectors* — 
Reporting  as  assigned 150    to    225 

Instrument  Man* — 
Responsible  for  technical  work  of  mak- 
ing surveys  and  of  laying  out  work  in 
field 200    to     225 

Rodman* — 
Understands  technique  of  making  sur- 
veys and  of  laying  out  work  in  field . .     125     to     150 

Tapeman* — 
Responsible  for  making  accurate  mea- 
surements as  directed 100    to     120 


*Rates  stated  for  junior  positions  cover  the  length  of 
service  in  the  respective  positions.  An  increase  of  not  less 
than  $5  for  each  6  months'  service  to  be  granted  up  to  the 
maximum  rate  of  the  position. 

The  duties  of  Resident  Engineer  involve  construction 
work  of  ordinary  magnitude.  Where  exceptional  work  is 
undertaken  it  is  assumed  that  the  Assistant  District 
Engineer,  District  Engineer  or  Assistant  Chief  Engineer 
will  take  charge  personally. 

The  duties  and  qualifications  attached  to  the  posi- 
tions named  are  generally  well  understood.  Any  schedule 
of  rates  promulgated  should  specify  that  the  work 
actually  performed  should  govern.  Thus  if  a  railroad 
calls  a  man  an  Assistant  Engineer  and  he  is  actually  per- 
forming the  usual  duties  of  a  Division  Engineer  or  other 
position,  he  should  receive  the  pay  of  that  position. 

In  the  above  schedule  the  rates  for  the  higher  posi- 
tions do  not  apply  to  short  lines,  terminal  railroads  and 
roads  of  similar  character. 

The  rates  of  pay  for  the  higher  positions  on  the 
smaller  roads  to  be  in  proportion  to  the  duties  and 
responsibilities  assumed,  based  upon  above  schedule. 

This  schedule  not  to  operate  to  reduce  any  salaries 
now    existing. 

Expenses  away  from  headquarters  or  in  connection 
with  moving  headquarters  to  be  allowed. 

No  pay  for  overtime. 

Civil  service  rules  to  apply  as  to  annual  and  sick  leave. 


Steel  Bridge  Specification 

When  the  report  of  the  Steel  Bridge  Specification 
Committee  was  presented  at  the  Annual  Meeting  the 
proposed  Specification  had  already  been  published  in 
The  Journal,  but  the  correspondence  in  connection  there- 
with was  omitted  from  the  Annual  Meeting  report. 

In  submitting  the  draft  for  publication  in  The 
Journal  the  chairman  of  the  Steel  Bridge  Specification 
Committee,  P.  B.  Motley,  M.E.I.C,  stated  that  the 
suggested  Specification  expressed  the  views  of  the  Montreal 
members  of  the  Committee  and  he  suggested  that  all  the 
branches  discuss  the  proposed  Specification  through  the 
medium  of  The  Journal  before  the  Specification  was  finally 
adopted.  The  out  of  town  members  of  the  Committee 
had  been  provided  with  copies  of  the  Specification  but 
with  one  exception,  had  not  taken  advantage  of  the 
opportunity  to  discuss  it. 

It  is  to  be  hoped  that  if  there  is  to  be  any  discussion  on 
this  important  matter  it  will  take  place  at  an  early  date. 


Memorial  to  Government 

Previous  to  the  Annual  Meeting,  suggestions  had  been 
made  that  The  Institute  memorialize  the  Government 
at  the  time  of  the  Annual  Meeting  in  the  interests  of  the 
technical  men  in  this  country.  A  memorial  was  drawn 
up,  which  evoked  some  discussion  and  which  was  finally 
considered  to  cover  too  many  points  to  receive  the  serious 
attention  either  of  the  Federal  or  Provincial  Governments. 
As  a  result  of  the  discussion  it  was  amended  and  the 
direct  application  was  limited  to  point  out  to  the  Govern- 
ment the  value  of  technical  men  and  the  necessity  of 
appointing  trained  engineers  on  commissions  involving 
engineering  work. 

As  the  preamble  to  the  memorial  covers  a  number  of 
points  which  have  been  suggested  by  our  branches  in  the 
way  of  proposed  memorials  to  the  various  Governments, 
this  draft  has  been  considered  sufficient  in  breadth  to  direct 
the  attention  of  the  various  Governments  to  the  different 
points  brought  up. 

The  memorial  reads: 

To  The  Right  Honourable  Sir  Robert  L.  Ronton, 
P.C.,  G.C.M.G.,  K.C.,  LL.D., 

And  to  Tiic  Honourable  The  Members  of  the 
Government  of  the  Dominion  of  Canada. 

This  Memorial  Humbly  Sheweth: 

The  undersigned,  on  behalf  of  The  Engineering 
Institute  of  Canada,  consisting  of  over  thirty-two  hundred 
members  of  the  profession  in  this  country  and  the  various 
industrial  and  technical  interests  which  they  represent, 
desire  to  lay  before  the  Government  certain  considerations. 

The  war  has  demonstrated  more  than  ever  before  the 
value  of  technical  knowledge,  and  not  its  value  only,  but  its 
absolute  necessity.  This  fact  was  used  to  advantage  by 
the  Government  of  the  United  States  on  their  entering 
the  war  by  seeking  the  advice  and  co-operation  of  the 
great  engineering  organizations  in  that  country.  These 
organizations  readily  assented  to  the  proposal  and  the 
result  was  a  distinct  advantage  to  the  nation. 


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Many  of  the  problems  confronting  this  country  to-day 
are  of  a  technical  nature  and  require,  in  their  solution,  the 
advice  and  co-operation  of  men  trained  to  plan  and  act 
along  definite  constructive  lines. 

The  technical  men  in  Canada  are  one  of  the  country's 
greatest  assets  and  should  be  used  to  the  fullest  extent. 
It  is  known  that  it  costs  the  country  upwards  of  $2,000 
for  every  man  educated  in  an  engineering  school  and  it  is 
also  a  fact  that  hundreds  of  these  men  after  receiving  their 
education  leave  the  country — an  economic  loss  of  great 
importance. 

At  the  present  time  thirty-six  percent  of  the  eligible 
membership  of  the  engineering  profession,  as  represented 
by  The  Engineering  Institute  of  Canada,  are  on  active 
service,  ninety-seven  percent  of  whom  are  officers,  and 
with  the  plans  of  demobilization  under  way,  it  is  antici- 
pated that  they  will  soon  return  to  their  own  country. 
The  immediate  undertaking  of  national  operations  which 
will  absorb  these  men  in  civil  life  will  at  the  same  time  set 
in  motion  activity  throughout  the  country  in  a  manner 
that  will  tend  to  solve  the  entire  problem  of  employment 
for  the  soldiers  on  their  return. 
It  is  Desired,  Therefore: 

That  the  Federal  Government  recognize  the 
paramount  value  as  a  national  asset  of  her  highly 
educated  and  trained  men  and  utilize  to  a  greater 
extent  men  of  engineering  knowledge  and  training, 
especially  in  an  executive  capacity  on  commissions 
dealing  with  all  affairs  where  engineering  or  con- 
struction is  involved. 
And  your  memorialists  will  ever  pray. 

Signed  on  behalf  of  the  President  and  Council  of 

The  Engineering  Institute  of  Canada, 
Fraser  S.  Keith, 

Secretary. 
Harbour   of  St.   John,  N.B. 
Inasmuch  as  a  specific  instance  has  arisen  recently  in 
the  proposal  to  place  the  Harbour  of  St.  John  under  a 
Commission    it  was  decided  by  Council  that  a  letter 
covering  this  point  be    forwarded  to   the    Honourable 
Minister  of  Public  Works. 
The  Hon,  F.  B.  Carvell, 

Minister  of  Public  Works, 

Ottawa,  Ont. 
Sir:— 

The  President  and  Council  of  The  Engineering 
Institute  of  Canada  have  been  advised  that  it  is  the 
intention  of  the  Government  of  Canada  to  place  the 
Harbour  of  St.  John,  N.B.,  under  Federal  control  and 
under  the  jurisdiction  of  a  Harbour  Commission. 

Inasmuch  as  we  represent  the  opinion  for  the  most 
part  of  the  engineers  in  Canada,  we  beg  to  suggest  to  you 
that  this  is  an  engineering  matter  and,  therefore,  it  is 
absolutely  necessary  that  the  Commission  consist  of 
men  appointed  solely  on  the  basis  of  their  knowledge  of 
harbour  work  and  their  engineering  and  technical  quali- 
fications, which  are  an  absolute  necessity,  to  enable 
them  to  effectively  direct  such  an  important  undertaking. 
On  behalf  of  the  President  and  Council  of  The  Engi- 
neering Institute  of  Canada, 

I  beg  to  remain, 

Yours  faithfully, 

Fraser  S.  Keith, 

Secretary. 


CORRESPONDENCE 


Transitmen  Need  Help 

Editor,   Journal: — 

I  am  very  pleased  to  note  in  our  very  interesting 
Journal  that  The  Institute  has  been  doing  something 
lately  with  a  view  of  obtaining  adequate  salaries  for 
engineers. 

Being  one  of  the  younger  members  of  the  profession, 
I  would  like  to  point  out  the  necessity  of  doing  something 
for  the  transi  man  (the  man  in  charge  tomorrow)  who  gets 
the  magnificient  salary  of  $100.00  to  $115.00  per  month. 
A  transitman  receiving  $100.00  per  month  is  getting  less 
than  a  section  foreman, or  a  signalman  at  an  interlocked 
crossing,  while  a  transitman  receiving  $115.00  per  month 
is  getting  less  than  a  section  foreman  working  ten  hours 
per  day  or  a  B.  &  B.  foreman  working  eight  hours  per  day, 
yet  he  is  expected  to  lay  out  work  for  both  of  them. 
He  receives  only  as  much  or  a  very  little  more  than  some 
stenographers  with  two  or  three  years  experience. 

Would  it  not  be  more  equitable  to  pay  transitmen 
better  wages  and  according  to  their  experience  or  service  ? 
In  some  cases  transitmen  are  doing  the  work  of  assistant 
engineers  and  are  qualified  for  the  position  of  Resident 
Engineer  at  a  salary  of  $200.00  per  month,  yet  are  receiving 
only  the  minimum  rate  for  transitmen.  I  admit  that 
$200.00  per  month  is  not  too  much  for  the  Resident 
Engineer  but  cannot  see  the  reason  for  such  a  difference 
in  salary.  Would  it  not  be  logical  and  just  for  The 
Institute  to  try  and  enforce  a  minimum  rate  for  each 
grade  in  our  Institute?  If  this  was  done,  a  man  would 
then  be  paid  for  his  experience  and  ability. 

I  regret  to  say  that  a  few  railroad  officials  and 
members  of  the  profession  are  not  doing  their  share  by 
hiring  non-members  of  The  Institute  and  are  not  doing  all 
they  could  do  for  the  younger  members. 

An  Experienced  Transitman. 

Adaption  of  the  Hydroplane  to  Exploration 

Editor,  Journal: — 

It  has  occurred  to  me  that  while  the  Press  of  our 
Country  has  been  advocating  the  use  of  the  hydroplane 
as  a  quick  and  efficient  means  of  forest  protection  and 
conservation  that  there  still  exists  a  far  larger  field  for. 
its  use  than  this  alone,  by  this  I  mean  that  when  a  new 
idea  is  launched  it  should  cover  its  uses  in  general  more  than 
in  particular,  forestry  in  this  case  will  be  only  a  branch. 
Knowing  the  use  of  this  new  arm  from  experience  overseas, 
I  naturally  am  deeply  interested  in  the  subject.  Inci- 
dently  as  an  engineer  with  a  fair  experience  of  conditions 
in  our  Great  North,  I  would  like  to  suggest  the  many 
other  ways  in  which  the  hydroplane  could  be  of  use  insofar 
as  the  development  of  the  great  resources  of  our  north 
country  are  concerned: — 

Let  us,  for  instance,  consider  the  question  of  research, 
geological,  hydrographic  and  agricultural.  The  sending 
of  expert  engineers  by  hydroplane,  from  an  established 
base,  say,  Lake  St.  John,  with  the  oblique  photograph 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


339 


apparatus  in  common  use  in  the  theatre  of  war,  which  on 
the  machine  at  an  elevation  of  1000  feet,  can  take  a 
picture,  showing  the  general  lines  of  the  country:  lakes, 
mountains  and  rivers,  with  a  vertical  base  of  say,  5C0 
yards,  extending  forward  and  outwardly  for  6  miles,  with 
the  possible  upper  base  of  6  miles,  giving  a  very  fair  idea 
of  the  elevation  and  contours  of  the  country. 

The  landing  can  be  made  upon  our  numerous  lakes  in 
that  region  which  to  my  general  knowledge,  are  never 
farther  apart  than  a  matter  of  10  miles.  Tests  of  soil  such, 
for  instance,  as  planting  grain,  corn,  etc.,  the  exploration 
of  the  geological  formations,  the  sizing  of  water-powers, 
and  the  examination  of  fisheries,  etc.,  can  be  made  all 
of  which  would  be  invaluable  data,  to  the  provincial 
department  of  research.  Also  from  the  lumberman's  point 
of  view  the  examination  of  valuable  timber  and  protec- 
tion thereof,  and  a  great  many  other  things  too  numerous 
to  mention. 

The  sister  province,  Ontario,  I  must  say,  has  given  an 
example  of  progressiveness  insofar  as  the  exploration  and 
exploitation  of  their  north  country  is  concerned.  It  is  a 
matter  of  common  knowledge  the  great  benefit  that  has 
been  derived  by  the  building  of  the  Temiscamingue  and 
Northern  Ontario  Railway,  for  the  Ontario  Government ; 
and  the  projection  of  the  Transcontinental  Railway  through 
the  Abitibi,  and  the  subsidizing  of  the  Algoma  Central,  all 
of  which  have  more  than  repaid  their  sponsors  by  opening 
up  the  great  mine  fields  of  Cobalt,  Porcupine,  and  the 
fertile,  clay-belt  of  the  Abitibi. 

Why  could  not  this  Province  of  ours,  in  view  of  the 
great  demands  which  will  be  made  by  all  returned  soldiers 
for  large  public  expenditures,  not  open  a  new  railway  for 
the  development  of  our  own  north  country,  which  is,  no 
doubt,  as  rich  as  that  of  the  sister  province.  There  is 
very  little  doubt  that  such  an  investment  would  not  only 
please  the  public,  but  would  be  an  investment  in  the 
fullest  sense  of  the  word,  and  would  bring  magnificent 
results.  It  is  a  well-known  fact  that  the  credit  of  the 
country  depends  on  its  natural  resources,  but  these 
natural  resources  must  be  in  view  and  not  in  imagination. 
A  practical  way  of  proving  these  resources  is  by  practical 
development.  Heretofore,  railway  construction  in  the 
north,  far  from  its  base  of  supplies,  has  been  a  very  serious 
problem;  the  country  being  virgin,  and  more  or  less, 
unknown,  and  distances  great.  It  is  obvious  that,  adapt- 
ing the  hydroplane  to  this  particular  branch  of  engineering 
would  reduce  the  preliminary  cost  of  survey  by  50  p.c.  and 
likewise  reduce  the  duration  of  these  surveys  by  at  least 
the  same  amount.  For  instance,  it  is  proposed  to  build  a 
line  from  St.  Felicien  and  Lake  St.  John,  to  that  lake  of 
mystery,  called  Mistassini.  I  roughly  calculate  the  dis- 
tance at  200  miles.  With  a  base  at  St.  Felicien,  and  using 
a  small  light  Curtiss  machine  equipped  with  the  oblique 
photograph  apparatus  (45  degrees),  a  reconnaissance 
survey  could  easily  be  made ;  and  in  the  course  of  a  month, 
with  the  data  supplied  by  these  photographs,  a  location 
could  be  tried,  which,  I  am  of  the  opinion,  would  fit  in. 
The  extent  of  line  generally  allotted  to  each  party  of  engi- 
neers on  this  work,  is  roughly  from  40  to  50  miles  long; 
each  working  towards  the  other,  so  as  to  join  up.  On  deter- 
mining the  line  to  be  followed,  from  the  reconnaissance 
survey,  how  easy  it  would  be  to  place  each  party  at  the 
desired  point  where  their  survey  is  to  commence  by 


means  of  the  hydroplane  working  from  the  base.  The 
parties  could  also  be  supplied  with  provisions  by  the  same 
method.  In  other  words,  I  believe  the  aeroplane  has 
arrived  to  stay,  and  is  bound  to  revolutionize  the  old 
methods  of  the  location  engineer. 

Again,  the  outline  of  our  lakes,  outlets  and  inlets  in 
the  north  are  in  a  large  number  of  cases  so  imperfectly 
explored  and  known,  that  one  can  get  but  a  vague  idea 
from  Government  maps  of  what  really  exists  there.  All 
these  could  be  quite  clearly  outlined  and  recorded,  in 
exact  position,  by  means  of  the  hydroplane  at  a  high  alti- 
tude, using  a  photographic  apparatus  with  telescopic 
lamps. 

The  machine  that  could  be  used  for  this  purpose, 
would  be  the  Curtiss  biplane,  carrying  two  men  with  a 
cruising  radius  of  4  hours,  and  a  speed  of  75  miles  per 
hour,  minimum,  at  the  cost  of  $7,000.00  per  machine. 
For  transportation  purposes,  the  Caproni  triplane, 
which  is  manufactured  in  the  United  States,  can 
carry  20  men,  or  5000  pounds  at  the  speed  of  85  miles 
per  hour,  with  a  cruising  radius  of  5  hours,  and  costing- 
Si  7,000.00. 

Another  advantage  which  must  be  considered  is  the 
employment  of  our  young  men  who  are  returning  from 
overseas,  who  have  qualified  as  pilots  and  observers  in 
the  Royal  Flying  Corps.  It  is  needless  to  say  that  much 
time  and  labor,  beside  expense,  has  been  devoted  to  the 
training  and  development  of  these  men,  which  expert 
knowledge  should  bring  some  results  for  the  benefit  of 
the  country  which  has  trained  them. 

In  conclusion,  I  believe  that  a  general  idea  has  been 
given  of  the  advantages  of  the  aeroplane  in  the  develop- 
ment of  new  countries,  but  it  has  been  general  more  than 
technical.  This  is  a  matter  that,  if  my  suggestion 
should  be  favorably  considered,  could  be  gone  into  in 
detail,  I  am  sure,  to  the  satisfaction  of  interested  parties. 
Yours  truly, 

R.    DE  LA  BRUERE  GlROUARD, 

Lieut.-Col.,  A.M.E.LC. 

Action  Requested 

Editor,  Journal: — 

I  feel  that  it  would  be  wrong  not  to  say  a  word  in 
favor  of  the  appointment  of  a  Committee  by  The  Institute 
to  wait  on  the  Civil  Service  Commission  of  Canada,  with 
reference  to  a  salary  schedule  for  engineers. 

It  is  time  now  that  such  comparisons  of  requirements 
and  salaries  as  appeared  in  your  January  issue  be  corrected 
by  the  sheer  weight  of  The  Institute  rather  than  by  any 
other  means.  I  hope  that  the  committee  appointed  will 
realize  the  force  of  sentiment  behind  them,  and  that  they 
have  the  support  of  the  majority  of  the  members 
of  The  Institute.  From  you,  Mr.  Secretary,  we  are 
looking  for  a  full  report  from  this  committee  from  time  to 
time.  There  is  now  being  organized  throughout  the 
United  States  a  union  of  engineers  and  draughtsmen  to 
be  affiliated  with  the  American  Federation  of  Labor,  and 
it  depends  largely  on  the  progress  made  by  your 
committee  whether  or  not  this  union  will  take  root 
in  Canada.  You  who  detest  the  sound  of  this  latter 
expression,  will  do  well  to  catch  up  with  the  signs  of  the 


340 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


times,  and  read  "  Progress  in  Engineering  Society  Organi- 
zation in  1918  "  (See  Engineering  News-Record,  January 
23rd,  1919),  and  note  particularly  what  the  editor 
says  with  regard  to  new  plans,  new  machinery,  and  new 
men. 

Messrs.  Committee;  dont  be  afraid  to  talk  salaries. 
It  was  part  of  the  code  of  ethics  of  The  Institution  of 
Civil  Engineers  of  Great  Britain,  when  it  was  formed  on 
January  2nd,  1818.  In  1910,  it  became  a  part  of  the  rules. 
A.  B.  Warburton  and  the  Hon.  Wm.  Pugsley  spoke  at  the 
Eleventh  Parliament  of  Canada  on  January  17th,  1910, 
concerning  the  "  Status  of  Engineers,"  and,  thanks  to  our 
lawyer  friends,  these  two  men  said  a  lot  for  us,  but 
evidently  they  got  no  support  from  the  then  Canadian 
Canadian  Society  of  Civil  Engineers.  Mr.  Warburton 
stated:  "  When  the  Civil  Service  Act  of  1876  was  passed 
the  engineers  seemed  to  have  been  overlooked  and  in 
different  acts  that  have  been  passed  since  that  time  as 
far  as  I  have  been  able  to  see  they  are  still  out  in  the  cold." 
Ye  gods,  we're  out  in  the  cold  even  yet  in  1919,  but  the 
signs  point  to  warmer  weather  soon. 

As  our  friend  said  in  your  January  issue:  "  Let  us 
get  at  it  and  have  a  real  one  and  have  it  over  with." 

Yours  very  truly, 
The  Opposition. 

Employment  Bureau 

Editor,  Journal: — 

On  page  278  of  the  issue  of  Engineering  News-Record 
of  Feb.  6,  1919,  there  appears  a  very  good  suggestion 
under  the  name  of  "  Operating  an  Employment  Bureau 
for  Civil  Engineers."  It  appears  to  me  that  the  strong 
recommendation  of  this  scheme  is  the  fact  that  everyone 
of  the  Cornell  graduates  is  included  whether  he  is  success- 
ful and  satisfied  or  a  misfit  and  carrying  a  grouch.  It 
must  have  a  tendency  to  make  the  successful  and  influen- 
tial men  take  more  or  less  interest  in  the  welfare  of  the 
less  successful  and  thereby  open  up  channels  by  which 
those  unsatisfied  ones  may  attain  a  field  of  greater  breadth 
and  usefulness.  It  seems  to  me  that  before  any  great 
length  of  time  the  employers  of  engineering  knowledge 
would  begin  to  look  to  this  bureau  as  a  reliable  place 
to  fill  their  needs  and  the  demand  on  it  would  continually 
increase.  Thus  it  would  be  of  double  value — to  the  em- 
ployer and  to  the  employee.  Why  could  The  Institute  not 
maintain  such  a  bureau  and,  by  so  doing,  direct  desirable 
men  to  those  positions  which  they  are  best  suited  to 
occupy  ? 

I  would  like  also  to  criticize  to  a  greater  or  less  extent 
your  present  column  "  Employment  Bureau "  in  The 
Journal.  Throughout  the  reading  matter  in  The  Journal 
we  find  very  commendable  pleas  for  higher  salaries  and 
legislation  for  the  engineer.  On  this  we  all  agree,  but 
why,  in  the  Employment  Column,  keep  oh  publishing  a  list 
of  those  manifestly  inferior  position  which  do  not  carry 
enough  salary  to  keep  a  man  properly  clothed.  I  have 
especially  noticed  some  of  the  Civil  Service  openings  in  this 
regard.  Do  you  not  think  The  Journal,  and  thereby  the 
profession  is  being  cheapened  in  the  public  eye  by  these 
glaring  inconsistencies.     Why  not  refuse  such  advertising  ? 


In  the  above,  I  have  attempted  not  to  knock,  but  to 
criticize  constructively.  If  any  of  the  points  are  worth 
consideration  you  are  quite  at  liberty  to  use  this  in  any 
manner  you  may  think  fit. 

Yours  truly, 

N.  L.  Somers, 

AM.E.I.C. 

Basis  of  Legislation 

Editor,  Journal: — 

In  order  to  reach  a  satisfactory  basis  on  which  to 
build  up  legislation  affecting  the  engineering  profession, 
it  becomes  necessary  to  analyze  the  various  lines  of 
activity,  and  to  determine  the  fundamental  elements 
entering  into  the  complex  structure  commonly  known  as 
engineering.  There  are  three  phases  common  to  all 
branches  of  professional  engineering:  (1)  Investigation; 
(2)  Design;    (3)  Management. 

Investigation  or  research  consists  in  making  measure- 
ments and  analyses,  in  adjusting,  compiling  and  co- 
ordinating data  and  in  formulating  conclusions  or  laws. 

Design  includes  the  application  of  the  above  principles 
to  practical  problems  according  to  standardized  methods 
and  formulae  as  well  as  individual  initiative  or  invention. 

Management  covers  the  realm  of  executive  control 
of  construction  and  is  dependent  on  the  preceding  divisions, 
with  the  addition  of  commercial  and  economic  factors. 

No  one  man  can  hope  to  master  all  these  various 
phases.  Even  the  most  experienced  must  rely  on  the 
co-operation  of  his  fellow-workers,  each  in  his  own  respec- 
tive sphere,  and  a  lifetime  may  be  well  spent  without 
attaining  to  the  most  lucrative  position  of  manager. 
Those  who  occupy  executive  positions  have  the  power  to 
raise  or  lower  the  status  of  the  profession  according  to 
their  attitude  toward  those  engineers  who  are  associated 
with  them  in  their  work.  I  do  not  use  the  term  "  subor- 
dinate to  them,"  as  I  believe  of  all  organizations  the 
engineering  profession  should  be  the  most  democratic. 
No  form  of  legislation  can  accomplish  the  end  we  desire 
without  a  proper  attitude  within  our  own  ranks  toward 
the  rights  and  interests  of  one  another. 

Sincerelv  yours, 

G.  B.  McColl,  A.M.E.I.C. 

Overseas  Correspondence 

Cigarettes  received  in  good  condition.  Thanks  very 
much.  It  is  so  cheering  to  know  that  though  we  have  so 
long  awav  from  home  our  friends  do  not  forget  us. 

Lieut.  J.  R.  S.  Sutherland,  A.M.E.I.C, 
371st  Company,  R.E., 
B.E.F., 

France. 

*        *        * 

I  wish  to  thank  you  and  the  Council  and  members  for 
the  gift  of  cigarettes  which  I  received  today. 
Ycur  kindness  is  very  much  appreciated. 
Yours  sincerely, 
Major  A.  P.  Linton,  A.M.E.I.C, 
1st  Bridging  Company, 
Canadian  Railway  Troops, 

Alexandria,  Egypt. 
February  18th,  1919. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


341 


REPORT  OF  COUNCIL  MEETING 


The  regular  monthly  meeting  of  the  Council  was 
held  at  the  rooms  of  The  Institute,  176.  Mansfield  Street, 
on  Tuesday,  March  25th,  at  8.15  P.M. 

Present,  Messrs.  Walter  J.  Francis,  Vice-President, 
in  the  chair;  Arthur  Surveyer,  John  Murphy,  G.  Gordon 
Gale,  J.  M.  Robertson,  R.  A.  Ross,  H.  H.  Vaughan, 
A.  R.  Decary,  Ernest  Brown,  G.  H.  Duggan. 

Previous  Minutes: — The  minutes  of  the  previous 
meeting  were  taken  as  read. 

Secretary's  visit  to  new  Branches — Windsor  and 
Niagara  Falls: — The  Secretary  reported  on  his  visit  to 
Niagara  Falls,  where  an  enthusiastic  meeting  of  about 
seventy-five  engineers  was  held,  with  the  result  that  an 
application  was  presented  for  the  formation  of  a  branch 
to  be  known  as  the  Niagara  Peninsula  Branch. 

At  Windsor  a  meeting  of  about  40  took  place,  fol- 
lowing a  dinner,  at  the  Chamber  of  Commerce.  Everyone 
present  spoke  and  it  was  seen  that  there  was  a  lively 
spirit  manifested  in  engineering  affairs  in  the  Border 
Cities. 

Recommendations  of  Executive  Committee: — The  recom- 
mendations of  the  Executive  Committee,  which  held  two 
meetings  since  the  last  meeting  of  Council,  were  noted 
and  approved. 

Classifications: — Classifications  for  admission  and 
transfer  were  considered  for  the  next  ballot. 

The  Secretary  requested  instructions  as  to  what 
papers  should  be  sent  to  the  branches  when  referring 
applications  of  residents  to  the  branch  executives.  It  was 
decided  that  the  record  of  the  applicant  when  resident  at 
a  branch  centre  be  sent  in  every  instance  to  the  Secretary 
of  the  branch  for  the  consideration  of  the  branch  executive 

Special  Legislation  Committee: — The  following  dele- 
gates appointed  by  the  branches  as  a  special  committee 
to  meet  at  headquarters  on  April  5th,  were  approved  :— 

Ottawa  Branch R.  F.  Uniacke. 

Montreal  Branch Arthur  Surveyer. 

Quebec  Branch A.  R.  Decary. 

St.  John  Branch C.  C.  Kirby. 

Halifax  Branch C.  E.  W.  Dodwell. 

Toronto  Branch Willis  Chipman. 

Sault  Ste.  Marie  Branch.  .  .Newton  L.  Somers. 

Manitoba  Branch J.  M.  Leamy. 

Calgary  Branch F.  H.  Peters. 

Edmonton  Branch R.  J.  Gibb. 

Vancouver  Branch A.  G.  Dalzell. 

Victoria  Branch A.  E.  Foreman. 

Hamilton  Branch E.  R.  Gray. 

Saskatchewan  Branch G.  D.  Mackie. 

Alberta  Division  Branch.  .   F.  H.  Peters  and  R.  J. 

Gibb. 

Memorial  to  Government: — The  opinions  of  Council- 
lors and  branches  in  respect  of  a  proposed  memorial  were 
noted  and  the  Secretary  instructed  to  forward  the  amended 
memorial  to  the  Federal  Government  and  Provincial 
Governments. 


Soldiers'  Civil  Re-establishment:— -The  Secretary's  report 
of  the  meeting  of  representatives  of  The  Institute, con- 
sisting of  Lieut. -Col.  C.  N.  Monsarrat,  G.  Gordon  Gale  and 
himself,  with  three  of  the  Cabinet  Ministers,  on  Saturday, 
March  1st,  at  the  office  of  Hon.  J.  A.  Calder,  in  Ottawa,  at 
which  time  the  letter  of  the  President  and  Council  offering 
the  services  of  The  Institute  was  presented,  together  with 
a  letter  from  Col.  A.  Macphail,  was  approved.  The 
Secretary  outlined  the  situation  in  relation  to  the  work 
being  done  by  the  Government  in  establishing  offices  to 
assist  in  the  employment  of  returned  officers.  Lieut.  F.  S. 
Rutherford,  A.M.E.I.C.,  was  appointed  by  Major  Anthes 
to  establish  offices,  and  both  he  and  Major  Anthes  had 
expressed  their  desire  for  the  co-operation  of  The  Institute. 
The  matter  had  also  been  taken  up  with  the  Canadian 
Mining  Institute  where  co-operation  was  promised  and 
also  in  Montreal  with  the  Electrical  Luncheon  Club.  The 
various  branches  had  been  written  to  with  the  suggestion 
that  they  appoint  committees  and  a  number  of  responses 
had  been  received. 

The  Ministers  had  expressed  their  pleasure  at  the 
offer  of  the  President  and  Council  and  stated  that  they 
wished,  when  the  details  of  co-operation  of  our  Institute 
with  the  Government  were  worked  out,  to  have  them 
presented  for  approval.  They  agreed  with  the  suggestion 
made  that  the  Secretary  be  appointed  by  the  Government 
in  an  official  capacity  in  this  connection. 

Proposed  organization  of  C.I.E.E. — A  summary  of 
the  situation  as  outlined  in  the  correspondence  received 
with  reference  to  a  proposal  to  establish  a  Canadian 
Institute  of  Electrical  Engineers,  was  presented,  dealing 
with  a  proposal  that  had  arisen  in  Toronto  to  establish  a 
Canadian  Insitute  of  Electrical  Engineers  in  affiliation 
with  the  A.I.E.E.  An  abstract  from  the  correspondence 
on  the  subject  from  A.  A.  Dion,  A.  H.  Harkness,  Chairman 
of  the  Toronto  Branch,  Professor  Peter  Gillespie,  Member 
of  Council,  Toronto,  was  presented  showing  that  they 
were  strongly  of  the  opinion  that  Council  should  take 
cognizance  of  the  situation  and  endeavor  to  make  The 
Institute  still  more  attractive  for  electrical  and  mechanical 
engineers.  Further  correspondence  was  shown  from 
John  Murphy,  Member  of  Council,  who  outlined  his 
idea  of  the  situation  that  he  felt  that  the  matter  should  be 
left  with  the  electrical  members  of  The  Institute.  He 
presented  a  suggestion  of  A.  B.  Lam  be,  to  the  effect  that  an 
effort  be  made  to  secure  the  proceedings  of  the  American 
Institute  of  Electrical  Engineers  so  that  they  could  be 
supplied  to  members  at  a  reduced  rate.  A  similar  sug- 
gestion was  also  forwarded  by  another  member  of  both 
Institutes  together  with  an  outline  of  his  views  on  the 
subject.  A  committee  consisting  of  John  Murphy, 
Chairman,  W.  A.  Bucke  and  Julian  C.  Smith,  was 
appointed  to  confer  and  make  any  suggestions  in 
connection  with  the  matter. 

Committee  on  International  Affiliation.  The  sug- 
gestion of  Alfred  D.  Flinn,  Secretary  of  the  Engineering 
Council,  was  acted  upon,  to  the  effect  that  The  Engineering 
Institute  of  Canada  appoint  a  committee  to  co-operate 
with  the  committee  already  appointed  by  the  Engineering 
Council,  consisting  of  Charles  F.  Loweth,  Henry  A. 
Lardner  and  H.  C.  Parmelee,  for  the  purposes  of  con- 
ferring with  the  suggested  committee  of  The  Institute. 
A  committee  consisting  of  H.  H.  Vaughan,  Chair- 
man, John  Murphy  and  G.  H.  Duggan  was  appointed. 


342 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Date  of  Western  Professional  Meeting. — The  date  of 
the  Western  Professional  Meeting  to  be  held  at  Edmonton, 
as  selected  by  the  Western  Branches  for  July  10th,  11th 
and  12th,  was  approved. 

Reports  of  Committees: — The  suggestions  made  at  the 
Annual  Meeting  by  the  Committees  on  Roads  and 
Pavements  and  Steam  Boiler  Specifications  were  approved, 
and  the  Report  of  the  Committee  on  Steel  Bridges  was 
referred  back  for  any  recommended  changes. 
P*  Advance  to  Ontario  Provincial  Division: — The  request 
of  Geo.  Hogarth,  Secretary  of  the  Ontario  Provincial 
Division  for  a  grant  of  $50  for  the  Division  was  granted. 

Ontario  Provincial  Division: — The  officers  of  the  Ontario 
Provincial  Division  were  approved  as  follows:— 

Chairman,  J.  B.  Challies ;  Sec-Treasurer,  Gee. 
Hogarth;  representing  Toronto  Branch,  Geo.  Hogarth; 
representing  Ottawa  Branch,  J.  B.  Challies;  representing 
Hamilton  Branch,  E.  R.  Gray;  representing  Sault  Ste. 
Marie  Branch,  W.  S.  Wilson. 

Non-Resident  Members:  W.  H.  Magwood,  Cornwall; 
G.  R.  Munroe,  R.  L.  Dobbin,  Peterboro;  J.  L.  Morris, 
Pembroke;  R.  J.  McClelland,  Kingston;  G.  H.  Bryson, 
Brockville;  A.  C.  D.  Blanchard,  Niagara  Falls;  T.  H.  Jones, 
Brantford;  J.  L.  Weller,  St.  Catharines;  S.  B.  Clement, 
North  Bay;  Jas.  A.  Bell,  St.  Thomas;  L.  M.  Jones 
Port  Arthur;  [V.  A.  Belanger,  l'Orignal;  and  the  local 
Councillors;  also  that  when  the  By-Laws  were  amended, 
that  E.  R.  Gray  be  Vice-Chairman. 

Alberta  Division: — The  officers  of  the  Alberta  Division 
for  1919.  were  approved,  as  follows:— 

Chairman,  L.  B.  Elliot;  Sec-Treasurer,  R.  J.  Gibb; 
representing  Calgary  Branch,  F.  H.  Peters,  S.  G.  Porter; 
representing  Edmonton  Branch,  R.  Cunningham,  A.  W. 
Haddow;  non-resident  members,  E.  N.  Ridley,  C.  S. 
Dewis;  and  the  local  Councillors. 

St.  John  Harbour: — Attention  was  drawn  in  a  letter 
from  C.  C.  Kirby  to  the  fact  that  the  Harbour  of  St. 
John  was  about  to  be  taken  over  by  the  Government. 
A  proposed  letter,  submitted  by  the  Secretary,  addressed 
to  the  Minister  of  Public  Works,  was  considered  and  after 
slight  amendments  was  ordered  to  be  forwarded  to  the 
Government. 

Secretary's  Western  Trip: — The  Secretary  was  in- 
structed to  arrange  to  visit  the  Western  Branches  during 
June  and  July,  at  a  time  to  make  it  convenient  to  be 
present  at  the  Western  Professional  meeting  at  Edmonton. 

Councillors  Visiting  Branches: — Approval  was  given 
to  the  proposal  that  members  of  Council  when  in  other 
cities,  should  make  it  a  point  of  getting  in  touch  with  the 
officers  of  the  local  branch  and,  if  possible,  arrange  to 
address  the  members. 

Niagara  Peninsula  Branch:  The  application  to  esta- 
blish a  branch  of  The  Institute  to  be  known  as  the  Niagara 
Peninsula  Branch,  as  follows,  was  approved : — 

March  4th,  1919 
To  the  Council, 

The  Engineering  Institute  of  Canada, 
Montreal,  Que. 
Gentlemen: 

We,  the  undersigned  corporate  members  of  The 
Engineering    Institute    of   Canada,    hereby   make    formal 


application  for  the  establishment  of  a  Branch  to  be  known 
as  the  Niagara  Peninsula  Branch:  A.  C.  D.  Blanchard, 
H.  L.  Bucke,  Norman  R.  Gibson,  Walter  Jackson,  John 
H.  Jackson,  G.  F.  Hanning,  J.  B.  Goodwin,  F.  C.  Jewett, 
W.  P.  Near,  H.  D.  Dawson,  Alex.  J.  Grant,  W.  H.  Sullivan. 
J.  C.  Moyer,  F.  N.  Rutherford,  D.  H.  Fleming,  A.  S.  Cook. 
R.  H.  Harcourt,  Alex.  Milne,  H.  M.  Belfour,  D.  T.  Black. 

The  following  officers  were  approved:  Chairman, 
A.  C.  D.  Blanchard;  Vice-Chairman,  W.  P.  Near;  Sec- 
Treasurer,  R.  P.  Johnson;  and  approval  was  given  of  an 
advance  of  $50  on  account  of  rebates  to  be  sent  to  the 
Secretary-Treasurer.  It  was  suggested  that  electrical 
men  be  given  full  representation  on  the  Executive  of  this 
Branch. 

Border  Cities  Branch: — The  name  "  Border  Cities 
Branch  "  for  the  new  Branch  established  at  Windsor  and 
adjacent  cities  was  approved,  and  approval  given  for  an 
advance  on  rebates  of  $50  to  be  forwarded  the  Secretary- 
Treasurer. 

Miscellaneous  Letters.  The  letter  from  Calvin 
W.  Rice  expressing  appreciation  of  the  courtesy  extended 
to  the  representative  of  the  American  Society  of  Mechan- 
ical Engineers  at  the  Annual  Meeting  of  The  Institute 
was  noted. 

Engineering  Standards: — The  acknowledgment  by 
H.  H.  Vaughan  of  a  subscription  of  $200  to  the  Canadian 
Engineering  Standards  Association  was  noted. 

A  letter  from  Gen.  Mewburn  to  Col.  Monsarrat  in 
connection  with  The  Institute  s  Roll  of  Honor  was  noted. 

A  letter  from  R.  W.  Macintyre  with  reference  to 
Council  matters  was  read  and  discussed. 

Business  to  be  Transacted  at  Council  Meetings: — It  was 
resolved  that  the  regular  monthly  meetings  of  Council 
take  up  the  more  serious  business,  leaving  matters  of 
routine  to  be  dealt  with  at  an  adjourned  meeting  two 
weeks  later,  and  that  the  Executive  Committee  of  the 
Council  meet  on  Monday  afternoon  between  the  regular 
adjourned  meetings  and  on  one  Monday  afternoon  pre- 
ceding the  regular  Council  meeting. 

Daylight  Saving: — The  following  telegram  was  sent 
addressed  to  the  Acting  Prime  Minister:  "  Council  of  The 
Engineering  Institute  of  Canada  most  heartily  endorses 
daylight  saving  bill  and  strongly  urges  that  Government 
take  action  therewith." 

Eederal  Government  Salaries: — In  view  of  the  resolu- 
tion of  the  Manitoba  and  Quebec  Branches,  the  Secretary 
was  instructed  to  write  each  Branch  giving  the  personnel 
of  The  Institute  Committee,  outlining  the  details  of  the 
situation  and  stating  that  the  schedule  of  increases"  was 
not  yet  available. 

Salary  Schedule: — A  resolution  of  the  Quebec  Branch 
suggesting  that  every  member  of  The  Institute  take  up  the 
question  with  its  local  Member  of  Parliament  of  securing 
his  support  of  the  measure  to  be  presented  to  the  Govern- 
ment dealing  with  increased  salaries,  was  read.  •  In  view 
of  the  importance  of  this  matter,  the  Secretary  was 
instructed  to  insert  a  display  notice  in  The  Journal 
bringing  this  to  the  attention  of  all  members  of  The 
Institute. 

Electro-Technical  Committee: — The  suggestion  of  Dr. 
L.  A.  Herdt  that  the  Canadian  Committee  of  the  Electro- 
Technical  Committee  be  continued  for  the  present  time 
was  ratified. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


343 


Stationary  Engineers  of  Quebec: — Note  was  made  of  a 
letter  from  the  Montreal  Branch  stating  that  no  bill  for 
the  stationary  engineers  of  Quebec  was  at  present  before 
the  Provincial  Legislature. 

Method  of  Classification: — Letters  from  three  members 
were  presented  dealing  with  the  subject  of  classification 
of  applications  and  the  Secretary  was  instructed  to  write 
giving  an  outline  of  the  method  of  classification  of  such 
applications. 

Availability  of  Lantern  Slides: — It  was  resolved  that 
lantern  slides  for  various  papers  be  prepared  by  The 
Institute  and  preserved  for  the  use  of  all  branches. 

Affiliates: — It  was  resolved  that  a  form  for  affiliates 
be  designed,  copies  of  which  to  be  sent  to  the  branches. 

Resolution  of  Toronto  Branch  re  reconstruction  : — A 
resolution  of  the  Toronto  Branch  with  rejerence  to 
reconstruction  for  the  purposes  of  providing  employ- 
ment, was  presented.  It  was  decided  that  inasmuch 
as  the  suggestion  outlined  in  the  Toronto  Branch  is 
outlined  in  a  Memorial  going  forward  to  the  Government 
and,  in  view  of  the  assurances  of  the  Minister  of  Public 
Works,  at  the  Ottawa  meeting  that  every  possible  aid 
would  be  given  to  public  works,  it  would  be  inadvisable 
to  forward  this  resolution  to  the  Federal  Government. 
The  Secretary  was  instructed  to  pass  it  on  to  the  provincial 
divisions  for  their  consideration  and  action,  if  considered 
advisable. 

Resolution  of  Toronto  Branch  re  co-operation  regarding 
Legislation  : — The  Secretary  submitted  a  resolution  from 
the  Toronto  Branch  with  reference  to  co-operation  between 
the  Toronto  delegate  of  the  Committee  on  Legislation, 
Willis  Chipman,  and  the  various  technical  bodies  in 
Ontario,  which  was  noted. 

Board  of  Examiners  and  Education: — The  Committee 
of  Board  of  Examiners  and  Education  was  re-appointed 
as  follows: — H.  M.  MacKay,  Chairman,  Arthur  Surveyer, 
Secretary,  Ernest  Brown,  J.  M.  Robertson,  R.  deL. 
French,  R.  S.  Lea,  A.  R.  Roberts. 

Elections  and  Transfers  Effected 

Members 

Denis,  L.  G.,  B.Sc,  of  Ottawa,  since  1910,  Hydro- 
Electric  Engineer,  Commission  of  Conservation,  Ottawa, 
Ont.;  Gaines,  E.  C..  B.S.  (E.E.),  of  Montreal,  in  charge  of 
crane  and  conveyor  department,  Dominion  Bridge  Com- 
pany, Montreal;  Hobson,  Robert,  of  Hamilton,  Ont., 
President,  Steel  Company  of  Canada,  Hamilton;  Hunger- 
ford,  S.  J.,  of  Toronto,  Assistant  Vice-President,  C.N.R., 
Canadian  Government  Railways,  Toronto;  Larson,  C.  H., 
B.S.,  of  Cabri,  Sask.,  municipal  engineer,  R.  M.  Riverside, 
Sask.;  Palmer,  R..  K,  B.Sc,  of  Hamilton,  chief  engineer, 
Hamilton  Bridge  Company,  Hamilton;  Reid,  J.  A., 
B.Sc,  of  Cobalt,  Ont.,  field  enginer  and  mining  geologist 
for  M.  J.  O'Brien,  Ltd.,Cobalt,  Ont.;Tobey,  W.M.M.A., 
of  Ottawa,  Assistant  Superintendent  and  Geodesist  of  the 
Geodetic  Survey,  Ottawa;  Ward  well,  W.  H.,  of  West- 
mount,  Que.,  1918,  Major  U.  S.  Reserve;  on  special  duty 
in  France  with  the  construction  depar  ment  of  the 
Aviation  Section  of  the  Signal  Corps,  Weeks,  M.  B., 
B.A.Sc,  of  Regina,  Director  of  Surveys  for  the  Province  of 
Saskatchewan,  Regina. 


Associate  Members 

Bellows,  W.  S.,  B.Sc,  of  Fort  William,  Ont.,  member  of 
firm,  Fegles-Bellows  Engr.  Company,  Ltd.,  Fort  William, 
Ont.,  Brown,  G.  J.,  E.  E.,  of  Winnipeg,  Man.,  assistant 
engineer  of  mechanical  services,  Province  of  Manitoba, 
Winnipeg;  Buchanan,  C.  A.,  of  Levis,  Que.,  at  present  4th- 
year  student  in  civil  engineering  at  McGill  University; 
Duperron,  A.,  B.A.Sc,  of  Montreal,  since  1917,  in  charge 
of  designing,  Quebec  Streams  Commission,  Montreal; 
Eager,  A.  H.,  of  Winnipeg,  Man.,  mechanical  superin- 
tendent, western  lines  of  the  Canadian  National  Railways, 
Winnipeg;  Howarth,  C,  of  Calgary,  Alta.,  since  1915; 
chief  engineer,  United  Grain  Growers,  Limited,  Calgary, 
Hubbard,  F.  W.,  of  Hamilton,  Ont.,  assistant  engineer, 
T.  H.  &  B.  Railway  on  Port  Maitland  Harbor  facilities; 
Huether,  A.  D.,  B.A.Sc,  of  Niagara  Falls,  Ont.,  instru- 
mentman  for  Hydro-Electric  Power  Commission,  Niagara 
Falls;  MacPherson,  A.  R.,  B.A.Sc,  of  Hamilton,  since 
1909,  with  P.  H.  Secord  &  Sons,  as  superintendent  and 
manager  on  building  construction,  etc.,  Hamilton;  Milne, 
W.  G.,  of  Hamilton,  Ont.;  since  1910,  with  the  Hamilton 
Bridge  Company  in  various  capacities,  at  present  occupied 
with  special  features  of  ship  construction;  Mills,  G.  A., 
B.S.  (E.E.),  of  Winnipeg,  Man.,  electrical  engineer,  in 
charge  of  power  and  transmission  with  Winnipeg  Electric 
Railway  Co.,  Winnipeg;  Morley,  J.  H.,  of  Wabana,  Nfld., 
since  1915  engineer  in  charge  of  Wabana  Mines,  Nfld.; 
Munroe,  S.,  of  Vancouver,  resident  engineer,  maintenance 
of  way  department.  C.N.R.,  Vancouver;  Neville,  E.  A., 
B.Sc,  of  Windsor.  Ont.,  assistant  to  city  engineer,  Wind- 
sor; Robinson,  R.  C,  of  Saskatoon,  Sask.,  resident 
engineer,  C.N.R.,  Saskatoon;  Sandover-Sly,  R.  J.,  of 
Saskatoon,  Campbellton,  N.B.,  since  1911  town  engineer, 
Campbellton;  Sedgwick,  A.,  (S.P.S.,  Toronto),  since 
1911  assistant  engineer,  Ontario  Department  of  Public 
Highways,  Toronto;  Smaill,  F.  H.,  of  Regina,  Sask., 
with  Saskatchewan  Government  as  assistant  in  charge 
of  survey  party,  at  present  overseas,  Lieutenant  in 
Canadian  Expeditionary  Forces;  Timm,  C.  H.,  of 
Westmount,  Que.,  since  1915  with  Dominion  Bridge 
Company,  as  chief  draftsman  in  charge  of  mechan- 
ical superintendent's  drawing  office,  Montreal;  Vaughan, 
F.  P.,  of  St.  John,  N.B.,  engineer  and  manager,  the 
Vaughan  Electric  Co.,  St.  John;  Viens,  E.,  B.  A.,  of 
Ottawa,  Ont.,  since  1916,  director  of  laboratory  for 
testing  materials,  Department  of  Public  Works,  Ottawa. 

./  uniors 
MacTavish,  W.  I.,  S.P.S.,  Toronto,  of  Toronto,  Ont., 
since  1912,  assistant  engineer,  Department  of  Public 
Works,  Toronto;  Nesham,  L.  C,  B.Sc,  of  Ottawa,  Ont., 
draftsman,  Department  of  Railways  and  Canals,  Ottawa; 
Owens,  J.  E.,  B.Sc,  of  St.  John,  N.B.,  since  1916,  office 
engineer,  St.J.  &  Que.  Ry.,  St.  John. 

Transferred  from  the  Class  of  Associate  Member  la  that  of 

Member 
Armstrong,  J.,  B.A.Sc,  of  Winnipeg,  Man.,  divisional 
engineer,  Greater  Winnipeg  Water  District,  Winnipeg; 
Bond,  F.  L.  C,  Major,  B.Sc,  of  Montreal,  serving  in 
France  for  2  years  as  company  commander,  10th  Batt., 
Batt.,  C.R.T.,  at  present  chief  engineer,  G.T.R.,  Montreal; 
Leamy,  J.  M.,  of  Winnipeg,  Man.,  since  1918,  member  of 
■  Federal  Lignite  Commission,  Winnipeg. 


344 


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BRANCH  NEWS 


Hamilton  Branch 

//.  B.  Dioight,  A.M.E.I.C,  Sec'y-Treas. 

The  Hamilton  Branch  of  The  Engineering  Institute  of 
Canada  held  an  open  meeting  at  the  Recital  Hall,  Conser- 
vatory of  Music,  on  the  evening  cf  January  30th,  at  which 
an  interesting  and  instructive  address  was  given  by 
E.  L.  Cousins,  A.M.E  I.C.,  Chief  Engineer  of  the  Toronto 
Harbour  Commissioners.  His  theme,  which  afforded  him 
great  scope  for  deccription,  was  the  wonderful  development 
which  has,  cf  recent  years,  transformed  Toronto  harbor. 
By  a  series  of  lantern  slides  he  showed  the  plans  of  the 
four-mile  harbor  front  and  the  reclamation  of  the  Island, 
as  well  as  the  Don  improvements.  The  whole  scheme  was 
a  most  comprehensive  one.  The  Toronto  Harbor  Com- 
mission, assisted  by  large  grants  from  the  Dominion 
Government,  have  been  enabled  not  only  to  do  much 
preliminary  work,  but  to  put  into  active  operation  their 
well-defined  plans  for  industrial  development,  and  parks 
and  recreation  grounds  so  necessary  as  breathing  spots  for 
the  citizens.  While  the  harbor  commissioners  had  many 
difficulties  to  encounter,  by  means  of  legislation  they  were 
able  to  acquire  the  riparian  rights  which  were  so  essential 
to  the  completion  of  their  improvements. 

The  series  of  slides,  accompanied  by  the  technical 
references  to  all  the  engineering  work,  was  not  only 
appreciated  by  the  members  of  the  Hamilton  Branch  of 
The  Engineering  Institute,  but  to  the  lay  mind  showed  at  a 
glance  the  results  that  may  be  accomplished  by  having 
a  well-defined  plan,  with  energy  and  skill  to  carry  it 
forward,  and  the  necessary  Government  aid  and  public 
support  in  an  undertaking  of  as  great  magnitude  as  the 
reclamation  of  land  and  the  advancement  of  the  pro- 
gressive plans  now  being  perfected  in  the  Toronto  harbor. 
As  these  various  slides  were  presented  on  the  screen 
much  interest  was  evinced  by  the  audience  in  seeing  the 
actual  work  being  done,  the  construction  and  launching  of 
steel  ships ;  and  learning  of  all  the  detail  of  reclaimed  lands, 
suction  dredge  filling,  concrete  blocks,  contract  work  and 
construction,  which  the  Harbor  Commission  do  by  tender, 
the  board  with  their  engineering  staff  being  open  compe- 
titors. 

E.  R.  Gray,  A.M.E.I.C,  Chairman  of  the  Hamilton 
Branch,  occupied  the  chair. 

Halifax  Branch 

K.  II.  Smith,  A.M.E.I.C,  Sec'y-Treas. 

At  the  regular  meeting  of  the  Halifax  Branch,  held 
on  March  20th,  W.  G.  Gordon,  Transportation  Engineer, 
Canadian  General  Electric  Co.,  read  an  interesting  and 
instructive  paper  on  the  subject  of  "  Main  Line  Railway 
Electrification  in  Canada,"  with  special  reference  to  the 
Moncton-Halifax  Line  of  the  Canadian  National  Railways. 
The  address  was  illustrated  with  lantern  slides,  and  was 
largely  attended  by  local  and  outside  engineers  and  others 
interested  in  the  subject. 


Mr.  Gordon  is  a  son  of  Dr.  Gordon,  who  lately  resigned 
as  principal  of  Queen's  University,  and  formerly  resided 
at  Halifax. 

In  dealing  with  this  subject,  Mr.  Gordon  brought  out 
the  following  points* — 

In  considering  the  electrification  of  any  road 
which  is  at  present  steam  operated,  we  have  absolutely 
reliable  data  available,  the  data  under  steam  operation, 
and  we  can  determine  the  savings  to  be  effected  through 
electric  operation.  The  latest  heavy  trunk  line  electrifi- 
caticn  to  contribute  data  illustrating  successful  operation 
is  the  Chicago,  Milwaukee  and  St.  Paul  Railroad.  This 
line  has  in  electric  operation,  440  route  miles,  and  has  let 
contracts  for  the  electrification  of  a  further  220  route 
miles. 

On  a  steam  operated  trunk  line  twelve  per  cent 
of  the  entire  ton  mileage  movement  of  freight  and  pas- 
sengers carried  is  represented  in  the  cars  and  tenders 
required  to  haul  the  coal  supply  for  the  steam  locomotive. 
When  such  a  line  is  electrically  operated  from  water  power 
stations,  it  means  that  the  total  movement  for  railway 
coal  and  locomotive  tenders  is  eliminated;  and,  even  if 
partially  or  wholly  operated  from  steam  power  stations, 
the  movement  for  locomotive  tenders  is  eliminated,  and 
the  movement  for  railway  coal  is  greatly  decreased.  The 
benefit  is  self-evident  of  being  able  to  apply  this  ton 
mileage  in  the  movement  of  revenue  tonnage. 

The  cost  of  maintenance  of  the  electric  locomotive 
is  very  much  less  than  that  of  steam  locomotive.  The 
steam  locomotive  is  a  power  plant  which,  owing  to  physical 
limitations,  can  attain  only  a  certain  capacity  and 
efficiency.  On  the  other  hand,  the  electric  locomotive, 
itself  very  efficient,  can  draw  any  amount  of  power 
desired  from  a  system  fed  either  by  hydro-electric  plants 
or  highly  efficient  steam  electric  plants. 

The  continuous  draw-bar  pull  of  the  electric  loco- 
motive is  limited  only  by  the  strength  of  the  draft  rigging 
on  the  cars.  Due  to  the  power  input  available,  draw-bar 
pulls  can  be  maintained  at  speeds  impossible  with  steam 
locomotives.  This  means  that  over  any  line  trains  of  a 
heavier  tonnage  can  be  hauled  at  a  much  better  scheduled 
speed  than  with  steam  locomotives.  In  the  case  where  a 
single  track  steam  line  has  reached  its  capacity,  it  would 
have  to  be  double-tracked  to  handle  increased  ton  mileage. 
Electric  operation  will  obviate  the  necessity  of  double 
tracking,  and  permit  of  a  large  expanse  in  the  ton  mileage 
handled. 

The  cost  of  operation,  as  far  as  sub-station 
attendance  is  concerned,  has  been  greatly  reduced  through 
the  remarkable  developments  made  in  the  last  two  years 
in  automatic  sub-station  control.  As  to  the  reliability  of 
the  modern  electric  locomotive  for  continuous  service,  the 
returns  just  made  public  for  last  year  show  that  the  large 
number  of  electric  locomotives  operated  by  the  New  York 
Central  lines  were  only  inspected  after  each  three  thousand 
miles  of  running,  and  that  the  locomotives  average  33,000 
miles  per  detention. 

It  is  of  interest  to  note  that  in  changing  to  electric 
operation  there  is  practically  no  upsetting  of  the  regular 
steam  organization,  as  the  locomotive  crews,  under  in- 
structions, readily  become  highly  efficient  in  the  operation ' 
of  the  electric  locomotives.     It  must  also  be  borne  in 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


345 


mind  that  where  the  high  tension  power  supply  follows 
the  railway  line,  a  continuously  increasing  load  is  secured 
for  power  and  lighting  from  points  along,  or  near  the  lines. 

With  regard  to  the  187  miles  of  the  present  steam 
operated  line  of  the  Canadian  National  Railways,  between 
Moncton  and  the  Halifax  Ocean  Terminals,  it  can  be  shown 
that  the  electrification  of  this  line  is  economically  justified 
on  the  basis  of  sound  engineering  principles.  In  Halifax 
the  Ocean  Terminals  have  been  laid  out  with  a  capacity  of 
several  times  the  present  traffic,  and  with  ultimate  pro- 
vision for  many  times  the  present  tonnage,  whereas  the 
present  line  is  a  single  track  railway,  with  heavy  grades. 
To  increase  the  tonnage  capacity  of  this  line,  several 
plans  may  be  considered,  including  electrification,  grade 
reduction  on  the  present  line,  double  tracking  the  present 
line  without  grade  reduction,  and  construction  of  low 
grade  single  track  on  new  locations. 

During  winter  conditions  of  extreme  cold  the 
steam  engine  is  at  its  worst,  owing  to  the  dissipation  of 
heat,  while  the  traffic  conditions  are  most  severe.  This 
condition,  instead  of  being  detrimental  to  the  operation 
of  the  electric  locomotive,  increases  its  service  capacity, 
as  the  motors  can  more  readily  dissipate  heat.  Further, 
the  tonnage  traffic  over  the  line  can  be  largely  increasd  due 
to  the  electric  locomotives  being  able  to  haul  much  heavier 
tonnage  at  higher  scheduled  speeds  with  almost  an  entire 
elimination  of  the  failures  and  delays,  at  present  due  to 
steam  operation. 

Toronto  Branch 

W.  S.  Harvey,  A.M.E.I.C.,  Sec'y-Treas. 

Special  Meeting 

At  a  special  meeting  of  the  Toronto  Branch  called  for 
Friday,  March  28th,  addresses  will  be  given  by  Walter  J. 
Francis,  M.E.I.C.,  Vice-President;  Arthur  Surveyer, 
M.E.I.C.,  member  of  Council  and  Frederick  B.  Brown, 
M.E.I.C.,  Secretary-Treasurer,  Montreal  Branch. 

An  open  meeting  of  the  branch  was  held  in  the  rooms 
of  The  Institute  at  the  Engineers'  Club,  on  Feb.  28th, 
1919,  at  7.45  p.m. 

The  following  members  read  short  papers  on  the 
subject,  "  What  The  Institute  Can  Do,"  the  papers  being 
followed  bv  discussion: — E.  M.  Proctor,  A.M.E.I.C; 
H.  A.  Goldman,  A.M.E.I.C;  J.  C.  Krumm,  A.M.E.I.C; 
Geo.  Phelps,  A.M.E.I.C;  J.  H.  Curzon,  A.M.E.I.C, 
also  wrote  on  the  subject,  but  was  unable  to  be  present, 
his  letter,  however,  was  read  before  the  meeting  by  the 
Secretary.  These  papers  dealt  mainly  with  the  economic 
and  social  status  of  the  engineer.  Many  excellent  sug- 
gestions were  contained  therein. 

With  regard  to  Mr.  Goldman's  paper,  Professor 
Haultain  volunteered  to  have  a  number  of  copies  made  to 
be  sent  to  the  various  branches  for  distribution  amongst 
the  members.  During  the  discussion  Mr.  Greigg  suggested 
that  the  profession  should  become  a  university  profession, 
i.e.,  university  graduation  should  be  essential.  R.  O. 
Wynne-Roberts,  M.E.I.C,  suggested  that  the  Branch 
should  take  more  interest  in  public  affairs  and  that  meet- 
ings should  be  arranged  to  take  the  form  of  debates  on 
local  questions. 


Hugh  Robertson,  A.M.E.I.C,  suggested  that  a 
register  be  signed  by  every  member  attending  the  open 
meetings,  and  no  member  should  be  eligible  for  office  in 
any  year  unless  he  has  attended  a  certain  percentage  of 
the  number  of  meetings  held  the  previous  year. 

With  regard  to  the  formation  of  an  Employment 
Bureau,  the  following  motion  was  moved  by  Mr.  Wynne- 
Roberts  and  seconded  by  Mr.  Proctor. 

"  Inasmuch  as  two  of  the  objects  of  The  Institute 
are  to  promote  the  professional  interests  of  the 
members  and  to  enhance  the  usefulness  of  the  pro- 
fession to  the  public,  and  whereas  one  important 
manner  in  which  this  might  be  accomplished  is  by 
organizing  some  method  of  bringing  engineers  and 
employers  into  more  intimate  touch,  one  with  the 
other,  and  giving  engineers  facilities  of  registering 
their  requests  for  employment,  and  whereas  it  is 
desirable  that  The  Institute  should  encourage  each 
branch  to  have  an  employment  bureau,  working  in 
co-operation  with  other  branches  for  the  above  pur- 
pose, it  is  resolved  that  the  Executive  Committee  of 
the  Toronto  Branch  of  The  Institute  be  asked  to 
appoint  a  small  committee  of,  say,  five  members  who 
shall  consider  how  best  to  organize  such  a  bureau, 
and  to  report  on  same  to  the*  Executive  Committee, 
so  that  the  matter  shall  be  further  discussed  at  a 
future  general  meeting."  Carried. 
Moved  by  Mr.  Goldman  and  seconded  by  Professor 
Haultain:— 

"  That  a  committee  on  salaries  and  fees  be 
appointed  to-night  by  this  branch.  This  committee 
to  study  the  question  thoroughly  and  prepare  a 
schedule  of  minimum  salaries  and  fees  for  engineering 
services.  At  the  same  time  the  secretary  should  be 
instructed  to  communicate  with  the  other  branches 
and  request  them  to  prepare  similar  schedules.  After 
these  schedules  are  considered  and  passed  by  the 
branches  they  should  be  submitted  to  the  parent 
Institute  which  should  review  them  and  select  from 
them  final  schedules  for  the  different  provinces  to  be 
adopted  by  The  Institute." 

The  following  amendment  to  the  above  motion  was 
moved  by  Mr.  Wynne-Roberts  and  seconded  by  Mr. 
Proctor: — 

"  That  the  executive  of  the  branch  appoint  two 
sub-committees,  one  for  employees  and  another  for 
employers,  to  prepare  schedules  of  minimum  salaries 
and  fees  for  engineering  services.  At  the  same  time 
the  Secretary  should  be  instructed  to  communicate 
with  the  other  branches  and  request  them  to  prepare 
similar  schedules.  After  these  schedules  are  con- 
sidered and  passed  by  the  branches  they  should  be 
submitted  to  the  parent  Institute,  which  should 
review  them  and  select  from  them  final  schedules  for 
the  different  provinces  to  be  adopted  by  The  Institute." 
The  amendment  was  carried. 

For  "  employees,"  read  "  engineers  whose  remunera- 
tion is  in  the  form  of  salaries.  " 

For  "  employers,"  read  "  engineers  whose  remunera- 
tion is  in  the  form  of  fees." 

Moved  by  Mr.  Proctor,  seconded  by  Mr.  Wynne- 
Roberts: — 


346 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


'  That  a  sub-committee  be  appointed  to  collect 
back  dues  of  the  branch  members."     Carried. 

The  following  members  were  appointed  to  that  sub- 
committee: Messrs.  Proctor,  Goedike,  Phelps  and  Jack. 
Mr.  Proctor  to  convene  the  first  meeting. 

Moved  by  Mr.  Proctor,  seconded  by  Mr.  Wynne- 
Roberts:— 

'  That    the    branch    by-laws    be    adopted    as 
amended  by  the  committee."    Caried. 

The  meeting  was  well  attended  and  adjourned  at 
10.30  p.m. 

Special  Resolution 

At  a  special  meeting  of  the  Toronto  Branch  of 
The  Engineering  Institute  of  Canada,  held  on  March  13th, 
1919,  the  following  resolution  was  moved  by  Mr.  Wynne- 
Roberts  and  seconded  by  Mr.  Worthington: — 

'  That  whereas  it  is  vital  to  the  peace  and  welfare 
of  the  Dominion  that,  during  the  necessary  period  of 
reconstruction  following  the  war,  the  number  of 
unemployed  be  reduced  as  much  as  possible;  and 
whereas  the  development  of  transportation,  sanita- 
tion, power  and  public  utilities  generally  is  necessary 
to  the  development  and  prosperity  of  the  country;  and 
whereas  the  curtailment  of  needed  public  works  during 
the  last  five  years  has  retarded  the  development  of 
the  country;  and  whereas  the  speediest  and  most 
effective  means  to  prevent  the  suffering,  distress,  and 
demoralization  resulting  from  unemployment  is 
afforded  by  public  works;  and  whereas  the  public 
welfare  and  confidence,  upon  which  industry  generally 
depends,  require  that  the  construction  of  public 
works  be  vigorously  prosecuted;  therefore,  be  it 
resolved,  that  the  Toronto  Branch  of  The  Engineering 
Institute  of  Canada  desires  to  record  its  profound 
conviction  that  public  works  should  be  carried 
forward  to  the  fullest  extent  consistent  with  sound 
judgment,  not  only  for  fundamental  economic 
reasons,  but  for  humanitarian  reasons  to  furnish 
employment  for  all  who  can  properly  claim  employ- 
ment, especially  returning  soldiers;  and  be  it  further 
resolved  that  a  copy  of  this  resolution  be  forwarded 
to  the  Council  of  The  Engineering  Institute  of  Canada, 
with  a  request  that  copies  of  same  be  transmitted  to 
such  federal,  provincial,  and  municipal  authorities 
and  public  corporations  as  may  be  able  in  the  opinion 
of  Council,  to  promote  the  purposes  of  those  resolu- 
tions, and  to  commend  these  authorities  who  already 
have  such  schemes  in  contemplation."    Carried. 

Alberta  Provincial  Division 

R.  J.  Gibb,  M.E.I.C.,  Secy-Treas. 

Minutes  of  the  second  annual  meeting  held  at 
Calgary,  February  1st,  1919,  in  the  Board  of  Trade  Rooms. 

The  meeting  was  preceded  by  a  luncheon  at  which 
twenty-four  members  were  present,  including  delegates 
from  Edmonton  and  other  parts  of  the  province.  S.  G. 
Porter,  of  Lethbridge,  in  the  absence  of  Mr.  Pearce,  was 
elected  to  act  as  chairman  of  the  meeting  which  started 


at  2.30  P.M.,  and  called  upon  the  acting  secretary  to  read 
the  minutes  of  the  last  annual  meeting  and  of  the  meeting 
held  in  Edmonton,  April  27th,  1918. 

The  minutes  were  approved  as  read  and  signed  by 
the  chairman. 

The  acting  secretary  then  read  his  report  of  the  work 
carried  out  by  the  division  during  the  year,  and  on  the 
motion  of  C.  M.  Arnold,  seconded  by  Mr.  Gibb  of 
Edmonton,  the  report  was  approved  and  adopted. 

Communications 

Correspondence  in  regard  to  the  summer  professional 
meeting  from  L.  B.  Elliot  of  Edmonton,  and  the  secretary 
of  the  Vancouver  Branch  was  read.  In  view  of  represen- 
tations made  by  this  division,  the  Vancouver  Blanch 
decided  to  forego  their  request  for  this  meeting  to  be  held 
at  the  coast,  and  stated  they  believed  the  Victoria  Branch 
would  unite  with  them  in  supporting  our  claim  to  the 
holding  of  the  next  western  meeting  at  Edmonton. 

It  was,  therefore,  decided  to  proceed  with  the 
necessary  arrangements. 

On  the  motion  of  C.  M.  Arnold— F.  H.  Peters 
seconding,  it  was  resolved : 

'  That  the  work  of  organization  of  the  western 
summer  meeting  be  delegated  by  this  division  to  the 
Edmonton  Branch,  and  that  the  Calgary  Branch  be  asked 
to  co-operate  with  that  branch,  as  far  as  possible."  Carried. 

A  letter  from  the  Edmonton  Branch  was  read, 
stating  that  L.  B.  Elliot  had  been  nominated  by  them  as 
Chairman  of  the  Alberta  Division  for  the  ensuing  year, 
and  R.  J.  Gibb  for  Secretary-Treasurer. 

R.  Cunningham  and  A.  W.  Haddow  were  elected  to 
act  on  the  Executive. 

Accounts 

The  Secretary's  report  showed  a  balance  at  bank  of 
$17.13,  with  one  or  two  small  accounts  outstanding. 
In  view  of  the  necessity  of  providing  funds  for  current 
expenses,  it  was  moved  by  Mr.  Peters,  seconded  by  Mr. 
Houston,  that  the  Calgary  branch  contribute  a  sum  of 
$25.00  and  the  Edmonton  branch  $15.00. 

Mr.  Gibb  suggested  this  motion  be  left  on  the  table 
as  he  wished  to  raise  the  question  of  raising  funds  for 
legislative  expenses. 

The  matter  was  discussed  and  it  was  thought  this 
could  be  better  settled  at  a  conference  of  engineers  which 
it  was  proposed  to  call  shortly  to  discuss  the  question  of 
legislation.  Mr.  Peters  thought  it  would  be  preferable 
to  call  for  a  levy  as  this  would  show  at  once  the  engineers 
who  were  favorable  to  legislation:  Mr.  Gibb  agreed  to 
let  the  matter  rest  and  the  motion  to  vote  the  funds  first 
mentioned.    Carried. 

Reports  of  Committees — Legislation 

Mr.  Peters,  as  chairman  of  the  legislative  committee, 
made  a  report  on  what  had  been  done  in  this  matter. 
The  various  steps  taken  were  gone  into  in  detail  and  the 
ground  covered  very  fully.  Opposition  had  developed 
from  the  mining  engineers,  and  the  Alberta  Land  Surveyors 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


347 


were  not  entirely  in  favor  of  the  bill  as  presented  to  them. 
Conferences  had  been  held  and  the  mining  men  had 
decided  to  oppose  the  bill  as  they  claimed  they  had 
not  been  given  sufficient  opportunity  to  discuss  it.  The 
discussions  that  had  been  held,  however,  led  us  to  believe 
that  a  bill  could  be  drafted  that  would  meet  with  the 
approval  of  the  opposing  parties,  and  which  would  also 
receive  more  favorable  consideration  from  our  own  Council 
who  were  working  upon  the  draft  of  a  uniform  act  for  all 
the  provinces,  so  far  as  this  was  possible.  It  had,  there- 
fore been  decided  to  withdraw  the  act  incorporating  the 
"Alberta  Institute  of  Professional  Engineers "  at  the 
coming  session  of  the  legislature. 

The  support  of  all  members  was  asked  for  in  furthering 
the  movement  with  the  view  to  an  amended  act  being 
submitted  to  the  legislature  next  year. 

Mr.  Brown,  city  electrical  engineer,  was  present  and 
was  asked  to  make  a  statement  on  legislation  as  affecting 
his  branch  of  the  profession.  He  gave  it  as  his  opinion 
that  it  would  be  as  well  to  include  all  engineers.  At  a 
meeting  recently  held  it  was  the  consensus  of  opinion  that 
it  would  be  better  if  all  engineers  were  included  in  one 
organization,  as  better  results  could  be  expected  and  we 
would  benefit  by  an  exchange  of  views  and  by  co-operation. 
They  were  not  opposed  to  legislation. 

Mr.  Gibb  stated  that  the  electrical  engineers  in 
Edmonton  would  like  to  be  included  in  any  act  passed. 

Mr.  Gibb  drew  attention  to  the  fact  that  the  Saskat- 
chewan act  did  not  call  for  registration  by  branches  and 
as  the  parent  body  were  taking  this  act  as  a  basis  to  work 
upon,  it  would  be  as  well  if  a  delegate  were  appointed  to 
the  annual  meeting,  that  he  should  be  instructed  to 
impress  the  importance  of  this  matter  on  the  Council. 
The  point  was  considered  to  be  well  taken  and  was  left 
for  the  Secretary  to  deal  with. 

On  the  motion  of  Mr.  Arnold  it  was  decided  to  name 
Mr.  Pearce  as  delegate  to  the  conference  on  legislation  to 
act  for  the  division  and  also  for  the  Edmonton  Branch  as 
he  would  be  in  Ottawa  for  the  meeting  representing  the 
Calgary  Branch.    Agreed. 

Mr.  Peters  drew  attention  to  the  large  amount  of  work 
done  by  the  executives  of  both  the  Edmonton  and  Calgary 
Branches  in  the  matter  of  legislation,  and  would  like  to 
hear  if  the  meeting  approved  of  the  actions  taken. 

P.  M.  Sauder,  seconded  by  A.  S.  Chapman,  moved 
that  the  meeting  tender  thanks  to  all  those  who  had  worked 
so  hard  to  gain  legislation  and  that  the  work  done  be 
commended.  Further  that  a  legislative  committee  be 
appointed  by  the  new  executive  to  carry  on  the  work. 
Carried. 

Mr.  Arnold  read  a  resolution  which  had  been  passed 
by  the  Calgary  and  Edmonton  Branches  in  regard  to  the 
decision  to  defer  action  in  presenting  the  proposed  act 
to  the  present  session  of  the  Alberta  Legislature  and  which 
had  been  transmitted  to  the  parent  body. 

Mr.  Marshall  moved  that  the  Alberta  Division 
endorse  this  resolution  and  that  the  parent  body  be 
notified  accordingly.     Carried. 

On  the  motion  of  Mr.  Gibb,  seconded  by  Mr.  Houston, 
the  Secretary  was  requested  to  ask  Mr.  Pearce  to  bring  the 
matter-  of  registration  by  branches  before  the  annual 
meeting  at  Ottawa  with  a  view  to  a  clause  of  this  nature 
being  incorporated  in  the  bill  to  be  drafted.     Carried. 


Mr.  Gibb  stated  he  had  been  instructed  by  the 
Edmonton  Branch  to  introduce  the  question  of  pooling 
of  delegates'  expenses,  when  attending  general  meetings 
of  The  Institute. 

After  some  discussion  it  was  the  sense  of  the  meeting 
that  the  idea  was  not  workable,  and  Mr.  Gibb  agreed  to 
let  the  matter  rest. 

Elections  to  Executive,  1919 

Calgary  Branch,  F.  H.  Peters,  Calgary;  S.  G.  Porter, 
Lethbridge. 

Edmonton  Branch,  R.  Cunningham,  Edmonton; 
A.  W.  Haddow,  Edmonton. 

Non-resident  Members,  E.  N.  Ridley,  Strathmore; 
C.  S.  Dewis,  Canmore. 

Unfinished  Business. 

Reference  correspondence  on  representation  of  engin- 
eers on  the  senate  of  the  University  of  Alberta,  the  secre- 
tary will  follow  the  matter  up  and  request  a  reply  to  our 
previous  letter. 

General 

Mr.  Arnold  presented  a  resolution  urging  the  Pro- 
vincial Government  to  proceed  in  the  matter  of  a  School 
of  Technology  in  Calgary  and  assuring  our  support  to 
such  a  policy,  together  with  any  service  we  might  be  able 
to  give  in  the  matter.  It  was  decided  to  forward  the 
resolution  and  send  copies  to  the  press. 

Messrs.  Craig,  Elliot  and  Carter  were  nominated 
as  delegates  from  the  division  to  the  Provincial  Research 
Convention  at  Edmonton.  The  Secretary  was  requested 
to  notify  them  accordingly  and  advise  the  Premier  of  their 
appointment. 

Alberta  Division 

At  a  meeting  of  the  Executive  Committee  of  the 
Alberta  Division  held  in  February,  L.  B.  Elliot,  M.E.I.C, 
of  Edmonton,  member  of  Council,  was  appointed  chairman 
and  Robert  J.  Gibb,  M.E.I.C,  secretary-treasurer.  Mr. 
Gibb  is  also  secretary-treasurer  of  the  Edmonton  Branch. 

Border  Cities  Branch 

One  of  the  most  enthusiastic  organization  meetings 
yet  held  in  any  part  of  Canada  was  that  of  the  engineers 
in  the  border  cities  including  Ford,  Walkerville,  Windsor, 
Sandwich,  and  Ojibway  following  a  dinner  at  the  Chamber 
of  Commerce  quarters  in  Windsor  at  which  about  forty 
were  in  attendance. 

At  this  meeting  Alfred  J.  Stevens,  M.E.I.C,  presided, 
and  called  on  the  Secretary  of  The  Institute  to  give  an 
account  of  the  aims,  objects  and  activities  of  our  organi- 
zation. Following  the  Secretary's  address  every  member 
present,  and  a  number  of  non-members  spoke,  every  one 
of  whom  expressed  his  intention  of  becoming  an  active 
supporter  of  the  branch  and  taking  a  personal  interest 
in  its  welfare. 


348 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


An  announcement  regarding  election  of  officers  will 
be  made  at  an  early  date.  This  branch  will  cover  an 
important  engineering  centre,  and  from  the  manner 
in  which  it  was  started  gives  evidence  of  an  active, 
aggressive,  useful  existence. 

Ottawa  Branch 

M.  F.  Cochrane,  A.M.E.I.C.,  Sec'y-Treas. 

A  meeting  of  the  Ottawa  Branch  is  called  for  March 
27th,  when  a  full  discussion  of  the  subject  of  the  proposed 
provincial  legislation  defining  the  status  of  the  engineers 
throughout  Canada  will  take  place. 

The  report  of  the  Special  Legislation  Committee 
approved  at  the  Annual  Meeting  of  The  Institute  in 
Ottawa,  on  February  11th,  provides: — 

'  That  a  Special  Committee  be  formed,  com- 
posed of  one  delegate  appointed  by  each  branch  to 
meet  at  headquarters  before  the  15th  of  April,  1919, 
to  draw  up  such  sample  legislation  as  it  may  deem 
necessary  and  advisable  in  order  that  the  members 
of  The  Institute  throughout  the  different  provinces 
may  ask  for  legislation  on  the  same  uniform  basis. 
'  That  this  Committee  be  authorized  to  obtain 
the  necessary  legal  advice  on  the  matter. 

'  That  this  Committee  shall  submit  the  proposed 
legislation  to  the  Council  before  the  1st  of  May,  1919." 
'  That  the  Council  shall  then  ask  by  letter  ballot, 
before  the  1st  of  June,  1919,  the  opinion  of  all  members 
of  The  Institute,  regarding  the  adoption  of  the  pro- 
posed legislation  prepared  by  the  said  Special  Com- 
mittee of  The  Institute." 

The  managing  committee  of  this  branch  have 
appointed  R.  F.  Uniacke,  M.E.I.C.,  as  their  delegate  and 
the  committee  meet  in  Montreal  on  April  5th;  they  have 
called  this  meeting  for  the  purpose  of  obtaining  the  views 
of  the  members  and  of  instructing  our  appointed  delegate 
on  the  wishes  and  suggestions  of  the  branch. 

The  discussion  will  be  led  by  A.  A.  Dion,  Col.  D. 
MacPherson,  G.  A.  Mountain,  John  Murphy,  W.  S. 
Smart,  Jas.  White.  As  this  is  a  question  of  such  vital 
importance,  especially  at  this  time,  it  is  hoped  there  will 
be  a  large  and  representative  attendance  and  very  full 
discussion.  Members  are  referred  to  the  following 
leading  articles  on  this  subject: 

1.  The  Journal,  March,  1919 page 


2. 

t              n 

Sept., 

3. 

t                    a 

Nov., 

4. 

t                   tt 

" 

5. 

t                   it 

Dec, 

6. 

t                    tt 

Jan., 

7. 

t                    a 

" 

8. 

a 

t                    a 

i                    it 

1918. 


1919. 


173 
217 
"  331 
"  335 
"  409 
*'  26 
"  27 
"  32 
"    120 


The  Branch  is  to  be  favoured  by  the  presence,  on  that 
evening  of  A.  R.  Decary,  delegate  from  the  Quebec 
Branch  and  A.  G.  Dalzell,  delegate  from  the  Vancouver 
Branch.  Mr.  Dalzell  has  recently  met  the  Victoria, 
Calgary,  Edmonton,  Saskatchewan  and  Manitoba 
Branches  and  explained  to  them  the  attitude  of  British 
Columbia  in  regard  to  legislation  and  organization. 


J.  B.  CHALLIES,  M.E.I.C. 
Chairman,  Ontario  Provincial  Division. 


Manitoba  Branch 

George  L.  Guy,  M.E.I.C.,  Secy-Treas. 

On  February  28th,  a  meeting  was  held  at  the  En- 
gineering Building,  Manitoba  University.  No  paper  was 
read,  the  meeting  being  confined  strictly  to  clearing  up 
a  large  amount  of  business  which  had  accumulated  from 
previous  meetings. 

Among  other  business  done,  the  attached  resolution 
pertaining  to  the  centralization  and  execution  of  work 
pertaining  to  the  development  of  Manitoba's  natural 
resources,  was  passed  and  the  Executive  were  instructed 
to  present  same  to  the  local  authorities. 

A  motion  was  passed  appointing  a  committee  to 
enquire  into  the  present  condition  of  engineering  education 
in  Manitoba,  to  make  such  recommendation  to  the 
branch  as  they  saw  fit. 

G.  C.  Dunn,  M.E.I.C,  and  J.  M.  Leamy,  A.M.E.I.C., 
made  a  report  on  the  annual  meeting  which  they  attended, 
as  representatives  of  the  branch. 

On  March  6th,  an  interesting  paper  was  read  by 
John  Armstrong,  A.M.E.I.C,  describing  the  Greater 
Winnipeg  Water  District  Tunnel  under  the  Red  River. 
The  paper  was  profusely  illustrated  with  lantern  slides, 
and  Mr.  Armstrong  lucidly  explained  the  various  diffi- 
culties which  had  arisen  during  the  construction  of  this 
work,  and  the  methods  taken  to  overcome  them. 

It  was  decided  to  appoint  a  committee  to  co-operate 
with   the   Soldiers'    Re-Establishment   Committee    and 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


349 


the  Vocational  Training  Commission  to  assist  them  in  any- 
way possible,  both  as  to  the  suitable  arrangement  of 
courses  and  the  placing  of  men  in  positions  upon  com- 
pletion of  their  course. 

A  resolution  was  passed  calling  upon  the  Dominion 
Government  to  properly  remunerate  engineers  in  the 
employ  of  the  Civil  Service,  the  Secretary  being  instructed 
to  send  a  copy  of  this  resolution  to  all  the  other  branches, 
requesting  that  they  bring  pressure  to  bear  upon  various 
Federal  Members  to  have  this  matter  properly  considered. 


Local  Notes 

J.  G.  Sullivan,  M.E.I.C.,  has  been  appointed  Chair- 
man of  the  Manitoba  Drainage  Commission. 

W.  M.  Scott,  M.E.I.C,  and  Harold  Edwards, 
A.M. E. I.C.,  have  been  appointed  by  the  Manitoba 
Public  Utilities  Commission  to  make  a  valuation  of  the 
Winnipeg  Electric  Railway  property  with  a  view  to  revision 
of  their  transportation  rates,  the  work  being  under  the 
direct  supervision  of  George  Guy,  M.E.I.C,  Engineer  of 
the  Commission. 


Resolution  Adopted 

The  following  resolution  was  adopted  by  the  Manitoba 
Branch  pertaining  to  the  centralization  of  work  relating 
to  the  development  of  Manitoba's  Natural  Resources:— 

Whereas  in  the  Province  of  Manitoba  are  found  the 
following: — Large  and  valuable  deposits  of  gold,  silver, 


D.  H.  McDOUGALL,  M.E.I.C. 
Newly  elected  President  of  Canadian  Mining  Institute. 


copper,  coal,  iron,  clay  and  building  stone,  etc.;  large  areas 
bearing  a  growth  of  wood  suitable  for  pulp;  many  lakes 
and  streams  teeming  with  valuable  food  fishes;  great 
stretches  of  arable  land  ready  for  the  plough;  immense 
areas  of  rich  land  which  may  be  made  available  for  agricul- 
ture by  drainage  or  irrigation;  and  many  water  powers 
awaiting  development. 

And  whereas  the  population  of  Manitoba  is  but  a 
fraction  of  the  number  of  persons,  the  resources  of  the 
province  is  capable  of  supporting. 

And  whereas  it  is  expedient  and  wise  that  immediate 
plans  be  made  for  the  economic  development  of  all  the 
aforesaid  natural  resources,  utilizing  all  that  has  been 
done  in  the  past,  and  keeping  in  view  certain  fundamental 
principles,  which  may  be  stated  as  follows: 

1st. — That  in  order  that  systematic,  orderly,  logical 
and  economical  development  may  be  carried  on,  it  is 
necessary  to  determine  the  physical  features  of  the 
provinces. 

2nd. — That  the  information  which  may  be  derived 
from  such  a  determination,  can  be  made  in  such  form  as 
to  be  useful  for  the  planning  of  water  routes,  highways, 
roads,  drainage  and  irrigation  projects,  electric  transmis- 
sion lines,  or  for  any  other  development  work  wherein  a 
knowledge  of  such  physical  features  is  a  necessary  factor. 

3rd. — That  lines  of  communication  interconnecting 
all  parts  of  the  province,  by  means  of  highways,  roads  and 
water  routes  is  the  first  requirement  in  any  comprehensive 
scheme  of  development,  and  that  the  provision  and 
maintenance  of  these  must  precede  or  accompany  the 
development  of  any  or  all  of  the  above  natural  resources. 

And  whereas  the  cost  of  power  and  its  equitable 
distribution  is  a  primary  factor  in  the  development  of 
natural  resources. 

And  whereas  the  prosecution,  completion  and  main- 
tenance of  all  the  works  indicated  herein  will  promote  the 
prosperity  and  peace  of  the  province,  provide  employ- 
ment for  many  people,  prepare  for  a  vastly  increased 
population  and  make  the  many  problems  connected  with 
the  redomestication  of  the  soldier  easier  of  solution. 

Whereas  the  Province  of  Manitoba  is  about  to  acquire 
control  over  the  natural  resources  within  its  boundaries. 
We  expect  that  together  with  the  present  administrative 
commissions  there  will  be  formed  new  bureaus  to  deal 
with  the  development  and  protection  of  the  different  kinds 
of  resources. 

Therefore,  be  it  resolved  :— 

That  in  this  connection  the  Manitoba  Branch  of  The 
Engineering  Institute  of  Canada  would  strongly  urge  the 
appointment  at  once  of  a  thoroughly  practical  scientific 
non-partisan  board,  with  authority  to  correlate  the 
economic  policies  of  the  above  provincial  agencies. 
The  means  for  collection  and  methods  of  expenditure  of 
public  funds  dealing  with  internal  improvements,  reclama- 
tion and  conservation  of  natural  resources  should  receive 
the  ratification  of  this  board.  It  should  also  assist  in 
framing  such  legislation  that  might  become  essential  in 
the  developing  of  these  resources  to  their  highest  indus- 
trial capacity. 


350 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Niagara  Peninsula  Branch 
R.  P.  Johnson,  S.E.I.G.,  Sec'y-Treas. 

During  the  month  of  February,  following  a  proposal 
made  last  year,  some  of  the  members  of  The  Engineering 
Institute  of  Canada,  resident  at  Niagara  Falls  proposed 
that  a  branch  of  The  Institute  be  formed  in  the  Niagara 
District. 

A  meeting  was  called  to  discuss  the  proposal  and  it 
was  unanimously  agreed  that  steps  should  be  taken  to 
form  a  "  Niagara  Peninsula  Branch,"  provided  that 
members  living  in  St.  Catharines  would  express  them- 
selves similarly.  It  was,  therefore,  decided  that  St. 
Catharines  should  be  visited  and  an  expression  of  opinion 
obtained  from  members  resident  there. 

On  March  3rd,  members  motored  from  Niagara  Falls 
to  St.  Catharines  to  lay  the  proposition  before  the  members 
in  that  city.  The  matter  was  discussed  and  it  was  decided 
to  immediately  proceed  towards  the  formation  of  a 
"  Niagara  Peninsula  Branch." 

A  general  meeting  of  all  engineers  in  the  district  was 
called  on  the  evening  of  March  11th,  with  M.  V.  Sauer, 
M.E.I.C.,  of  Toronto,  in  the  chair.  The  General  Secre- 
tary, Fraser  S.  Keith,  was  present  and  outlined  the  scope 
and  functions  of  The  Engineering  Institute  and  its  branches. 

A  short  discussion  followed  during  which  questions, 
relating  to  the  possible  activities  of  the  branch  were 
answered. 

A  formal  petition  to  the  Council  for  a  "  Niagara 
Peninsula  Branch,"  signed  by  twenty  corporate  members, 
was  presented  by  the  Provisional  Secretary.  The  chair- 
man then  called  for  nominations  for  Provisional  Officers 
and  an  Executive.     This  resulted  as  follows : 

Chairman,  A.  C.  D.  Blanchard,  M.E.LC,  Niagara 
Falls;  Vice-Chairman,  W.  P.  Near,  A.M.E.I.C,  St. 
Catharines;  Secretary-Treasurer,  R.  P.  Johnson,  S.E.I.C., 
Niagara  Falls. 

Executive,  N.  R.  Gibson,  A.M.E.I.C,  Niagara  Falls; 
W.  H.  Sullivan,  A.M.E.I.C,  St.  Catharines;  A.  J.  Grant, 
A.M.E.I.C,  St.  Catharines;  H.  M.  Belfour,  A.M.E.I.C, 
Welland;  H.  L.  Bucke,  M.E.LC,  Niagara  Falls. 

The  business  was  completed  by  10  o'clock  when  the 
members  adjourned  to  the  dining-room  of  the  LaFayette 
Hotel  for  supper  and  speeches.  The  newly-elected 
chairman  occupied  the  chair  at  supper. 

A  register  was  passed  around  the  table  and  from  this 
it  was  learned  that  there  was  an  attendance  of  sixty-seven. 

A  visit  of  four  members  from  the  Hamilton  Branch : 
Messrs.    Palmer,    Darling,    Jack   and   Pacy,    was   much 
appreciated,   and  a  short  address  by  Mr.   Palmer  was 
enjoyed. 

In  addition  to  these  gentlemen,  the  following  visitors 
were  present:  R.  D.  Johnson,  New  York  City;  J.  A. 
Johnson,  Niagara  Falls,  N.Y.;  C  W.  Larner,  M.E.LC, 
Philadelphia;  F.  H.  Martin,  Niagara  Falls. 

The  engineers  present  represented  industry,  public 
and  municipal  works,  railroads,  power  developments, 
etc. 

After  drinking  to  the  new  branch  and  singing  a  verse 
of  "  God  Save  The  King,"  the  meeting  adjourned. 


PERSONALS 


W.  G.  Mawhinney  (B.  C  E.,  Man.),  S.E.I.C,  who 
returned  recently  from  overseas  has  been  appointed  en- 
gineer to  the  Municipality  of  St.  Clements  with  offices, 
at  Selkirk,  Man. 

John  F.  Green,  A.M.E.I.C,  formerly  construction 
engineer  with  the  Carter-Halls-Aldinger  Company  of 
Winnipeg,  has  entered  the  firm  of  C  D.  Howe  and 
Company,  consulting  engineers,  Winnipeg  and  Port 
Arthur.  Mr.  Greene  who  had  been  bridge  engineer  for 
the  city  of  Spokane,  Wash.,  and  for  the  city  of  Calgary, 
Alta.,  will  have  charge  of  bridge  and  structural  work 
while  acting  as  manager  for  the  Winnipeg  office. 


NORMAN  COULSON  MITCHELL,  V.C.,  M.C.,   A.M.E.I.C, 

Winnipeg,  whose  thrilling  heroism  was  reported  at 
the  Annual  Meeting. 


Sir  Percy  Girouard,  C.M.G.,  D.S.O.,  Hon.  M.E.LC, 
arrived  in  Canada  on  March  17th,  on  a  combined  business 
and  pleasure  trip.  His  distinguished  work  in  connection 
with  the  South  African  war  is  too  well-known  to  require 
repetition.  The  part  he  played  in  the  Great  War  was 
equally  important  and  Canadians  are  proud  of  the 
position  he  occupies  and  the  services  he  has  rendered  the 
Empire.  Sir  Percy  is  President  of  the  Armstrong, 
Whil worth  Company  of  Canada. 

In  a  letter  from  Capt.  J.  W.  B.  Blackman,  M.E.LC, 
from  the  Canadian  Railway  Troops  Camp  at  Liverpool, 
he  advises  that  the  statement  contained  in  a  previous 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


351 


issue  of  The  Journal  to  the  effect  that  he  had  resigned  his 
position  as  city  engineer  of  New  Westminster  was  in- 
correct, as  he  proposes  on  arriving  in  Canada  to  return 
to  New  Westminster  where  his  wife  and  family  are  at 
present  residing.  Capt.  Blackman  has  recently  been 
promoted  from  the  rank  of  lieutenant  as  a  recognition  of 
the  services  which  he  has  rendered  since  going  overseas. 

Major  R.  Douglas  Galbraith,  S.E.I.C.,  has  been 
appointed  superintendent  of  the  professional  and  business 
occupation  section  of  the  Dominion  and  Provincial 
Employment  Service  in  conjunction  with  the  Soldiers' 
Civil  Re-Establishment  for  the  Toronto  and  Western 
Ontario  district,  with  offices  at  43  King  Street,  West. 
This  office  is  one  of  many  to  be  established  and  members 
of  The  Institute  will  be  gratified  to  learn  that  already 
Major  Galbraith's  splendid  success  in  this  connection  has 
definitely  established  the  value  of  such  offices. 

Lieut.  Ernest  Peden,  B.Sc,  Jr.  E.I.C.,  who  went 
overseas  with  the  1st  University  Company  and  saw  active 
service  for  eighteen  months  in  France  with  the  P.P.C.L.I., 
which  period  included  engagements  at  Ypres  in  1916,  and 
at  the  Somme,  returned  to  his  home  in  Montreal  West 
early  in  March.  Lieut.  Peden  became  a  casualty  last 
October,  having  spent  some  time  previously  as  an  in- 
structor at  Seaford,  Sussex,  England.  Before  going 
overseas  he  was  engaged  as  demonstrator  on  bridge 
design  and  surveying,  etc.,  at  McGill  University  and  has 
planned  to  engage  in  his  previous  profession  of  structural 
designing. 

Lieut.  F.  S.  Rutherford,  A.M.E.I.C,  has  been 
engaged  on  an  important  undertaking  for  the  Dominion 
Government  for  the  past  two  months  in  the  capacity  of 
organizer  for  the  professional  and  business  occupation 
section  for  the  Department  of  Soldiers'  Civil  Re-Establish- 
ment. Lieut.  Rutherford  has  established  offices  at  Ottawa 
and  Toronto  and  is  about  to  establish  one  in  Montreal, 
for  the  purpose  of  assisting  returned  men  in  securing  posi- 
tions. In  this  work  he  will  have  the  hearty  support, 
sympathy  and  co-operation  of  the  entire  Institute.  The 
details  for  the  most  effective  working  out  of  this  co- 
operation are  being  consummated.  Lieut.  Rutherford 
proposes  visiting  all  the  important  centres  in  Canada, 
where  it  will  be  necessary  to  establish  such  offices.  The 
branches  can,  and  are  prepared  to  assist  very  materially  in 
connection  with  this  work  and  Lieut.  Rutherford  is 
assured  of  the  heartiest  co-operation  of  all  the  members  of 
The  Institute. 


A.  S.  Clarson,  A.M.E.I.C,  who  was  formerly  city 
engineer  of  Verdun  and  more  recently  been  engaged  in 
consulting  engineering  practice  in  Montreal,  has  been 
appointed,  secretarial  manager  and  permanent  organizer 
of  Canadian  Building  and  Construction  Industries  with 
headquarters  at  Ottawa.  It  is  Mr.  Clarson's  intention 
to  make  a  trip  covering  the  principal  cities  in  the  Dominion 
for  the  purpose  of  organizing  branches  in  accordance  with 
local  conditions.  Mr.  Clarson's  many  years  of  engin- 
eering and  business  experience  will  stand  him  in  good  stead 
in  his  new  position,  to  which  he  carries  the  best  wishes  of 
his  fellow  engineers  in  Canada  for  success. 


In  addition  to  being  an  Associate  Member  of  The 
Engineering  Institute  of  Canada,  Mr.  Clarson  is  a  member, 
National  Highway  Traffic  Association,  New  York;  mem- 
ber, American  Road  Builders  Association;  Fellow  of  the 
Royal  Colonial  Institute  of  London;  Member  Montreal 
Board  of  Trade;  Justice  of  the  Peace  for  the  City  and 
District  of  Montreal;  President  and  Life  Member,  St. 
George's  Society  of  Montreal;  Chairman  of  Joint  Com- 
mittee of  the  National  and  Kindred  Societies  of  Montreal; 
President  Christ  Church  Cathedral  Men's  Club. 


A.  S.  CLARSON,  A.M.E.I.C. 

Secretarial  manager,  Association  of  Canadian  Building  and 

Construction   Industries. 


J.  R.  W.  Ambrose,  M.E.I.C.,  chief  engineer  of  the 
Toronto  Terminal  Railway  states  that  the  new  Union 
Station  in  Toronto  will  be  ready  for  use  not  later  than 
August.  Within  the  next  few  weeks  the  scaffolding  will 
be  taken  down,  and  after  that  the  building  will  require 
onlv  a  little  finish  work. 


At  the  inaugural  banquet  of  the  Association  of 
Montreal  Building  and  Construction  Industries,  held  at 
the  Windsor  Hotel  on  February  27th,  The  Institute  was 
represented  by  Walter  J.  Francis, Vice-President,  and 
Fraser  S.  Keith,  Secretary,  who  enjoyed  the  hospitality 
of  the  Association  as  their  guests  on  this  occasion. 
Mr.  Francis  was  one  of  the  speakers  of  the  evening  and 
responded  tc  the  toast  "our  guests." 


352 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF      CANADA 


OBITUARIES 


Capt.  J.  A.  Tuzo,  A.M.E.I.C. 

Details  regarding  the  death  on  active  service  of 
Capt.  J.  A.  Tuzo,  A.M.E.I.C. 

Captain  Tuzo,  born  in  New  York,  in  1875,  was  the 
only  son  of  the  late  Dr.  H.  A.  Tuzo,  of  Victoria,  B.C., 
and  Warlingham,  Surrey,  England.  He  was  educated 
in  England,  studied  engineering  at  Yorkshire  College 
and  was  afterwards  apprenticed  to  the  Midland  Railway 
Company.  He  came  to  Canada  some  twenty  years  ago 
and  engaged  in  railroad  construction  and  mining  engin- 
eering in  British  Columbia  and  the  Western  States.  At 
the  time  of  the  outbreak  of  war,  Captain  Tuzo  was 
Assistant  Chief  Engineer  on  the  construction  of  the  Kettle 
Valley  Lines,  in  charge  of  the  section  between  Midway 
and  Penticton,  B.C.  On  completion  of  this  section  he 
returned  to  England,  volunteered  for  active  service  and 
was  granted  a  commission  in  the  Royal  Sussex  Regiment. 


Capt.  TUZO,  A.M.E.I.C. 

He  proceeded  with  his  regiment  to  Bengalore,  India,  in 
January,  1916.  After  some  months  in  India  he  was 
seconded  for  duty  in  connection  with  the  reconstruction 
of  the  railways  in  German  East  Africa.  In  August,  1917, 
after  a  severe  attack  of  fever  he  was  invalided  to  India, 
but  returned  to  duty  in  East  Africa  in  November  of  that 
year.  On  completion  of  the  work,  Captain  Tuzo  was 
returning  to  rejoin  his  regiment  and  while  waiting  for  a 
steamer  to  take  him  to  India  was  attacked  by  blackwater 


fever  and  after  an  illness  of  two  days  died  in  the  military 
hospital  at  Dar-es-Salaam. 

Captain  Tuzo  was  keenly  interested  in  the  develop- 
ment or  southern  British  Columbia  and  was  one  of  the 
pioneers  in  that  district.  He  was  a  strong  believer  in  its 
future  and  had  many  interests  there.  His  sad  death, 
occurring  so  soon  after  the  opening  of  the  railway  through 
that  section  will  be  a  great  loss. 

Captain  Tuzo  is  survived  by  his  widow,  daughter  of 
the  late  Lt. -Colonel  Craufurd,  Grenadier  Guards  and  an 
infant  son,  by  his  Mother  Mrs.  Tuzo,  Warlingham, 
Surrey,  England,  and  his  sister  Mrs.  J.  A.  Wilson,  Ottawa. 


George  William  Ross,  B.Sc,  Jr. E.J. C. 

George  William  Ross  was  born  March  26th,  1894,  in 
Montreal  and  educated  at  the  Westmount  schools,  gra- 
duating from  the  Westmount  Academy.he  then  matriculat- 
ed to  McGill  University  from  which  he  graduated  B.Sc, 
1915. 

Each  summer  season  during  his  course  at  McGill  he 
spent  on  outside  work,  being  two  years  with  the  Topo- 
graphical Survey  of  the  Militia  Department,  Canada, 
covering  particularly  northern  Quebec,  and  a  section  of  the 
United  States  boundary.  For  two  years  he  was  on  cons- 
truction work  of  the  Transcontinental,  especially  no  brid- 
ges. Upon  the  formation  of  the  British  Munitions  Company 
he  was  engaged  for  their  work  in  the  United  States,  but 
was  transferred  to  the  local  works  at  Verdun,  where  he 
became  supervisor  of  the  fuse  department.  Possessed 
of  a  tremendous  determination  as  well  as  a  capacity  for 
work,  he  was  never  content,  until  after  being  refused  for 
military  service  five  times,  he  was  eventually  accepted  as  a 
private  in  the  C.A.M.C.,  with  a  draft  of  which  service  he 
went  to  England  in  August,  1917.  There  he  passed  into 
the  Royal  Highlanders  of  Canada,  from  which  unit  he 
was  commissioned  in  the  Royal  Engineers  (Imperials) 
subsequently  being  attached  to  the  Royal  Air  Force. 
It  was  while  on  an  indefinite  leave  pending  release  from 
the  Air  Force  and  assignment  to  regular  engineering 
duties  that  he  went  as  the  guest  of  the  admiralty  to  visit 
the  Grand  Fleet,  which  he  was  never  destined  to  see,  as 
he  died  on  the  "Warspite"  the  day  after  his  arrival  at  Scapa 
Flow,  on  Sunday,  March  2nd,  1919,  at  the  age  of  twenty- 
five.  He  was  a  junior  of  The  Engineering  Institute  of 
Canada,  Royal  St.  Lawrence  Yacht  Club  and  St.  Andrew's 
Presbyterian  Church,  Westmount. 

Those  best  qualified  to  know  described  him  as  a  true 
Canadian,  with  a  large  useful  career  in  prospect. 

He  was  the  third  son  of  H.  J.  Ross,  of  Montreal, 
and  Harriet  M.  Bissett,  formerly  of  St.  Johns,  Que. 


The  following  directors  of  the  Canadian  Good  Roads 
Association  have  been  appointed,  on  the  nomination  of  the 
respective  governments: — British  Columbia,  J.  E.  Griffith, 
M.E.I.C.,  Deputy  Minister  of  Public  Works;  Saskat- 
chewan, the  Hon.  S.  Latta,  Minister  of  Highways;  New 
Brunswick,  Mr.  T.  P.  Regan,  president  of  the  New 
Brunswick  Auto  Association, "St.  John. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


353 


Dr.  COMFORT  A.  ADAMS, 

President,    American    Institute    of    Electrical  Engineers,   who 

expressed  his  firm  conviction  that  the  right  step  had  been 

taken  in  Canada  in  making  the  change  in  our  national 

organization  designed  to  include  all 

branches  of  engineering. 


EMPLOYMENT  BUREAU 


Following  out  the  principle  adopted  by  the  President 
and  Council  of  The  Engineering  Institute  to  assist  in  every 
way  to  help  returned  soldiers  and  those  out  of  employment 
to  be  effectively  placed,  this  department  of  The  Journal  is 
open,  free  of  charge,  to  contain  announcements  of  all 
engineers  and  technical  men  who  desire  to  take  advantage 
of  it.  It  is  anticipated  that  the  organization  to  carry  on 
this  work  throughout  Canada  will  be  effectively  completed 
very  shortly.  In  the  meantime  those  requiring  positions 
should  get  in  touch  with  the  nearest  Branch,  and  also 
make  use  of  the  columns  of  The  Journal  for  this  purpose. 

At  an  open  meeting  of  the  Toronto  Branch,  held  on 
February  28th,  at  the  Engineers'  Club,  Toronto,  it  was 
resolved  that  the  Executive  Committee  of  the  Branch 


appoint  an  Employment  Bureau  Committee  to  consider 
the  question  of  co-operating  with  the  Parent  Institute 
and  such  other  Branches  as  have  or  may  appoint  a 
similar  committee. 

The  Executive  Committee  of  the  Toronto  Branch,  at 
a  meeting  held  on  the  5th  of  March  appointed  the  following 
members  to  be  the  above  mentioned  Employment  Bureau 
Committee:— W.  Cross,  M.E.I.C.,  E.  T.Wilkie,  M.E.I.C, 
T.  H.  Hogg,  A.M.E.I.C,  A.  L.  Mudge,  A.M.E.I.C,  and 
R.  T.  G.  Jack,  A.M.E.I.C,  with  power  to  add.  It  was 
found  that  A.  L.  Mudge  could  not  attend  so  R.  O.  Wynne- 
Roberts,  M.E.I.C,  was  appointed  in  his  place. 

At  a  meeting  of  the  Employment  Bureau  Committee 
held  on  the  20th  of  March,  E.  T.  Wilkie  was  appointed 
chairman  and  W.  Cross,  secretary. 


Situations  Vacant 

Consulting  Engineer. 

Experienced  man  required  for  consulting  work  in 
connection  with  natural  gas.    Apply  Box  No.  35. 

E n g i  tiecri  >i  g  Sales  in  a  n . 

Several  electrical  graduates  desired  to  fill  positions 
open  for  salesmen  with  electrical  company.  Preference 
given  to  returned  men.    Address  Box  33. 

Engineering  Salesmari. 

Engineer  required  who  is  thoroughly  conversant  with 
modern  steam  boiler  practice,  one  who  would  be  able  to 
sell  water  tube  boilers,  economizers,  stokers,  coal  and  ash 
handling  systems,  pumps,  etc.,  and  also  look  after  the 
engineering  work  in  connection  with  the  installation  of 
such  plants.  This  offers  a  splendid  opening  with  a  con- 
sulting, sales  and  contracting  engineering  firm  doing  busi- 
ness in  the  west.    Address  Box  No.  36. 

Instrument  Man. 

Instrument  man  for  six  months  engagement  starting 
May  1st,  experienced  man  for  general  railway  work, 
including  re-survey,  a  short  job  on  re-location  and  staking 
out  concrete  culverts — all  under  the  direction  of  company's 
engineer.  Applicant  must  have  had  experience  and  be  com- 
petent to  pick  up  and  re-center  curves,  trace  old  alignment 
and  with  some  experience  on  location.  Salary  $150.00  per 
month  and  living  expenses.  Apply  stating  experience  and 
references  to  General  Superintendent  and  Chief  Engineer, 
Algoma  Central  and  Hudson  Bay  Railway  Company, 
Sault  Ste.  Marie,  Ont. 

Employment  wanted 

Returned  soldier,  Captain,  three  years  active  service, 
fourteen  years  experience  in  construction,  desires  a  per- 
manent position  as  construction  superintendent.  Address 
Box  1  P. 


HAVE  YOU  EMPLOYED 
A  RETURNED  SOLDIER  ? 


354 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


jftlember*  of  Council  for  1919 

PRESIDENT 
Lieut. -Col.  R.  W.  LEONARD,  St.  Catharines,  Ont. 


VICE-PRESIDENTS 
{WALTER  J.  FRANCIS,  Montreal  *R.  F.  HAYWARD,  Vancouver 

*Prof.  H.  E.  T.  HAULTAIN,  Toronto  }D.  q.  LEWIS,  Victoria 


G.  H.  DUGGAN,  Montreal 


{Brig. -Gen.  SIR  ALEX  BERTRAM, 

Montreal 
IW.  P.  BRERETON,  Winnipeg 
tN.  E.  BROOKS,  Sherbrooke 
fProf .  ERNEST  BROWN,  Montreal 
*A.  R.  DECARY,  Quebec 
JL.  B.  ELLIOT,  Edmonton 
XG.  GORDON  GALE,  Ottawa 
JJ.  E.  GIBAULT,  Quebec 
tProf .  PETER  GILLESPIE,  Toronto 
JALEX  GRAY,  St.  John,  N.B. 

*  For  1919 


PAST  PRESIDENTS 
Col.  J.  S.  DENNIS,  Montreal 
COUNCILLORS 
*Prof.  A.  R.  GREIG,  Saskatoon 
*J.  H.  KENNEDY,  Vancouver 
*H.  LONGLEY,  Halifax,  N.S. 
1G.  D.  MACKIE,  Moose  Jaw 
JR.  W.  MacINTYRE,  Victoria 
tM.  H.  MacLEOD,  Toronto 
tE.  G.  MATHESON,  Vancouver 
*G.  A.  MCCARTHY,  Toronto 
fD.  H.  McDOUGALL,  New  Glasgow,  N.S. 
JW.  A.  McLEAN,  Toronto 

t  For  1919-20 


H.  H.  VAUGHAN,  Montreal 


tJOHN  MURPHY,  Ottawa 

tWm.  PEARCE,  Calgary 

*F.  H.  PETERS,  Calgary 

|J.  M.  ROBERTSON,  Montreal 

*R.  A.  ROSS,  Montreal 

*JULIAN  C.  SMITH,  Montreal 

tj.  G.  SULLIVAN,  Winnipeg,  Man. 

tL.  A.  THORNTON,  Regina 

*JAMES  WHITE,  Ottawa 

J  ARTHUR  SURVEYER,  Montreal 

{For  1919-20-21 


TREASURER 
ERNEST  MARCEAU,  Montreal 


SECRETARY 
FRASER  S.  KEITH,  Montreal 


CALGARY 

Chairman,  G.  W.  CRAIG 
Secretary,    C.  M.  ARNOLD 
513  -  8th  Ave.  West,  Calgary 
Executive,       A.  S.  DAWSON 
F.  H.  PETERS 
B.  L.  THORNE 
A.  S.  CHAPMAN 

EDMONTON 

Chairman,  A.  W.  HADDOW 

Vice-Chair.,  J.  L.  COTE 

Secretary,      R.  J.  GIBB 

c/o  City  Engineer,  Edmonton 

Executive,      R.  CUNNINGHAM 
D.  J.  CARTER 
A.  W.  HADDOW 
R.  P.  GRAVES 
L.  B.  ELLIOT 

HALIFAX 

Chairman,  F.  A.  BOWMAN 
Sec.-Treas.,K.  H.  SMITH 

197  Hollis  St.,  Halifax 
Executive,    L.  H.  WHEATON 
W.  P.  MORRISON 
P.  A.  FREEMAN 
J.  LORNE  ALLAN 
HIRAM  DONKIN 
RODERICK  McCOLL 

HAMILTON 

Chairman,  E.  R.  GRAY 
Sec.-Treas.,H.  B.  DWIGHT 

c/o  Canadian  Westinghouse  Co. 
Hamilton 
Executive,    E.  H.  DARLING 

J.  A.  McFARLANE 
KINGSTON 

Activities  discontinued  until  the 
close  of  the  war. 

MANITOBA 

Chairman,  W.  P.  BRERETON 
Sec.-Treas.,GEO.  L.  GUY 

300  Tribune  Bldg.,  Winnipeg 
Executive,    J.  C.  HOLDEN 
W.  M.  SCOTT 


OFFICERS  OF  BRANCHES 

MONTREAL 

Chairman,  WALTER  J.  FRANCIS 
Vice-Chair,ARTHUR  SURVEYER 
Sec,  Treas.,  FREDERICK  B.  BROWN 

260  St.  James  St.,  Montreal 
Executive,    F.  P.  SHEARWOOD 

W.  CHASE  THOMSON 
H.  G.  HUNTER 
L.  G.  PAPINEAU 
O.  O.  LEFEBVRE 
K.  B.  THORNTON 
and  local  councillors. 
NIAGARA  PENINSULA 

Chairman,  A.  C.  D.  BLANCHARD 
Vice-Chair.,  W.  P.  NEAR 
Secretary,       R.  P.  JOHNSON 
Box  245,  Niagara  Falls,  Ont. 
OTTAWA 

Chairman,  R.  de  B.  CORRIVEAU 
Secretary,    M.  F.  COCHRANE 

Dept.  of  Interior,  Ottawa 
Executive,    G.  B.  DODGE 

j.  h.  McLaren 

E.  B.  JOST 

C.  N.  MONSARRAT 

A.  F.  MACALLUM 
QUEBEC 

Chairman,  A.  R.  DECARY 
Secretary,    J.  A.  BUTEAU 
10  Aberdeen  St.,  Quebec 
Executive,    F.  T.  COLE 

J.  E.  GIBAULT 

A.  E.  DOUCET 

S.  S.  OLIVER 

A.  AMOS 

W.  LEFEBVRE 

SASKATCHEWAN 

Chairman,  G.  D.  MACKIE 

Vice-Chair., H.  S.  CARPENTER 

Sec. -Treas., J.  N.  deSTEIN 

2123  Retallack  St.,  Regina,  Sask. 

Executive,    L.  A.  THORNTON 
O.  W.  SMITH 
H.  R.  MACKENZIE 
E.  G.  W.  MONTGOMERY 
W.  H.  GREENE 
C.  J.  YORATH 
J.  E.  UNDERWOOD 


SAULT  STE.  MARIE 


Chairman, 

Sec. -Treas. 

Toronto 

Marie, 

Executive, 


ST.  JOHN 
Chairman, 
Secretary, 
Box  1393, 
Executive, 


TORONTO 
Chairman, 

Secretary, 
324  Glen 
Executive, 


J.  W.  LeB.  ROSS 

,L.  R.  BROWN 

Chemical    Co.,    Sault    Ste 

Ont. 

R.  S.  McCORMICK 

B.  E.  BARNHILL 
A.  G.  TWEEDIE 
J.  H.  RYCKMAN 

C.  C.  KIRBY 
A.  R.  CROOKSHANK 
St.  John,  N.B. 
G.  G.  HARE 
C.  O.  FOSS 
G.  G.  MURDOCH 
A.  GRAY 

A.  H.  HARKNESS 

W.  S.  HARVEY 

Road,  Toronto 

J.  R.  W.  AMBROSE 

WILLIS  CHIPMAN 

H.  G.  ACRES 

H.  E.  T.  HAULTAIN 

W.  A.  BUCKE 

R.  O.  WYNNE-ROBERTS 

P.  GILLESPIE 
VANCOUVER 

Chairman,  E.  G.  MATHESON 
Sec. -Treas.,  A.  G.  DALZELL 

647  -  12th  Ave.  E.,  Vancouver,  B.C. 
Acting  Sec. -Treas., 

C.  BRACKENRIDGE 
Executive,    C.  BRACKENRIDGE 

H.  M.  BUR  WELL 

H.  E.  C.  CARRY 

T.  H.  WHITE 
VICTORIA 

Chairman,  W.  A.  EVERALL 
Vice-Chair.,R.  A.  BAINBRIDGE 
Secretary,    J.  B.  HOLDCROFT 

610  Belmont  House,  Victoria,  B.C. 
Treasurer,   E.  DAVIS 
Executive,    E.  N.  HORSEY 

N.  A.  YARROW 

D.  O.  LEWIS 

R.  W.  MacINTYRE 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


355 


institute  Committees;  for  1919 


EXECUTIVE  COMMITTEE  OF 
COUNCIL 

R.  W.  LEONARD,  Chairman 

Walter  J.  FRANCIS,  Vice-Chairman 

J.  M.  ROBERTSON 

SIR  ALEX  BERTRAM 

JULIAN  C.  SMITH 

ERNEST  BROWN 

ARTHUR  SURVEYER 


FINANCE 

J.  M.  ROBERTSON,  Chairman 

H.  H.  VAUGHAN 

R.  A.  ROSS 

G.  H.  DUGGAN 

SIR  ALEX.  BERTRAM 


LIBRARY  AND  HOUSE 

SIR  ALEX  BERTRAM,  Chairman 

O.  LEFEBVRE 

S.  F.  RUTHERFORD 

FREDERICK  B.  BROWN 

R.  deL.  FRENCH 


PAPERS 

JULIAN  C.  SMITH 
G.  W.  CRAIG 
WALTER  J.  FRANCIS 

E.  R.  GRAY 
W.  YOUNG 

H.  S.  CARPENTER 
C.  C.  KIRBY 

F.  A.  BOWMAN 
A.  R.  DECARY 

R.  deB.  CORRIVEAU 
A.  L.  HARKNESS 
J.  W.  LeB.  ROSS 
W.  P.  BRERETON 
A.  W.  HADDOW 
E.  G.  MATHESON 
A.  C.  D.  BLANCH ARD 


PUBLICATIONS 

ERNEST  BROWN,  Chairman 

PETER  GILLESPIE 

W.  CHASE  THOMSON 

J.  A.  SHAW 

EDGAR  STANSFIELD 


BOARD  OF  EXAMINERS  AND 
EDUCATION 

ARTHUR  SURVEYER,  Secretary 

H.  M.  MACKAY,  Chairman 

ERNEST  BROWN 

J.  M.  ROBERTSON 

R.  deL.  FRENCH 

R.  S.  LEA 

A.  R.  ROBERTS 

BY-LAWS 

ERNEST  BROWN,  Chairman 
WALTER  J.  FRANCIS 
H.  E.  T.  HAULTAIN 

GZOWSKI  MEDAL  AND 
STUDENTS'  PRIZES 

H.  H.  VAUGHAN,  Chairman 
H.  E.T.  HAULTAIN 
J.  M.  R.  FAIRBAIRN 
JULIAN  C.  SMITH 
F.  H.  PETERS 

HONOUR  ROLL 

C.  N.  MONSARRAT 

Col.  A.  E.  DUBUC,  C.M.G.,  D.S.O. 

FRASER  S.  KEITH 

And  a  member  from  each  branch. 

NOMINATING 

District  No.  1— H.  M.  MacKAY,  Chair. 

A.  E.  DOUCET 
District  No.  2— ALEX.  FRASER 
District  No.  3~Capt.  J.  L.  ALLAN 
District  No.  4— A.  A.  DION 
District  No.  5— GEO.  HOGARTH 

H.  U.  HART 
District  No.  6— GUY  C.  DUNN 
District  No.  7— O.  W.  SMITH 
District  No.  8— A.  W.  HADDOW 

SAM.  G.  PORTER 
District  No.  9— NEWTON  J.  KER 

E.  G.  MARRIOTT 

ELECTRO-TECHNICAL 

L.  A.  HERDT,  Chairman 

L.  W.  GILL 

H.  T.  BARNES 

O.  HIGMAN 

J.  KYNOCH 

A.  B.  LAMBE 

T.  R.  ROSEBRUGH 

J.  MURPHY 


ENGINEERING  STANDARDS 

L.  A.  HERDT 
G.  H.  DUGGAN 
H.  H.  VAUGHAN 

INTERNATIONAL  AFFILIATION 

H.  H.  VAUGHAN 
JOHN  MURPHY 
G.  H.  DUGGAN 

STEEL  BRIDGE  SPECIFICATIONS 

P.  B.  MOTLEY,  Chairman 

C.  N.  MONSARRAT 
H.  B.  STUART 

H.  P.  BORDEN 

F.  P.  SHEARWOOD 

G.  H.  DUGGAN 
ALLAN  E.  JOHNSON 

E.  G.  W.  MONTGOMERY 
H.  A.  ICKE 

W.  CHASE  THOMSON 
W.  A.  BOWDEN 
J.  G.  LEGRAND 
GEO.  W.  CRAIG 

F.  T.  COLE 
M.  A.  LYONS 

A.  H.  HARKNESS 
H.  E.  ESTRUP 

STEAM  BOILER  SPECIFICATIONS 

L.  M.  ARKLEY,  Chairman 
W.  G.  CHACE 

F.  G.  CLARK 
R.  J.  DURLEY 

D.  W.  ROBB 

H.  H.  VAUGHAN 
LOGAN  M.  WATEROUS 

ROADS  AND  PAVEMENTS 

W.  A.  McLEAN,  Chairman 
W.  P.  BRERETON 
J.  DUCHASTEL 
J.  E.  GRIFFITH 

G.  HENRY 

E.  A.  JAMES 

A.  F.  MACALLUM 
A.  J.  MacPHERSON 
P.  E.  MERCIER 
W.  P.  NEAR 
G.  G.  POWELL 
C.  H.  RUST 

F.  W.  W.  DOANE 
ALEX.  FRASER 


LEGISLATION    COMMITTEE 


ARTHUR  SURVEYER,  Chairman 


Representing  the  Council 
J.  M.  ROBERTSON 


WALTER  J.  FRANCIS 


H.  E.  T.  HAULTAIN,  Toronto 
J.  G.  G.  KERRY 

E.  W.  OLIVER 

A.  S.  DAWSON  Calgary 

F.  H.  PETERS 
S.  G.  PORTER 

R.  W.  MACINTYRE  Victoria 

D.  O.  LEWIS 

E.  DAVIS 


Representing  the  Branches 

A.  A.  DION  Ottawa 

A.  B.  MACALLUM 

J.  B.  McRAE 

W.  ARCHDDUFF     Manitoba 

M.  C.  HENRY 

M.  V.  SAUER 

L.  A.  THORNTON      Saskatchewan 

G.  D.  MACKIE 

J.  N.  de  STEIN 


A.  R.  DECARY  Quebec 

A.  E.  DOUCET 

J.  E.  GIBAULT 

J.  L.  COTE  Edmonton 

N.  M.  THORNTON 

J.  H.  KENNEDY         Vancouver 

NEWTON  J.  KER 

T.  H.  WHITE 


356 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Preliminary  Notice  of  Application  for  Admission 
and  for  Transfer 

20th  March,  1919. 

The  By-Laws  now  provide  that  the  Council  of  the  Society  shall 
approve,  classify  and  elect  candidates  to  membership  and  transfer 
from  one  grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names  of  his 
references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list 
submitted  herewith  and  to  report  promptly  to  Secretary  any  facts 
which  may  affect  the  classification  and  election  of  any  of  the  candidates. 
In  cases  where  the  professional  career  of  an  applicant  is  known  to  any 
member,  such  member  is  specially  invited  to  make  a  definite  recom- 
mendation as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


BARNES,  HAROLD  ERNEST  RADCLYFFE,  of  Dartmouth,  N.S.  Born  at 
Bloxholm,  Eng.,  Sept.  7th,  1885.  Educ.  The  grammar  schools  at  Sleaford  and 
Snettisham,  Eng.,  A.M.I.M.E.,  London,  Eng.;  1901-05,  articled  under  city  engr., 
Lincoln,  Eng.  ;  1905-00,  bldg.  inspector  under  city  engr.,  Lincoln,  Eng.,  in 
chg.  of  drainage  scheme,  etc.  at  Clayton  &  Shuttleworth,  Ltd.,  eng.  works;  1906-10, 
eng.  asst.,  Lincoln;  1910-13,  asst.  borough  engr.,  Doncaster,  Eng.,  including  constrn. 
and  maintenance  of  public  highways,  etc.;  1913-14,  supt.  constrn.  of  pier  and  re- 
inforced concrete  cable  bldgs.,  Halifax,  N.S.;  1914  to  date  with  M.  &  D.  Dept.  Royal 
Engrs.,  3rd  Div.  Officer,  M.D.  6,  Halifax,  as  civilian  foreman  of  works  in  chg.  of  gen. 
constrn.  works. 

References:  T.  S.  Scott,  W.  P.  Morrison,  J.  F.  Pringle,  II. 'W.  MeCoIough,  J.  G. 
W.  Campbell,  W.  Hollingworth. 

BATE— CHARLES  BENJAMIN,  of  Ottawa,  Ont.  Born  at  Ottawa,  Dec.  23rd 
1891.  Educ.  B.Sc,  Queen's  Univ.,  1915.  1909-10,  on  location,  C.N. R;  one  summer 
with  Topog.  survey  branch;  at  present  on  active  service,  as  an  engr.  officer. 

References:  J.  A.  Macphail.  L.  Malcolm,  J.  M.  Rolston,  L.  W.  Gill,  J.  G.  Gwillim. 

BUCK— HAROLD  W.,  of  Hewlett,  N.Y.  Born  at  New  York  City,  May  7th, 
1873.  Eudc,  Ph.  B.,  Yale  Univ.,  E.  E.,  Columbia  Univ.,  1895.  1890-1900.  asst.  to 
ch.  engr.,  light  dept.,  Gen.  Elec.  Co.;  1900-07,  ch.  engr.,  elec.  dept.,  Niagara  Falls 
Power  Co.,  Canadian  Niagara  Power  Co.,  and  Cataract  Power  &  Conduit  Co.,  of 
Buffalo,  NY.,  responsible  for  all  elec.  eng.  connected  with  constrn.;  1907-19,  vice-pres. 
of  Viele  Blackwell  &  Buck,  engrs.,  N.Y.,  in  responsible  chg.  of  dsgning  and  constrn. 
of  plants. 

References:  R.  F.  Hayward,  H.  Holgate,  J.  C.  Smith,  F.  G.  Clark,  W.  N.  Ryerson. 


The  Council  will  consider  the  applications  herein  described  in 
May,  1919. 

Fraser  S.  Keith,  Secretary. 

•The  professional  requirements  are  as  follows: — 

Every  candidate  for  election  as  MEMBER  must  be  at  least  thirty  years  of  age, 
and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  twelve  years, 
which  period  may  include  apprenticeship  or  pupilage  in  a  qualified  engineer's  office 
or  a  term  of  instruction  in  some  school  of  engineering  recognized  by  the  Council.  The 
term  of  twelve  years  may,  at  the  discretion  of  the  Council,  be  reduced  to  ten  years 
in  the  case  of  a  candidate  who  has  graduated  in  an  engineering  course.  In  every  case 
the  candidate  must  have  had  responsible  charge  of  work  for  at  least  five  yeara,  and  this 
not  merely  as  a  skilled  workman,  but  as  an  engineer  qualified  to  design  and  direct 
engineering  works. 

Every  candidate  for  election  as  an  ASSOCIATE  MEMBER  must  be  at  least 
twenty-five  vears  of  age,  and  must  have  been  engaged  in  some  branch  of  engineering 
for  at  least  six  years,  which  period  may  include  apprenticeship  or  pupilage  in  a  qualified 
engineers'  office,  or  a  term  of  instruction  in  some  school  of  engineering  recognized  by 
the  Council.  In  every  case  the  candidate  must  have  held  a  position  of  professional 
responsibility,  in  charge  of  work  as  principal  or  assistant,  for  at  least  two  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  shall  be  required  to  pass  an  examination  before  a  Board  of  Examiners 
appointed  by  the  Council,  on  the  theory  and  practice  of  engineering,  and  especially 
inoneof  thefollowingbranehesathisoption Railway,  Municipal,  Hydraulic,  Mechanical, 
Mining,  or  Electrical  Engineering. 

This  examination  may  be  waived  at  the  discretion  of  the  Council  if  the  candidate 
has  held  a  position  of  professional  responsibility  for  five  years  or  more  years. 

Every  candidate  for  election  as  JUNIOR  shall  be  at  least  twenty-one  years  of 
age,  and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  four  years. 
This  period  may  be  reduced  to  one  year,  at  the  discretion  of  the  Council,  if  the  candidate 
is  a  graduate  of  some  school  of  engineering  recognized  by  the  Council.  He  shall  not 
remain  in  the  class  of  Junior  after  he  has  attained  the  age  of  thirty-five  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  first  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  the  following  subjects  Geography,  History 
(that  of  Canada  in  particular).  Arithmetic,  Geometry  Euclid  (Books  I.-1V.  and  VI.), 
Trigonometry,  Algebra  up  to  and  including  quadratic  equations. 

Every  candidate  for  election  as  ASSOCIATE  shall  be  one  who  by  his  pursuits, 
scientific  acquirements,  or  practical  experience  is  qualified  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  "give  the  names 
of  certain  members  as  references  does  not 
necessarily  mean  that  their  applications 
are  endorsed  by  such  members. 


FOR  ADMISSION 

A  RC AND— CHARLES  LOUIS,  of  Three  Rivers,  P.Q.  Born  at  Three  Rivers, 
Nov.  22nd,  1880.  Educ,  Three  Rivers  Classical  Coll.  1901,  asst.  engr.,  P.  W.D.  of 
Canada,  Three  Rivers  dist.;  1903-07,  in  chg.  of  works  as  principal  asst.  engr.,  on 
constrn.;  1907  to  date,  asst.  dist.  engr. 

References:  E.  D.  Lafleur,  J.  Lamoureux,  J.  Bourgeois,  B.  Grandmont,  D.  A. 
Evans,  J.  A.  Lefebvre. 

BALL— ALFRED  NEPEAN,  of  Regina,  Sask.  Born  at  Grenfell,  Sask.,  Dec. 
1st,  L890.  Educ,  B.Sc,  (C.E.)  Queen's  Univ.  1914.  D.L.S.  and  S.L.S.  Summer 
1912,  rodman,  G.T.R.  Ry.;  summers,  1913-14-15,  asst.  to  E.  W.  Murray,  dist.  surveyor 
and  engr.,  Regina;  1916-18,  officer  in  chg.  of  location  of  railway  lines  and  on  gen. 
constrn.  and  maintenance  on  light  rys.,  with  9th  Can.  Ry.  Troops. 

References;  W.  A.  l'«-xe..  H.  G.  Phillips,  E.  W.  Murray,  S.  Young.  D.  A  R. 
McCannel. 


BUCKLEY— PETER  BURTON,  of  Montreal.  Born  at  Genoa,  Italy,  March 
29th,  1891.  Educ,  B.Sc,  McGill  Univ.  1915.  With  Royal  Engrs.,  2  yrs.  in  France, 
and  VA  yrs.  on  Italian  front;  became  staff  captain  to  ch.  engr.;  demobilized  Feb.  1918 
and  returned  to  Canada. 

References:  C.  H.  Mitchell,  H.  M.  Mac  Kay,  J.  B.  Porter,  E.  Brown,  A.  R.  Roberts, 
C.  M.  McKergow. 

BUTLER— ALBAN  W.  L.,  of  St.  Catharines,  Ont.  Born  at  Flintshire,  N. 
Wales,  Oct.  19th,  1882.  Educ  English  Coll.,  Bruges;  I.C.S.  1901,  articled  to  J.  & 
P.  Higson,  mining  and  civil  engrs.;  1903-04,  asst.  mgr.,  colliery  work,  Bryn  Mawr, 
Wales;  1901-07,  asst.  on  surveys  and  colliery  layouts,  England;  1907-10,  with  C.N.R., 
as  topographer  and  Instr'man  on  location  and  constrn  ;  1910  (4  mos.)  in  chg.  of  party 
on  concrete  pipe  line.  Ont.  Power  Co.;  1910  on  Welland  Ship  Canal  staff  as  instr'man; 
1912,  asst.  engr.;  Aug.  1915-Oct.  1918  with  C.E.F.,  Major,  C.M.G.  Corps;  1919  to 
date,  asst.  engr.,   Welland  Ship  Canal. 

References:  G.  H.  Hanning,  C.  H.  Mitchell,  J.  L.  Weller,  W.  H.  Sullivan,  E. 
Oliver. 

BUTLER— FRANK  LEE,  of  Winnipeg,  Man.  Rorn  at  Terre  Haute,  Ind.. 
March  11th  1874.  Educ.  high  school  and  special  studies.  1894-1909,  in  operating 
dept.  of  Vandalia  R.R.;  1909-1911,  first  as  supt.,  later  vice-pres.  and  gen.  mgr.,  D.  & 
I.M.R.R.,  in  chg  of  operation,  maintenance,  constrn.,  etc.;  1911-14,  gen.  mgr.,  and 
later  receiver  of  the  A.J.  &  P.  R.R.,  in  full  chg.  of  property,  track,  electrification, 
etc;  1914-18,  gen.  mgr.,  C.  &  W.  T.  Ry..  in  chg.  of  property;  April  1918  to  date,  gen. 
supt.,  Winnipeg  Elec  Ry.,  in  chg.  of  operation,  equipment,  etc. 

References:  W.  P.  Brereton,  G.  L.  Guy,  J.  G.  Sullivan,  E.  V.  Caton,  A.  H. 
O'Reilley,  S.  Wilkins. 

CAMPBELL — JAMES  G.,  of  Windsor,  Ont.  Born  at  Glasgow,  Scotland,  July 
24th  1882.  Educ,  Glasgow  &  W.  of  Scot.  Tech.  Coll.  1898-1903,  apprentice  with 
Somervail  &  Co.,  Dalmuir,  Scot.;  1904,  deftsman,  with  Cleveland  Bridge  Co.,  York- 
shire, Eng.;  1905-06,  with  Montreal  Locomotive  &  Machine  Co.;  1907,  dftsman  and 
checker  with  Structural  Steel  Co.,  Montreal;  1908-11,  in  chg.  of  detailing  on  bridges, 
bldgs.,  etc.,  Structural  Steel  Co.;  1912-17,  asst.  ch.  dftsman.  Structural  Steel  Co.; 
Sept.  1917  to  date,  structural  engr.,  with  Can.  Steel  Corp.,  Ojibway,  Ont. 

References:  M.  J.  Butler,  W.  A.  Bowden,  A.  J.  Meyers,  J.  L.  Brower,  J.  W.  Seens, 
E.  E.  Kerrigan. 

CLAXTON— GEORGE,  of  Shawinigan  Falls,  Que.  Born  at  Kings  Lynn, 
Eng.  Oct.  14th,  1884.  Educ  4  years  tech.  Inst.  Kings  Lynn,  2  years  tech.  Inst. 
Birmingham,  Eng.  4  yrs.  articled  pupil  (C.E.)  with  H.  J.  Weaver,  M.I.C.E.  Gloucester, 
Eng.  114  yrs.  J.  &  L.  Lea,  Birmingham,  Eng.  114  yrs  at  H.  M.  Office  of  Works, 
Birmingham;  2  yrs.  instrument  man  Shawinigan  Water  &  Power  Co.,  7  years  with 
Belgo  Pulp  &  Paper  Co.,  in  charge  of  construction  and  designing  etc. 

Reference:  C.  R.  Lindsay,  N.  Goodman,  R.  Rinfret,  H.  Dessaulles,  J. '  W. 
Hayward,  E.  G.  M.  Busso. 

COURCHESNE— CHARLES  EDWARD,  of  St.  Trenee,  Que.  born  at  Quebec 
April  5th,  1891.  Educ.  B.S.  Laval  1912;  Quebec  Land  Surveyer  1914;  1912-13  instru- 
ment man  with  Gastonguay  &  Giroux;  1913-14  draughtsman  on  T.  C.  Ry.  1914-16 
practicing  as  land  surveyer  in  Quebec  City;  1910  to  present  time  instrument  man  on 
the  Q.   &  S.  Ry. 

References:  A.  J.  Macdonald,  J.  N.  R.  Beaudet,  M.  Lefebvre,  R.  Savary,  G.  K. 
Addie,  C.  E.  Gauvin. 

DA  WSON— KENNETH  LOCKHART,  of  Halifax,  N.S.  Born  at  Halifax,  Jan.  7th, 
1893;  education  B.Sc  (C.E)  Nova  Scotia  Tech.  CollegeMay  1917.  1910,  6  mos.  Asst.  to 
Town  Clerk,  Sackville,  N.S.  6  mos.  clerk  in  office  of  Gen'l.  Supt.  Alberta  Div.  C.P.R. 
Calgary;  1911-12  agent  at  Lille,  Alta.  for  West  Canadian  Collieries;  1913-14,  labor 
foreman  and  Asst.  to  Supt.  for  the  J.  S.  Metcalf  Co.  Charlottetown,  P.E.I.  1914-15 
auditor  for  Goff  &  Co.,  (boots  &  Shoes);  1916  dftsman  with  W.  E.  Barrett  for  the 
N.S.  Tramways  &  Power  Co.,  reinforced  concrete  designer  and  chief  dftsman  with 
same  firm  on  the  Municipal  Abattoir,  Halifax;  1917  Chem.  engineer  &  Asst.  Supt. 
Gas.   Dept.   N.S.  Tramways    &   Power  Co. 

References:  P.  A.  Freeman,  F.  R.  Faulkner,  J.  W.  Roland,  II.  Donkin. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


357 


DEAN— CLAYTON  DEWITT,  of  Teronto,  Ont.  Born  at  Decewsville,  Ont., 
June  28th,  1888.  Educ.  B.A.Sc.  Univ.  of  Toronto,  1911;  summer  of  1907  on  Govt, 
survey  of  G.T.P.  Ry.;  summer  1909  on  location  party  in  Man.  &  Sask.,  C.N. R.;  1910  to 
date  with  Imperial  Oil  Ltd.  as  follows: — up  to  spring  1912  dftsman  &  designer;  1912-13 
engr.  in  chg.  of  constrn.  of  plant,  Fort  William;  1913-16,  designer  and  asst.  to  qh. 
engr.  and  mech.  supt.,  Sarnia;  Sept.  1916  to  present  time,  tech.  and  process  advisor 
to  directors  on  constrn.  and  mfg   matters,  Toronto. 

References:  A.  A.  Kinghorn,  E.  D.  Gray,  E.  L.  Cousins,  E.  G.  Hewson,  G.  C. 
Parker,  L.  I.  Stone,  R.  O.  Wynne -Roberts,  F.  Barber. 

FA  WCETT— THOMAS,  of  Ottawa,  Ont.  Born  at  Barningham,  Eng.  Oct. 
28th,  1848;  Educ.  D.L.S.  &  D.T.S.  O.L.S.  (High  School  &  Albert  Univ.)  1S72-7.5 
land  surveys  in  Manitoba  and  Northern  Ont.  ;  1878-81  preliminary  surveys  in  Ontario 
and  N.  W.T.;  1882-3  sectional  system  of  surveys  along  C.P.R.  (Base  line  and  standard 
meridian  surveys) ;  188.5  exploration  survey  from  Kenora  to  Albany  River  and  Lake 
St.  Joseph;  188G-7  establishing  sectional  points  in  Ry.  belt  in  B.C.;  1888  exploratory 
surveys  Athabasca  River  etc.  1890-9(1  surveys  in  Manitoba  and  Sask.  1897-99 
gold  commission  and  director  of  surveys  in  Yukon  territory;  1900-02  private  practice 
O.L.S. ;  1903-07,  contract  surveys  for  Dominion  &  Ont.  Govts.;  1903  resurvey  of  the  4th 
meridian;  1909  correction  surveys  and  investigation;  1910  observer  in  Geodetic  survey 
of  Canada;  1911  to  present  time  engineer  in  charge  of  Boundary  commission. 

References  :  W.  P.  Anderson,  M.  J.  Bulter,  N.  J.  Ogilvie,  D.  H.  Nelles, 
Willis  Chipman,  J.  B.  Challies. 

FELLO  WES— KENNETH  CA  MICRON,  of  Niagara  Falls,  Ont.  Born  at  Kiviere 
Du  Loup,  Que.,  Aug.  28th,  1889.  Educ.  3  vrs.  S.P.S.  1909  (3  mos.)  res.  engr,  etc., 
G.T.R.,  Toronto;  1910  (5  mos.)  with  Smith,  Kerry  &  Chase,  Cobalt;  1911-12,  (10  mos.) 
rodman  and  inspector,  Toronto  Filtration  Plant;  1912  (.5  mos.),  leveller  on  grades 
for  water  mains,  Toronto;  1913  (4  mos.)  engr.  in  chg.  of  dock,  National  Iron  Works, 
Toronto;  1913-15,  asst.  engr.,  P.  W.D.,  Ont.;  6  mos.,  instr'man  on  Chippawa  develop- 
ment, Hydro-Elec.  Power  Comm.  of  Ont. 


References:  T.   K.  Thomson,  E.  L.  Cousins,  G. 
F.  F.  Longley,  C.  L.  Fellowes,  F.  L.  Fellows. 


Hogarth,  A.  C.  D.  Blanchard, 


FRASER— DONALD  JOHN,  of  Ottawa,  Ont.  Rorn  at  Mount  Forest.  Ont. 
May  1st,  1883;  Educ.  B.  A.  Queens  Univ.  1907;  D.L.S.  1911;  1907  asst.  in  charge  of 
levelling  party;  1907-11  in  charge  of  primary  party;  summer  1912  in  joint  charge  of 
secondary  Triangulation  Alaska  Boundary,  Portland  Canal,  and  Glacier  Bay  Districts; 

1913  Canadian  attache  to  American  party  on  Alaska  boundary;  1914  to  date  in  charge 
of  section  in  adjusting  Div.  Geodetic  Survey  of  Canada. 

References:  J.  J.  McArthur,  N.  J.  Ogilvie,  J.  D.  Craig,  J.  L.  Rannie,  L.  0.  Brown, 
B.  E.  Norrish,  M.  F.  Cochrane,  T.  H.  G.  Clunn. 

HEROUX— JOSEPH  EDMOND,  of  Quebec,  P.Q.  Born  at  Yamachiche.  P.Q  . 
March  4th,  1887.  Educ.  C.  E.,  Laval  Univ.  1915;  1907-10,  with  Dalbe  Viau,  architect, 
Montreal;  vacations  1910-11-12,  with  Dom.  Pub.   Wks.:  1913,  with   Marius  Dufreane; 

1914  with  Prov.  Roads  Dept.,  Quebec;  1915-19  with  Roads  Dept  ,  Prov  of  Quebec 
as  follows:  1915,  asst.  bridge  engr.;  1910,  bridge  engr.;  1917  to  date,  supervising  gen'l 
road  constrn. 


References:  G.  Henry,  A.  Fraser,  J.  E.  Gibault,  A. 
Normandin,  J.  A.  Buteau,  A.  Pepin. 


R.  Deca-y,  A  .Lariviere,  A.  B. 


JAMIESON— DAVID  WILSON,  of  Ottawa,  Out.  Born  at  Ottawa,  Sept.  4th, 
1882.  Educ,  matric.  McGill  Univ.,  1  yr.  S.P.S.  1904-07,  with  Niagara  Constrn.  Co. 
and  Ontario  Power  Co.,  in  chg.  of  field  party;  1907  (0  mos.)  on  railroad  constrn.; 
1908-1911,  with  J.  B.  McRea  on  water  power  surveys,  etc.;  1911-13,  res  engr.,  Que. 
&  Sag.  Ry.,  Quebec;  Mar.  1913  to  date,  asst.  to  dist.  engr.,  P.  W.  D  ,  Ottawa,  in  chg. 
of  hydraulic  data,  surveys,  etc. 

References:  S.  J.  Chapleau,  J.  B.  McRea,  C.  R.  Coutlee,  A.  Langlois,  S.  A. 
DesMeules,  J.   Murphy. 

KEARNEY— THOMAS,  of  Montreal.  Born  at  Donegal,  Ireland.  July  19th, 
1887;  Educ.  B.Sc.  1911;  BE.  1912,  National  I'niv.  Ireland;  from  1913  to  date  asst. 
engineer.  Can.  Nat.  Rys.  Montreal-work  including  supervision  of  construction,  ballast- 
ing grades,  surveys  and  estimates,  etc. 

References:  C.  II.  N.  Connell,  A.  F.  Stewart,  H.  K.  Wicksteed,  A.  F.  Belanger, 
E.  W.  Oliver,  W.  P.  Chapman,  C.  V.  Johnson. 

KENNEDY— SA  M  UEL  SINNOTT,  of  Winnipeg  Man.  Born  at  Uxbridge.  Ont. 
Dec  24th,  1877;  Educ.  I.C.S.  (mech.  diploma)  and  2  yrs  Armour  Inst.  Chicago,  Mech. 
engineering;  1895-98  machinist  apprentice;  1898-1904  machinist  on  installation  and 
repairs  with  I.C.R.  Chicago;  1904-10  with  D.  H.  Burnham  &  Co.,  Chicago,  as 
follows: — 1901-07  mech.  dftsman  on  heating,  ventilating,  sanitary  and  power  plant 
equipment;  1907-10  ch.  mech.  draftsman,  including  preparation  of  plans  and  specifica- 
tions for  equipment;  1910-11  dsgning  engr.  on  pumps,  valves  heating  and  ventilating 
specialties  Iroquois  Eng.  Co.  Chicago;  1911-12  engr.  in  charge  of  mech.  and  sanitary 
equipment  dsgning  and  supervising  for  J.  B.  Atchison,  Arthitect,  Winnipeg;  1912  to 
present  date,  consulting  heating,  ventilating  and  sanitary  engr.   Winnipeg. 

References:  F.  W.  B.  Scholefield,  J.  M.  Leamy,  T.  L.  Roberts,  T.  Kipp.  J. 
Rochette,  A.   W.  Lamont,  F.  H.  Farmer,  H.  A.  Bowman. 

KIRBY— THOMAS  HALDER,  of  Winnipeg,  Man.  Born  at  Ottawa,  Ont., 
Feb.  25th,  1891.  Educ,  B.Sc,  (C.E)  McGill  Univ.,  1913.  Summer  1911,  inspector 
on  sewer  constrn.,  Winnipeg;  summer  1912,  office  work,  with  C.  C.  Chattaway,  Wpg. ; 
1913  to  date,  with  Greater  Wpg.  Water  Dist.,  as  follows:  dftsman.  on  location;  instr'man 
on  ry.  constrn.;  office  engr.  on  aqueduct  constr.,  and  at  present  asst.  engr.  In  1918 
was  with  C.E.F. 

References:  W.  G.  Chace,  W.  D.  Mackenzie,  M.  V.-  Saner,  D.  L.  McLean,  J. 
Armstrong,  G.  F.  Richan. 


LOCKE— THOMAS  JOHNSON,  of  Shelburne,  N.S.  Born  at  Lockeport,  N.S., 
Sept.  8th,  1872.  Educ,  B.A.,  Acadia  Univ.,  1891.  1891-94,  in  prov.  engr's  office, 
Halifax;  1894-98,  leveller  on  survey,  Yarmouth,  later  res.  engr.  on  constrn.,  Feb. 
1898  was  appointed  asst.  engr.,  and  from  1905  to  date,  dist.  engr.,  P.  WD,  in 
responsible  chg.  and  supt  of  various  dredging  operations. 

References:  L.  H.  Wheaton,  E.  D.  Lafleur,  W.  A.  Hendry,  W.  G.  Yorkston,  A.  R. 
Dufresne,  R.  McColl,   W.  P.   Morrison. 

LOUNSBURY— WILLIAM  MORRIS,  of  Ottawa,  Ont.  Born  at  Village  of 
Cathcart,  Ont.,  Dec.  21st,  1884.  Educ,  high  school,  passed  prelim,  exam.  O.L.S. 
Exam.  Board.  1903-04,  rodman,  transitman,  etc.,  on  survey;  1905-07,  asst.  (under 
articles)  on  gen.  land  surveys  and  municipal  eng.  work;  1907-08,  under  articles  with 
town  engr..  North  Bay;  1908-10,  associated  with  L.  O.  Clarke  of.  Clarke  & 
Lounsbury,  in  chg.  of  eng.  office  at  Cobalt;  1911-12,  supervising  mining  r,evelopment, 
Procupine,  Ont.;  1913,  lake  water  scheme,  Ottawa;  as  asst.  engr.;  1915  to  date, asst. 
engr.,  in  chg.  of  test  borings;  P.  W.  D.,  Canada. 


References:  II.    M.   Davy;   E.   D.   Lafleur,    C. 
St.  Laurent,  A.  Gray,  U.  Valiquet. 


II.   Attwood,    C,   R.   Coutlee,  A. 


MACAULAY— HARRY  DONALD,  of  St.  John,  N.B.  Born  at  St.  John,  N.B., 
Aug.  2nd,  1888.  Educ,  1st  and  2nd  yr.  in  C.E.,  at  Univ.  of  N.B.  1907,  with  T.C.  Ry.; 
1909-10,  rodman,  B.  &  A.  Rv  ;  1910-12,  rodman  and  instr-man  on  constrn.  and 
valuation  work,  C.  4  N.  W.  Ry.;  1212-13,  res.  engr.  on  constrn.;  C.N.R.;  1913-14, 
transitman  on  location,  St.  3.  &  Que.  Ry.;  1914  to  date,  asst.  engr.,  P.  W.  D.,  on  staff 
of  engr.  in  chg.  of  St.  John  Harbour. 

References:  A.  Gray,  A.  R,  Crookshank,  H.  Longley,  A.  R.  Dufresne,  K.  M. 
Cameron. 

M  UDONALD— RODERICK  FRANCIS,  of  Sault  Ste.  Marie,  Ont.  Born  at 
Big  Pond,  N.S.,  Aug.  24th,  1882.  Educ  .  B.A.,  St.  Francis  Xavier  Univ.  1907.  1907- 
10,  with  N.T.C.  Ry.,  1907  (0  mos.)  as  rodman  and  topog.  on  location,  and  1908-10, 
as  rodman,  instr'man,  dftsman  and  asst.  engr.;  1910-11,  asst.  engr.  and  dftsman, 
Don,.  Iron  &  Steel  Co.;  1911-13,  asst.  engr.,  on  A.  E,  Ry;  1912-14,  res.  engr.,  A.  C.  Ry.; 
1914  (.5  mos.)  engr.  in  chg.  of  hydrographic  survey  party,  Can.  Copper  Co.;  1914(5  mos.). 
office  engr.  and  dftsman,  L.  II.  A-  N.O.  Ry.;  1915  (.5  mos.)  office  engr.,  and  dftsman, 
Sudbury  Suburban  Elec  Ry.;  1915-17,  constrn  engr.,  Algoma  Steel  Corp;  1917-19, 
field  engr,  in  chg.  of  hydrographic  surveys  and  dam  constrn.,  Spanish  River  Pulp  & 
Paper  Mills 

References:  H.  S.  McCormick,  B.  E  Barnhill,  T.  S.  II.  Wurtele,  J.  A.  Boyle, 
P.  B.  Duff. 

M  VCDONALD—  WALTEREL  WOOD,  of  Ottawa,  Ont.  Born  at  Ottawa, 
May  20th,  1893.  Educ,  Ottawa  Coll..;  passed  exam,  matric  for  McGill  Univ.; 
completed  night  course  in  hydraulics  at  Scranton  Inst.  Summer  1910-11,  with  Hydro- 
Elec.  Comm.,  as  rodman,  dftsman.,  etc.;  1912,  in  waterworks  dept..,  ( Ittawa,  supervising 
all  constrn.  of  new  city  water  mains;  later  asst  on  pitometer  survey  of  (ittawa;  1913, 
res.  engr.  on  constrn.  of  dam,  in  chg.  of  supervision,  etc.;  asst.  with  H.  S.  4  W.  S.  Lea, 
const  engrs.,  Montreal;  1914-16,  asst.  engr.  on  aqueducts,  water  mains,  etc,  work 
including  surveys  and  preparation  Of  plans;  1915,  associated  with  J.  B.  McRea,  conslt. 
engr.,  in  chg.  of  pipe  scheme  for  <  »tlawa;  1916,  mech.  engr.,  in  chg.  of  all  mech.  matters 
in  connection  with  Ottawa  Water  supply;  Sept.  1916  to  date,  city  waterworks  engr. 

References:  J.  B.  McRae,  A.  F,  Macallum,  R.  S.  Lea,  J.   Murphy. 

M  \C|.EOD— JOHN  WILLIAM,  of  Thorburn,  N.S.  Born  at  Scotsburn, 
N.S.,  July  9th,  1877.  Educ,  B.A.,  1910,  M.A.,  1911,  St.  Francis  Xavier  Univ.,  B.Sc, 
McGill  Univ.,  1914.  1909-12,  associate  prof,  of  mathematics,  St.  Francis  Xavier 
Coll.;  1912-1  f,  asst  engr,  Halifax  Ocean  Terminals;  L9 15-16,  organized  Greenwood 
Coal  Co.  Ltd.,  Thorburn,  in  chg.  of  survey  and  constrn.  of  spur  line;  1916  to  date, 
director  and  sec'y.  Greenwood  Coal  Co.,  in  chg.  mine  surveying,  etc. 

References:  D.  II.  McDougall.  R.  E.  Chambers,  J.  B.  Porter,  II.  M.  .  Mackay, 
J.  Wizard,  .1.  J.   MacDonald,   M.  A.  Fullington, 

MARBLE— WILLIAM  OSCAR,  of  Vancouver,  B.C.  Born  at  Hampstead, 
N.  IL,  March  9th,  1876,  Educ  .  private  tuition.  1895-1900,  dftsman  and  asst. engr., 
city  engr's  office,  Haverhill,  Mass.;  1900-08,  on  eng.  staff  of  Purdy  &  Henderson,  N.Y.; 
dsgning  structural  steel,  etc. ;  1908-09,  in  dig.  of  Purdy  &  Henderson  eng.  office,  Boston, 
Mass.;  1909-17,  western  mgr  ,  for  Purdy  iv  Henderson  (Canada)  in  chg.  of  constrn.; 
1917  to  date,  associated  with  Hodgson  &  King,  engrs.  and  contractors,  Vancouver,  in 
sole  chg.  of  constrn. 

References:  J.  P.  Hodgson,  R.  F.  Hayward,  A.  D.  Creer,  P.  P.  Brown,  R.  Rome, 
E.    K.   Adamson. 

MARTINDALEv-ERNEST  SMITH,  of  Ottawa,  Ont.  Born  at  Mount  Healv, 
Ont.,  May  20th,  1886.  Educ.,  B.A.Sc,  Toronto  Univ.,  1911.  D.L.S.,  1911.  Summers 
1909-10,  asst.  on  surveys;  1911-12,  chief  of  party  on  Dom.  land  surveys  in  S.  Alta.; 
1913-14,  chief  of  party  on  surveys  in  N.  Sask.;  1915,  chief  of  party  on  (stadia)  water 
area  survey  in  N.  Alta.;  1916,  chief  on  surveys  in  S.  Alta.  and  Sask.;  1917-18,  with 
Topographical  Survey  Branch;  at  present,  chief  of  party  on  miscellaneous  surveys. 

References:  G.  B.  Dodge,  G.  H.  Blanche!,  G.  II.  Ferguson,  G.  C.  Cowpcr,  J.  A. 
S.  King,  A.  L.  Cuiuniing,  E.  P.  Bowman. 

MARTINEAU— J.  OMER,  of  Quebec.  Born  at  Quebec  August  7th,  1893; 
Educ.  B.Sc.  C.E.  Queens  Univ.  1915;  1913-14,  asst.  to  engr.  in  chge.  Dom.  Public 
Wks.;  Aug.  1914.  Apr.  1915,  with  Can.  Engrs.;  1916  to  date  engr.  Dept.  of  Roads 
of  the  Prov.  Govt,  of  Quebec,  preliminary  inspections  in  highway  constrn.  plans, 
specifications  and  estimates  on  same. 

REFERENCES:  Alexander  Fraser,  A.  Lariviere,  R.  Savary,  G.  Henry,  Jos. 
Lefebvre,  L.  N.  Boulet. 


358 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


MATHER— RICHARD  H.,  of  Montreal.  Born  at  Minneapolis,  Minn.,  April 
30th,  1889.  Educ.,  B.Sc.,  McGill  Univ.,  1913.  Vacations,  1910-11  (7  mos.)  with 
Westinghouse  Works,  Pitsburgh,  Pa.;  11  mos.  with  Can.  Westinghouse  Co.,  Hamilton, 
Ont.;  2,r4  yrs.,  in  elee  dept  ,  McGill  Univ.,  first  as  junior,  then  senior  demonstrator; 
4  mos.,  cable  eng.  dent.,  Northern  Elee.  Co.;  1910-19,  with  Sir  W.  'J.  Armstrong, 
Withworth  &  Co.  Ltd  ,  England,  in  chg.  of  installation  and  maintenance  of  all  elee. 
gear  in  their  Newcastle  area;  has  just  returned  from  England. 

References:  L.  A.  Hcrdt,  C.  V.  Christie,  E.  G.  Burr,  (!.  Robertson,  A.  R.  Roberts. 

McCLY  MONT— HERBERT  ROSS,  of  Toronto,  Ont.  Born  at  Dalbeattie, 
Scotland,  Sept.  9th,  1883.  Educ.,  E.  E.  and  M.  E.  course,  Glasgow,  Univ.  A.M., 
B.I.E.E.,  1900-03,  apprentice  in  workshops  and  test  rooms,  Siemens  Bros.,  London, 
Eng.;  dsgn.  of  railway  motors,  etc.;  1900-07,  with  Lancashire  Dynamo  Co.,  as  senior 
dftsman.  on  dsgn.  of  generators  and  motors;  1907-11,  efficiency  engr.,  and  chemist. 
Central  London  Elee.  Ry.  Co.,  in  chg.  of  all  testing,  etc.;  1911-10,  with  Siemens  Co., 
of  Canada,  as  ch.  constrn.  engr.,  first  for  western  div'n,  later  for  all  Canadian  territory; 
Aug.  1910  to  date,  with  Kerry  &  Chacc  Ltd.,  consl.  engrs.,  Toronto,  as  principal  asst., 
elcc.  engr.,  making  reports,  tests,  and  acting  in  advisory  capacity,  etc. 

References:  J.  G.  G.  Kerry,  A.  L.  Mudge,  P.  W.  Thorold,  A.  S.  Cook,  F.  J.  Bell 
and  J.  B.  Harvey. 

McCOLI CHARLES    ROSS,    of    Sandwich,    Ont.       Born    at    Chatham,    Ont., 

July  20th,  1881.  Educ.,  B.Sc,  Queen's  Univ.,  1908,  O.L.S.,  1909.  1907-14,  with 
Owen  McKay,  Walkerville,  as  asst.,  in  gen.  municipal  eng.,  including  sidewalks, 
drainage,  survey  work,  etc.;  Jan.  1914  to  date,  private  practice,  gen.  municipal  eng. 
and  survey  work,  also  town  engr.,  Sandwich. 

References:  O.  McKay,  M.  E  Brian,  A.  J.  Stevens,  J.  N.  Stanley,  B.  E.  Norrish, 
R.  O.  Sweczey. 

McFAUL— WILLIAM  LAWRENCE,  of  Sault  Ste.  Marie.  Ont.  Born  at  Owen 
Sound,  Out,  March  7th,  1889.  Educ.,  B.A.Sc.,  Toronto  Univ.,  1913.  1911  (Omos), 
inspector  of  roads  and  sidewalks,  Port  Arthur;  1912,  (0  mos.)  asst.  city  engr.,  Sault 
Ste.  Marie;  1913-14,  asst.  engr.,  on  street  ry.  constrn.,  Port  Arthur;  1914-10,  asst . 
city  engr.  and  1910-17,  city  engr.,  Sault  Ste.  Marie;  Nov.  1917,  Jan.  1919,  with  C.E.F., 
and  O.M.F.C.,  as  lieut.,  Can.  Engrs.  on  active  service,  Feb.  1919  to  date,  city  engr., 
Sault  Ste.  Marie. 

References:  L.  M.  Jones,  P.  Gillespie,  E.  R.  Gray,  J.  W.  LeB.  Ross,  L.  R.  Brown, 
A.  G.  Tweedie. 

McKIEI — HAROLD  WILSON,  of  Sackville,  N.B.  Born  at  Gananoque,  Ont , 
Sept.  4th,  1888.  Educ.  B.  A.  (honors  in  Chem.)  1908,  B.Sc.  (honors,  Chem.  eng.)  1912, 
Quee's  Univ.;  1911  (8  mos.)  chemist,  Can.  Cement  Co.;  summer  1912,  Assoc. 
Dept..  under  Dept.  of  Mines,  Queen's  Univ.  ;  one  summer  research  chemist 
with  Br.  Chem.  Co.,  Trenton,  Ont.;  1913  Prof,  of  Chemistry,  Mount  Royal  Coll., 
Calgary  1913  to  date.  Prof,  of  Mech.  Engr.  at  Mount  Allison  Univ.;  4  yrs.  member 
representing  Mount  Allison  on  committee  on  engr.  educ,  5  yrs.  Sec'y.  and  Registrar, 
Faculty  of  A.Sc,  Mount  Allison  Univ. 

References:  J.  Gwillim,  S.  J.  Fisher,  K.  S.  Pickard,  II.  W.  Read,  B.  E.  Norrish, 
L.   Malcolm. 

MYLREA— THOMAS  DOUGLAS,  of  Toronto,  Ont.  Born  at  Liverpool,  Eng. 
Jan.  17th,  18S0;  B.Sc  (C.E.)  Univ.  of  111.  1909;  1909  inspector  of  concrete  highway 
bridges,  III.  Highway  Comm.;  1910-12  with  American  Bridge  Co.,  as  timekeeper  on 
constrn  and  dftsman,  etc.;  1912  (4  mos.)  checker  with  A.  Bolters  Sons  Bridge  Co., 
Chicago;  1912-13  checker  and  later  chief  draftsman  Dom.  Bridge  Co.,  Winnipeg; 
1913  designer  Harkness  &  Oxley,  Toronto;  1914 -(7  mos.)  science  master,  Ingersoll 
Coll.  Inst.;  1914-1917  engr.  of  tests,  Toronto  City  Architects  Dept.;  July  1917  to  date 
ch.  engr.  Trussed  Concrete  Steel  Co.,  Toronto. 

References:  P.  Gillespie,  A.  H.  Harkness,  C.  R.  Young,  Thos.  Taylor,  A. 
W.  Connor. 

NICHOL— FREDERICK  THOMAS,  of  Toronto,  Ont.  Born  at  Beeton,  Ont. 
Dec.  15th,  1884;  educ.  B.A.Sc;  June  1911  to  August  1914  designing  engineer  with 
C.  W.  Noble,  Toronto;  Aug.  1914  to  Nov.  1918  Major  with  C.E.F.;  responsible  for 
design  of  reinforced  concrete  structure  consisting  of  factories,  office  buildings  and 
schools;  at  present  engineer  with  Archibald  &  Holmes  Ltd.  Toronto. 

References:  C.  W.  Noble,  A.  R.  Holmes,  A.  E.  Nourse,  P.  Gillespie,  C.  P.  Van 
Norman. 

PERRY— PHILIP  CARLETON,  of  Regina,  Sask.  Born  at  Fort  William,  Ont., 
July  27th,  1889.  Educ.  public  schools,  I.C.S.;  1900-09,  rodman  and  inspector  G.  T.P.  Ry., 
Fort  Willam;  1909-10  (4  mos.)  rodman,  Northern  Pyrites  Co.;  1910(8  mos.)  inspector, 
G.T.P.  Ry.;  1910-11,  levelman  and  topog.,  A.C.  Ry.,  Sault  Ste.  Marie,  Ont.;  1912 
to  date  with  G.T.P.  Ry.  as  follows: — 1912-14,  dftsman  and  instr'man,  Fort  William; 
1915-10,  rodman,  Fort  William  and  Edmonton;  1910-18,  instr'man  on  maintenance, 
Edmonton;  Sept.  1918  to  date,  asst.  res.  engr.,  Regina. 

References:  G.  C.  Dunn,  G.  Murray,  J.  N.  deStein,  R.  P.  Graves,  R.  W.  Ross. 

PETRIE— JOHN  BERNARD,  of  Wabana,  Nfld.  Born  at  Victoria  Mines,  N.S., 
March  28th,  1872.  Educ,  common  school  and  I.C.S.  engr.  apprentice.  Was  with 
Dom.  Coal  Co.,  as  follows: — engr.  and  machinist,  and  2  yrs.  as  ch.  engr..  No.  2  colliery; 
2  yrs.,  boiler  and  maeh'y  inspector,  Glace  Bay,  N.S.;  and  for  8  yrs.,  mech.  supt.,  of 
Dom.  Iron   &  Steel  Co.,   Wabana. 

'     References:   F.    W.   Angel,   C.   B.   Archibald,   T.   A.   Bown,  J.   B.  Gilliatt,  J.   J. 
McDougall,  J.  S.  Whyte,  D.  H.  McDougall,  T.  J.  Brown. 

PETTI NGILL— ERNEST  LOCHLIN,  of  Copper  Cliff,  Ont.  Born  at  Wellington, 
Ont.  Oct.  22nd,  1891.  Educ.  B.Sc  Queens  Univ.  1910;  summer  1911  with  Dept 
of  Indian  Reserves;  1912  dftsman,  C'.N.R.  Winnipeg;  1913  instr.  man  International 
Nickel  Co.,  1914  instr'man  and  inspector  for  Cedar  Rapids  Mfg.  &  Power  Company; 
1915-19  with  Inter.  Nickel  Co.,  as  follows: — 1915  instr'man;  1910  asst.  to  supt.  of 
constrn;  1917  engr.  in  charge  of  constrn.  work  at  Creighton  Mine;  1918  in  charge  of 
constrn.  work  at  O'Donnell  Roast  Yard;  and  at  present  representative  on  constrn. 
of  storage  dam. 

References:  J.  B.  D'Aeth,  J.  C.  Street,  A.  M.  E.  Allaire,  W.  J.  Bishop,  E.  A. 
Stone. 


PONTON— GERALD  MUNGO,  of  Ottawa,  Ont.  Born  at  Belleville,  Ont. 
May  8th,  1888.  Educ  Min.  engr.  Toronto  Univ.  1909;  24  mos.  surveying,  mill  work, 
assaying,  etc.,  during  vacations,  1909  asst.  engr.  Trent  Valley  Canal;  1910  geologist 
and  aasayer.  W.  C.  Colleries;  191 1-13,  member  of  firm  Harrison  &  Ponton,  consl.  engr. 
and  land  surveyor.  Calgary  and  Edmonton;  1914  geologist  for  E.  D.  &  B  C.  Ry.  and 
Peace  River  Oil  Co.,  locating  field  and  supt.  drilling;  1915  metallurgist  Phelps  Dodge 
A-  Co.,  New  Mexico,  Arizona,  and  Mexico;  1910  Lieut.  Can.  Engrs.  Tunnelling  Co. 
C.E.F. ;  1917  supervisor  metallurgical  div.  Imperial  Munitions  Board;  1918  supervisor 
production  and  distribution  of  explosive  and  metallurgical  products;  at  present  is 
officer  with  Imperial   M.  Board. 

References:    H.  E.  T,  Haultain,  John  Bates,  Lcsslie  Thompson, 

PORTER— JOHN  HENRY,  of  Hamilton,  Ont.  Born  at  Hagersville,  Ont.,  March 
28th,  1878.  Educ,  Ont.  Normal  School.  Dftsman.,  Hamilton  Bridge  Works; 
1901-02,  dctailer,  Virginia  Bridge  &  Iron  Co.,  Roanoke,  Va.;  1902-05,  checker  and 
estimator,  Brown  Ketcham  Iron  Works,  Indianapolis,  Ind.;  1905-11,  checker,  and  from 
1911  to  date,  dsgning  engr.  and  estimator,  Hamilton  Bridge  Works  Co. 

References:  C.  II.  Marrs,  J.  G.  Jack,  J.  A.  McFarlane,  E.  II.  Darling,  D.  A. 
Williamson,  10.  H.  Pacv. 

PURSER— RALPH  CLINTON,  of  Ottawa,  Ont.  Born  at  Windsor,  Ont., 
April  7th,  1880.  Educ.  B.A.Sc,  Toronto  Univ.,  1907  ;  D.L.S.,  1910.  Summers 
1905-00,  on  O.L.S.  subdiv'n.;  1907-08,  transitman  on  alignment;  Detroit  River  Tunnel 
Co.;  1909  (7  mos.)  asst  on  D.L.S.  subdiv'n  and  retracement  surveys;  1910-11,  office 
work  and  gen.  field  work,  J  J.  Newman,  O.L.S.;  1911  to  date,  chief  on  D.L.S.  miscel- 
laneous field  work. 

References:  G.  B.  Dodge,  G.  H.  Ferguson,  J.  A.  S.  King,  G.  C.  Cowper,  M.  E. 
Brian,  T.   W.  Brown. 

RALSTON— NOR  MAN  CHESTER,  of  Shelburne,  N.S.  Born  at  Amherst,  N.S. 
Dec.  17th,  1887.  Educ.  Dalhousic  Eng  School;  1907  (0  mos.)  on  constn.  of  pile  wharf; 
April  1909  to  date,  asst.  dist.  engr.  P.W.D.  Western  M.S.,  work  including  surveying 
and  reporting,  inspection,  drafting  etc. 


References  : 
Freeman. 


I)    i:    I.afleur,   W.  G.  Vorkston,    R.   McColl,   W.  P    Morrison,   J.  R. 


RICHARDS— JOHN  DAVID,  of  Regina,  Sask.  Born  at  Cardiff,  Wales,  Sept. 
5th,  1880.  Educ,  tech.  educ,  in  E.E.  and  physics  at  South  Wales  Univ.  1910.  1901, 
wireman  with  Edwards  &  Armstrong;  1902-03,  in  business  as  elee  engr.,  and  repre- 
sentative of  Greenwood  &  Batley,  of  Leeds,  Eng.,  at  Cardiff,  Wales;  1904,  with  Can. 
Gen.  Elee.  Co.,  as  constrn.  foreman;  1912-13,  meter  engr  ,  Regina;  1914-10,  on  dsgn. 
and  constrn.  of  new  lay-out  for  towns,  etc  ;  Oct.  1917  to  date,  meter  engr.,  for  Regina. 

References:  E.  A.  Markham,  J.  M.  Mackav,  D.  A.  R.  McCannell,  R.  O.  Wynne- 
Roberts,  M.  L.  Wade. 

RICHARDSON— FREDERICK  LEEDS,  of  St.  John,  N.B.  Born  at  Maple, 
Ont.,  Dec  10th,  1888.  Educ  B.A.Sc,  Toronto  Univ.  1910;  with  Harvey  &  Miller, 
Toronto;  with  C.N.R.  eng.  staff  on  concrete  work;  1910-13  with  Miller,  Cumming  & 
Robertson,  Contractors;  1913-15,  supt.  Ashbridge  Bay  Dock  and  steel  conduit,  for 
Roger  Miller  &  Sons,  Toronto;  1915  with  Can.  Stewart  Co.  on  Toronto  Harbor  improve- 
ments; 1910-18  with  Public  Works  of  Canada,  in  chg.  of  inspection;  at  present,  res 
engr.  St.  John,  on  constrn.  of  breakwater  and  dry  dock  at  Courtenay  Bay. 

References:  A.  Gray  E.  L.  Cousins,  E.  W.  Oliver,  A.  R.  Dufresne,  A.  Gibson, 
F.  Barber,  T.  F.   Willsie,  J.  G.  R.   Wainwright. 

RICHARDSON— WILLIAM  HENRY  STE WARTfCapt.),  of  Belleville,  Ont. 
Born  at  Toronto,  Ont.,  Jan.  24th,  1894.  Educ  Coll.  Inst.,  Hamilton;  prelim, 
exam,  for  O.L.S.  1913,  course  in  military  engr.  1915;  1911-14  in  chg.  of  surveying 
parties,  J.  W.  Tyrrell  &  Co.,  Hamilton,  Ont.;  1915-10,  in  chg.  tunnelling  operations 
and  field  fortifications,  B.E.F.,  France;  1917  to  date,  transitman,  G.T.R. 

References'.  G.  H.  Frith,  E.  G.  Hewson,  J.  B.  Nicholson,  W.   Walker,  L.  I.  Stone. 

RICKARDS— CHARLES  SELBY,  of  Hamilton,  Ont.  Born  at  Banff,  Alta., 
Nov.  20th,  1890.  Educ,  Calgary  Coll.  Inst.  1914-15,  on  erection  of  wireless 
telegraph  stations,  Baskino  Ltd.  and  Diamond  Oil  Co.,  Calgary;  1915-10,  hydrographi- 
cal  eng.  with  Dept.  of  Interior;  1910-18,  apprentice.  Can.  Westinghouse  Co.,  at  present 
erecting  engr.,  Can.  Westinghouse  Co.,  work  consisting  of  testing  and  installing  clec. 
apparatus. 

References:  H.  U.  Hart,  W.  F.  McLaren,  K.  C.  Berney,  H.  B.  Dwight,  E.  R.  Gray, 

SHAW— WILLIAM  JOHN,  Jr.,  of  St.  Thomas,  Ont.  Born  at  London,  Ont., 
June  9th,  1880.  Educ,  Coll.  Inst.  Since  1901  with  Michigan  Central  RR.,  as  follows; 
1901-05,  rodman  and  dftsman.;  1905-07,  instr.  man.;  1907-18,  asst.  div.  engr.;  1918, 
acting  div.  engr.,  and  at  the  present  time  div.  engr. 

References:  J.  A.  Bell,  F.  A.  Bell,  R.  L.  Latham,  G.  A.  McCubbin,  F.  J.  Ure. 


Born    at    Toronto,    Ont., 
mos.   time-keeper,   Cream 


SIMPSON— BRUCE    NAPIER,    of    Toronto,    (Int. 
Oct.    Kith,    1892.     Educ   B.A.Sc   Toronto   Univ.    1914;   . 

Hill  Mine;  5  mos.  with  Geolog.  Survey  of  Can.;  5  mos.  with  Comm'n.  of  Conservation 
on  Water  power  reconnaissance;  8  mos.  inspector  roads  and  side  walks,  Toronto; 
5  mos.  on  Lake  of  Woods  investigations;  5  mos.  on  reservoir  storage  with  N.  R.  Gibson, 
consl.  engr.  for  the  Elee  Power  Co.;  15  mos.  lieutenant  in  artillery,  C.E.F.,  at  present 
asst    in  hydrometric  work,  Hydro-Elec  Power  Comm'n. 

References:  N.  R.  Gibson,  H.  G.  Acres,  T.  H.  Hogg,  M.  V.  Saner,  J.  Mackintosh. 

STEVEN— JOHN  OTHMAR  BOYER,  of  Campbellton,  N.B.  Born  at 
RichibuctO,  N.B.,  Oct.  15th,  1889.  Educ,  high  school  and  bus.  coll.  1908-11,  with 
I.C.  Ry.,  Monction,  N.B.;  1911-13,  rodman;  1913  to  date,  sr.  dftsman.,  Can.  Nat. 
Rys.,  Campbellton. 

References:  R.  A.  Black,  J.  S.  O'Dwyer,  R.  II.  Emerson,  J.  L.  Wilson,  C.  B. 
Brown,  S.  B.  Wass,  G.  E.  Martin,  A.  R.  MacGowan. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE    OF      CANADA 


359 


STUART— WILLIAM  HENRY,  of  Winnipeg,  Man.  Horn  at  Cheltenham,  Eng. 
Aug.  2nd,  1884.  Educ.  studied  law  at  Univ.  of  Minn.,  but  did  not  complete  course.; 
1905-14,  with  G.T.P.R.  as  topog.,  dftsman.,  transitman,  and  as  res.  engr.,  at  Prince 
Rupert,  (1911)  was  in  complete  chg.  of  entire  work;  has  just  returned  after  21.,  yrs.  on 
active  service  as  officer  and  will  resume  work  on  rlys. 

References:  E.  H.  Pierce,  A.  L.  Ford. 

TRIPP— HARRY  HOLLISTER,  of  Edmonton,  Alta.  Horn  at  Homer, 
N.Y.  Jan.  31st,  1886;  Educ.  C.  E.  Cornell  Univ.  1908,  Vacation  1905  rodman  on 
drainage,  Ithaca,  N.Y.;  summer  1907  rodman  highway  dept.  N.Y.  state;  1908-09 
rodman  on  Barge  Canal;  1909  (rodman  5  mos.)  C.P.R.  Cranbrook,  B.C.;  Aug.  1909- 
May  1915  transitman  C.P.R.  Cranbrook  and  Edmonton;  1915  (7  mos.)  res  eng 
C.P.R.  Edmonton;  1915  eh.  clerk  in  Dist.  Engr's  office  Calgary;  1910  7  mos.  res. 
engr.  Winnipeg,  TCP.  Ry.;  July  1910-Fcb.  1918  res.  engr.  C.P.R.  Kenora,  Out.; 
1918  to  date  div.  Engr.  C.P.R.  Edmonton. 


References:  F.  S.  Rosseter, 
H.  W.  McLeod,  Frank  Lee. 


F.   W.  Alexander,  J.  C.  Holden,  R.  C.  Harris,  C.  Flint, 


WALCOT— JOHN  BEVAN,  of  Montreal.  Born  at  Edinburgh,  Scotland,  June 
25th,  1890.  Educ.  Geo.  Watson's  Coll.,  Edinburgh;  passed  final  exam,  as  D.L.S 
1918.  1911-12,  with  C.P.R.,  Montreal;  1912-14,  with  C.N.R..  on  Mt.  Royal  Tunnel 
and  terminal  constrn.,  as  rodman  and  instr'man;  1914-15,  field  and  office  work,  town 
of  Mount  Royal,  C.N.R.;  1915-17,  asst.  to  D.L.S. ;  1917  to  Feb.  1918  with  Walter 
J.  Francis  &  Co.,  asst.  on  field  and  office  work;  1918,  in  C.E.F.,  Can.  Engrs.,  (.dis- 
charged Dec.  1918),  Jan.  1919  to  date,  asst.  on  field  and  office  work,  W.  J.  Francis 
&Co. 


References : 
Joyce. 


W.  J.  Francis,  F.  B.  Brown,   W.  Kennedy,  Jr.,  J.  L.  Busfield,   W.  E. 


WEEKES— ABEL  SENECA,  of  Edmonton.  Aha  Born  at  Gleneoe.  Ont  ,  Feb. 
17th,  1866.  Educ,  high  school,  O.L.S.,  1890,  D.L.S.,  1892,  A.L.S.,  1911,  S.L.S., 
1912.  1887-90,  apprentice  with  Coad  &  Robertson,  surveyors  and  engrs.;  1890-92, 
engr.  for  several  townships  in  Ont.,  including  Clinton,  work  being  chiefly  drainage; 
1893,  land  surveying;  1894-97,  private  practice  in  Alta  ,  also  a  small  amount  of  mining 
eng.;  1897-1902,  private  practice  in  Yukon,  and  some  mining  eng.;  1903-04,  Dom.  Govt. 
surveys;  Nov.  1904,  to  date,  in  the  eng.  dept.,  C.N.R.,  in  continuous  chg.  of  a  party  on 
surveys,  also  laying  out  drainage  schemes  and  various  railway  work. 

References:  A.  T.  Fraser,  T.  W.  White,  T.  Turnbull,  E.  M.  M.  Hill,  D.  Shaw, 
M.  11.  Macleod,  W.  Burns. 

WICK  WIRE— DWIGHT  STANLEY,  of  Halifax,  N.S.  Born  at  Milford,  N.S., 
Jan.  8th,  1883.  Educ  ,  eng.  course,  Dalhousie  Coll.  1907,  drafting  in  city  engr's 
office,  Halifax;  1908,  dftsman,  T.C.Ry.,  St.  John;  1909,  instr'man,  Salmon  River 
viaduct,  N.B.;  1911,  res.  engr.,  T.C.Ry.;  1912,  res.  engr.,  on  constrn.,  C.N.R.,  North 
Bay,  Ont.;  1915,  land  surveying;  1916,  to  date,  with  Pickings  &  Roland,  Halifax,  on 
survey  of  Halifax. 

References:  E.  Brydonc-Jack,  C.  O.  Foss,  B.  M.Hill.  J.  W.  Roland,  A .  F.  Stewart, 
F  .  W.  W.  Doane. 

WILSON— BARRY,  of  St.  John,  N.B.  Morn  at  St.  John,  Nil,  Dec  28th,  1889, 
Educ,  Hamilton  School  of  Technology;  eng.  apprentice  course,  Can.  Westinghouse 
Co  .  Hamilton.  1910.  installation  and  construction  of  hydro-elec.  plants  for  Calgary 
Power  Co.;  1910-11,  with  City  of  Winnipeg  Power  Co.;  1913-18,  Hydro-Flee  Comm.  of 
Ont.,  and  works  electrician,  Steel  Co.  of  Canada;  191s,  to  date,  city  electrician,  St. 
John,  N.B. 

References:  H.  U.  Hart,  II  IS  Dwight,  G.  G.  Hare,  A  R  Crookshank,  A  Gray 
\Y.  C.  Ewing. 

WINFIELD— WILFRED  ARTHUR,  of  Halifax.  N.S.  Born  at  Derby,  Fug, 
Feb.  11th,  1880.  Educ,  M.E.  and  E.E.  courses,  [.C.8.  1896-1900,  with  N.  S. 
Telephone  Co.;  1903,  Eastern  Supt.  of  same;  1903-09,  Gen  Mgr.  of  Telephone  Co.  of 
P.E.I.,  responsible  for  administration,  design,  operation,  etc;  1909-17,  Supt.  of  Cape 
Breton  District  of  Mar.  Tel.  &  Tel.  Co.,  responsible  for  administration  and  operation 
of  that  territory,  including  prelim,  design,  execution  of  work,  etc.;  1907,  to  date, 
Gen.  Supt.  of  plant.  Mar.  Tel.  &  Tel.  Co.,  Halifax,  responsible  for  design,  etc.,  <n 
constrn  work,  including  wire  plant,  central  office  equipment  etc 


References: 

F.  A.  Bowman. 


J.   S    Cameron,   A     M     Me  Master,    W.   A.   Hendry,  C.    M    Odell, 


WOOD— J  A  MES  ROBERT,  of  Edmonton,  Alta.  Born  at  Alexandria,  Scotland, 
April  26th,  1887.  Educ,  A.R.T.C  ,  Royal  Tech.  Coll.,  Glasgow,  Scot.,  1911.  1904-09, 
apprentice.  1911-12,  res.  engr.  on  industrial  works,  Woodstock,  Ont,  and  Mont- 
morency Falls,  Que.;  1912-14,  dftsman  and  res.  engr.,  John  Gait  Eng.  Co.,   Winnipeg 


and  Calgary,  preparing  gen'l  and  detail  plans,  etc 
dist.  engr.,  Nelson,  B.C.,  on  hydromctric  survey. 


1914-17.  farming;  1917-18  (5  mos), 


References: 
J.  B.  Challies. 


Costigan,  G.    M.    Wynn,  J.  Haddin,  R    G.  Swan.  E.   I.     Miles, 


YOUNG— ARTHUR  GEORGE,  of  Toronto,  Ont.  Born  at  Spanish  Town, 
Jamaica,  March  5th,  1891.  Educ,  B.Sc.  (C.E.),  Carnegie  Inst,  of  Technology,  1916. 
1908-10,  asst.  supt.,  maintenance  of  macadam  roads  and  bridges,  P.W.D.,  Clarendon, 
Jamaica:  1910-12,  asst  supt.  in  chg  of  constrn,  P  WD,  Jamaica:  1913  (2  most, 
on  drainage  and  municipal  work  as  held  and  office  asst.  In  country  engr.,  Valparaiso, 
End.;  1914-15  (summers),  structural  dftsman,  with  Mond  Nickel  Co.,  Collision,  Ont.; 
1916-19,  designing  and  detailing  in  plate  and  structural  steel,  Mond  Nickel  Co.;  at 
present,  structural  checker  and  detailer  on  bridge  work,  Hydro-Elec.  Power  Comm., 
Toronto. 


FOR   TRANSFER  FROM  THE  CLASS  OF  ASSOCIATE    MEMBER  TO  THAT 

OF  MEMBER 

CADDY— ARTHUR  EDWARD,  of  Campbellford,  Ont.  Born  at  Cobourg, 
Ont..  May  10th,  1800.  Educ,  Coll  Inst.  3  yrs.  apprentice.  1882-86,  transitman. 
etc.,  on  surveys  in  N.  W.T.  &  Ont.,  with  E.  C.  Cady;  1889-95,  dftsman,  Central  Bridge 
&  Eng.  Co.,  Peterboro;  1894-95,  transitman  on  Trent  Canal;  1895-96,  dftsman,  with 
Massillon  Bridge  Co  ;  1896-97,  eh.  dftsman,  Brackett  Bridge  Co.,  Cincinnati,  O.; 
1897-1901.  engr.  in  chg.  of  squad  of  dftsmen,  Carnegie  Steel  Co.,  Pittsburg,  Pa.,  dsgning 
and  detailing  bldgs.,  bridges,  etc.;  1901-01,  engr.,  with  American  Bridge  Co.,  in  chg. 
of  dfting  room,  and  later  in  chg.  of  Canton,  ().,  plant,  and  dsgn.,  etc.;  1904-08,  engr. 
in  chg  of  detailing,  Riverside  Bridge  Co.,  Wheeling,  W.Va.;  1908' 15,  ch.  engr.,  of 
Dickson  Bridge  Co.,  dsgning  and  mfg.  steel  bridges  and  bldgs;  1915  to  date,  asst. 
engr.,  dept.  railways  and  canals,  in  chg.  of  constrn.  of  Trent  Canal. 

References:  J.  M.  R.  Fairbairn,  A.  J.  Grant,  J.  G.  G.  Kerry,  A.  L.  Mudge, 
W.  P.  Parker. 

DOBBIN— ROSS  LEONARD,  of  Peterboro,  Ont.  Born  at  Lindsay,  Ont..  Sept. 
19th,  1882.  Educ,  B.A.Sc.,  Toronto  Univ.,  1911.  Summers  1908-09,  in  machine 
shop,  Can.  Gen.  Elec.  Co..  Peterboro;  summer  1910,  shop  inspector  for  Duckworth 
Boyer  Co.,  Lachinc;  1911  (3  mos),  shop  inspector  for  Can.  Inspection  Co.,  1911,  res. 
engr.  with  Walter  J.  Francis  &  Co.,  on  Moose  Jaw  Water  Supply;  1913,  res.  engr., 
City  of  Moose  Jaw;  1914  (5  mos.),  erection  inspector,  Dom.  Insp.  Co.,  Toronto; 
July,  1914,  to  date,  waterworks  Supt.  with  Peterboro  Utilities  Comm.  in  full  charge  of 
water  supply  and  dsign. 


References: 
H.  G.  Hunter. 


Walter  J.  Francis,  Peter  Gillespie,  Win.  Kennedy,  Jr.,  R.  H.  Parsons, 


LOUDON— THOMAS  RICHARDSON,  of  Toronto,  Ont.  Born  at  Toronto, 
Sept.  1st,  1883.  Educ,  B.A.Sc,  Toronto  Univ.,  1901'.,  grad.  S.P.S.,  1905.  1901-03, 
hydrographic  surveys;  1904-05,  roadway  dept.,  Toronto;  1906-07,  mng.  engr.,  MeVicker 
Engine  Co.,  Gait,  Ont  ;  later  on  staff  of  Toronto  Univ.;  190S  (5  mos.),  with  Kitchener 
Elec.  Power  plant;  1909,  with  Lackawanna  Steel  Co.;  1910,  with  Provincial  Steel 
Co. ;  191 1,  on  expert  inspection  of  structural  and  steel  plants,  R.  W.  Hunt  Co.;  191 1-12, 
with  J.  W.  Moftatt,  on  design  and  operation  of  elec.  furnaces;  1912,  to  present  time, 
asst.  prof.,  eng.  faculty,  Univ.  of  Toronto,  also  member  of  firm,  James,  Loudon  & 
Hertzberg,  consl.  engrs.,  in  full  chg.  of  design  and  erection,  etc.;  May,  1916,  to  July 
1918,  with  C.E.F.  (Major),  second  in  command  of  1st  batt.,  Rv.  Troops,  at  present, 
C.R.C.E.,  Mil.  Dist.  No.  11,  in  full  chg.  of  eng.  and  constrn.  by  military  authorities. 

References:  W.  .1.  Francis,  A.  L.  Hertzberg,  T.  K.  Thompson,  C.  R.  Young, 
P.  Gillespie,  J.   W.   Moffatt. 

MAG  WOOD- WILLIAM  HERBERT,  of  Cornwall,  Ont  Born  at  Mornington. 
Ont.,  July  25th.  1870.  Educ,  matric  Coll.  Inst.  1891-97,  on  surveys;  1897-98, 
rodman  and  instr'man  on  survey  and  constrn.,  O.  &  N.Y.Ry.;  1902-05.  private  practice; 
1905-11,  member  of  firm  Magwood  &  Walker;  1912-15,  member  of  Magwood  & 
Stidwill;  engaged  in  municipal  eng.,  including  design  and  constrn.  of  bridges,  bldgs., 
roads,  etc.;  also  acted  as  res.  engr  ,  N.Y.C.R.R.;  1915-17,  with  C.E.F.,  on  active 
service;  1917,  to  date;  resumed  former  occupation,  also  town  engr.  for  Cornwall, 
Alexandria,  Maxvillc  and  other  rural  municipalities. 

References:   T    II.  Dunn,  C.  II.  Fullerton,  C.  I).  Sargent,  A.  H.  Harkness,  A.  L. 

Killaly,  J.  II    Moore 

McCUBBIN— GEORGE  ALBERT,  of  Chatham,  Ont.  Bom  al  Burford,  Ont., 
Pel.  10th,  1869.  Educ,  Toronto  Univ.,  1888,  O.L.S.,  1895.  1892-95,  apprentice, 
o.I.S  ;  1895-1910,  in  partnership  with  .las.  A.  Bell;  1897-03.  Ont.  Govt.  Surveys; 
location  and  constrn .,  of  C  I'll,  Tillsonburg  to  Ingcrsol;  at  present,  municipal  eng., 
drainage  and  highway  engr.  for  10  townships  and  engr.  for  Lambton  County,  Ont. 

References:  J.  A.  Bell,  A.  W.  Campbell,  W.  A  McLean,  O.  McKay,  G.  Hogarth, 
F.J.  Ore,  F   A.  Bell. 

MCDOUGALL  -GEORGE  KINGHORN,  of  Montreal  Born  at  Three  Rivers, 
Dec.  25th,  1882.  Educ,  B.Sc,  McGill  CJniv  .  1901.  1901  (6  mos),  in  Bullock  Co. 
shops,  Cincinnati,  O.:  1901-06,  high  voltage  research  work,  Niagara  Falls:  1906-07, 
representative  on  constrn.,  at.  Louisville  Ky.,  of  Indianapolis  &  Louisville  Traction  Co., 
1908(9  mos),  in  N.Y.  office  of  R.  D.Mershon;  190S-1  1,  asst  lo  treas'r,  Shawinigan  Water 
A-  Power  Co.,  and  sales  mgr.,  fan.  Carbide  Co.;  1911  to  date,  consl.  engr.,  making 
reports,  designing,  installation,  etc. 

References:  J.  C.  .Smith,  R.  S.  Kelsch,  R.  M.  Wilson,  R.  D.  Mershou,  L.  A. 
Herdt. 

Mc  LEAN— NORM  \N  BERFORD  (  Major),  of  Ottawa,  Ont.  Born  at  Cornwall, 
Ont.,  Jan.  15th,  1872.  Educ,  Royal  Mil.  Coll.,  1892.  1892-98,  asst.  engr.,  Soulanges 
Canal;  1898-1901,  asst  engr  ,  P.W.D  ,  on  surveys,  wharf  constr.,  etc;  July  1901,  to 
date,  on  staff  of  River  St.  Lawrence  Ship  Channel,  dredging,  surveys,  laying  buoys, 
etc;  Oct.  1915- Sept.  1918,  on  active  service  with  121th  Batt.,  and  at  present,  res. 
engr.,  Ship  Channel. 


References : 
F.  A.  Wise. 


V.   F.    W.   Forneret,  C.   R.  Coutlee,    W.  J.  Stewart,  A.  J.  Grant, 


MURDOCH-  GILBERT  GRAY,  of  St.  John,  N.B.  Born  at  St.  John,  N.B., 
Oct.  13th,  187(i.  Educ,  public  and  grammar  schools.  Deputy  Land  Surveyor, 
N.B.;  1895  to  date,  in  gen.  private  practice,  work  including  surveys,  designing,  in  chg.  of 
constrn.,  etc. 


References: 
Wykes. 


C.   V.  Corless,  J.  ]<\  Robertson,  T.   U.   Fairlie,   F.   B.  Goedike,   II. 


References: 
J.  A.  Gr..nt. 


C.  L.  Wetmore,  R.  H.  dishing,  C.  C.  Kirby,  C.  B.  Brown,  A.  Gray, 


360 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


REDMOND-AUGUSTINE  V.,  of  Winnipeg,  Man.  Born  at  Kingston,  Ont., 
May  16th,  1878,  Educ,  B. Sc,  Queen's  1  niv.,  1903.  1901-07,  leveller,  transitman 
and  acting  engr.,  in  cha  of  location,  G.T  P.  and  N.T.R.;  loos  (10  raoa.),  res.  engr.  on 
location  and  constrn.  of  water  supply,  Canon  ( 'itv,  ( !ol;  1908-09,  res.  engr.  on  constrn., 
T.C.Ry.;  1909-1915,  div.  engr.,  on  constrn.,  T.C.Ry.;  1916-17,  res.  engr.  and  acting 
div.  engr  ,  Can.  Govt.  Ry.;  1017-18,  div.  engr  ,  C.G.Ry.;  Jan.  1919,  to  date,  dist.  engr., 
Can.  Nat.  Rys. 

References:  C.  B.  Brown  G.  Grant,  T.  S.  Armstrong,  J.  A.  Heaman  1!  F. 
Uniacke,   W.  A.  Duff. 

THORNE— HARVEY,  of  Windsor,  Ont.  Born  at  Dartmouth,  N.S.,  Oct. 
11th,  1882.  Educ,  B.A.,  Dalhousic  I'mv..  1905;  B.A.Sc,  McGill  Univ.,  1911.  Sum- 
mer, 1908,  with  C.P.R.,  as  rodman  and  leveller  on  maintenance;  summer,  1909,  on 
A..Q.  &  U.Ry.,  transit  and  level  work;  summer  1910,  rodman,  leveller  and  gen. 
instr't  work,  H.  &  E.Ry.;  1910-14,  on  eng.  staff  of  Trussed  Concrete  Steel  Co.  work, 
including  reinforced  concrete  dsgn.,  checking,  estimating,  etc.;  1913-14,  as  engr.  and 
branch  mgr.  at  Halifax.  N.S.;  1915-17  with  Can.  Salt  Co  .  Windsor,  as  constrn.  engr., 
in  Chg.  of  dsgn  and  erection  of  concrete  additions,  etc.,  and  maintenance;  Dec.  1917  to 
date,  on  eng.  staff  of  Can  Steel  Corp  .  as  dink  div.  engr.  in  chg.  ot  inspection  of  contract 
for  vessel  slip  and  unloading  docks  at  Ojibway,  <  Int. 

References.  E.  G.  Henderson,  C.  S.  L.  Hertzbcrg,  J.  A.  Brown,  E.  G.  Cameron, 
R.  Carlylc,  J.  S.   Nelles. 

FOR  TRANSFER  FROM  CLASS  OF  JUNIOR  TO  HIGHER  GRADE 

BOTH  WELL— ROBERT  SCOTT  CLEMENS,  of  Toronto,  Ont.  Born  at 
Toronto,  April  25th,  1893.  Keltic,  B.A.Sc,  Toronto  [niv.,  1917.  191 1-12,  on  railroad 
constrn.  as  rodman,  etc.;  1913,  asst.  instr'man  with  railway  and  bridge  dept.,  Toronto; 
191  t  (5  mos.),  instr'man,  roadway  dept.,  Toronto;  1915  (5  mos),  asst  engr.,  P.  W.D., 
Midland,  Ont.;  1910-1917,  held  engr,,  P.  WD. ,  Toronto  Harbor  improvements;  1917-18, 
engr.  for  Can.  Steel  Corp  ,  Ojibway,  Ont.;  10 is  (7  mos.),  engr.  in  chg.,  Canadian  Stewart 
Co.,  Toronto;  Oct.  1918  to  date,  engr.  in  chg.  of  dredging  at  Norfolk,  Va.,  for  Jas. 
Stewart  &  Co.,  N.Y. 

References: 
E.  T.   Wilkie. 

LYE — RTJSSEL  G.,  of  Toronto,  Ont.  Rorn  at  Stratford,  Ont.,  Oct.  3rd,  1891. 
Educ,  B.A.Sc,  Toronto  Univ.,  1915,  graduate  of  No.  4  school  of  Military  Aeronautics, 
R.A.F.  1908,  apprentice  in  machine  shop,  Stratford,  ( )nt;  9  mos.;  1909-10,  (4  mos.),  as 
rodman,  5  mos.  as  concrete  and  piling  insp.,  on  the  St.  C.  P.  C.  &  B. 
Elec.  Ry.;  May-Sept.,  1910;  May-July,  1911,  (8  mos .),  topographer  on  exploratory 
surveys  with  Speight  &  Van  Nostrand  ;  Aug.  and  Sept.,  1911,  transitman 
on  townsite  of  Missinabie,  N.T.Ry.,  with  Speight  &  Van  Nostrand;  4  mos.  as  asst.  in 
charge  of  complete  survey  (topographical)  of  the  islands  in  Toronto  Bay  for  City 
Surveys  Dept.,  10  mos.;  0  mos.  as  Asst.  Dist.  engr.;  10  mos.  as  Dist  engr.,  on  highway 
and  bridge  constr.  with  the  northern  development  branch  of  Ont.  ;  10  mos.,  June 
1917-April,  1918,  as  active  pilot,  which  embodied  the  following  experience:  School 
military  aeronautics,  studying  theory  of  aeroplanes,  flight  and  engines;  guns; 
experience  as  sky  pilot.      Has  International  Aero  Pilot's  certificate. 


W.  E.  Bonn,  A.  E.  Eastman,  F.  Moberly,  E.  L.  Cousins,  P.  Gillespie, 


References: 
Fullerton. 


L.    MeK.  Arkley,  Prof.  P.  Gillespie,  C.  T.  I.ount,  J.  Sinton,  C.  H. 


McLERIE— ALLAN  GORDON,  of  Toronto,  Ont.  Born  at  Windsor,  Ont,  Dec. 
7th.  1888.  Educ,  high  school  and  f.C.S.  1909-11,  rodman,  dftsman,  instr'man; 
1911-13,  res.  engr.,  T.C.Ry.,  Winnipeg;  1913  (9  mos.),  res,  engr.,  Banff- Windermere 
Road,  B.C.;  1913-14,  res.  engr.,  Greater  Wpg.  Water  Dist  ;  1011-10,  asst.  div.  engr., 
G.W.W.D.;  1916-18,  supt.  of  constrn.,  Walbridge  Aldinger  Co.,  Detroit,  Mich.;  Mar., 
1918- Mar.,  1919,  lieut.,  Royal  Air  Force,  Toronto;  at  present,  res.  engr,  C.N.R., 
Toronto. 


References: 
F.  Richan. 


A.    M.    Macgillivray,     W.    G.    Chi 


W.    \\.    Bell,    A.    11.    Aldinger, 


MOONKY— JOHN  PATRICK,  of  St,  John,  N.B.  Born  at,  St.  John,  N.B., 
May  13th,  1893.  Educ,  B.Sc  (C.E.),  N.B.  (niv,,  1910.  1910-11,  dftsman  and 
estimator;  1911-12,  in  office  of  H.H.&H.  C.  Mott,  architects;  1910-17,  engineer  with 
firm  B.Mooney  &  Sons,  Gen.  contractors,  etc., in  complete  charge  of  estimating,  drafting, 
etc.;  Sept.  1917,  to  date,  manager  of  B.  Mooney  &  Sons,  estimating  and  erecting 
buildings,  etc 

References:  H.  G.  Hunter,  A.  K.  Grimmer,  John  A.  Stiles,  G.  G.  Murdoch, 
Geo.  N.  Hatfield. 

PEDEN— ERNEST,  of  Montreal  West,  P.Q  Born  at  Montreal,  June  10th, 
1889.  Educ,  B.Sc,  McGill  Univ.,  1912.  1907-11,  in  detailing  office  and  as  dftsman, 
Dom.  Bridge  Co.,  Lachine;  summer,  1912,  dftsman,  engr.,  etc..  Cedar  Rapids  Mfg. 
&  Power  Co.;  1912-14,  checker  and  designer,  Dom.  Bridge  Co.,  and  later,  foreman. 
Can.  Asphalt  Co.;  4  years  military  service,  as  lieut.,  Can.  Machine  Gun  Corps.;  at, 
present,  designer,  Purdy  &  Henderson,  Montreal. 

References:     H.  M.  Mac  Kay,  F.  S.  Keith,  P.  L.  Pratley,  A.  Peden,  J.  E.  Openshaw. 


STINSON— JOHN  NICHOLS,  of  Ottawa,  Ont.  Born  at  Toledo,  Ont.,  June 
19th,  1885.  Educ,  B.Sc,  Queen's  Univ.,  1914.  1912  (5  mos.),  rodman  on  subgrade 
constr.,  C.N.R.;  1913  (2  mos.),  instr'man  and  timekeeper,  on  highway  constrn.;  3  mos., 
asst.  to  municipal  engr.,  Cornwall,  Ont;  1914,  res.  engr..  on  highway  constrn.,  Dom 
Parks  Branch,  Dept.  of  Interior;  Jan.,  1915,  to  date,  acting  first  asst.  highway  engr., 
Dom.  Parks  Branch,  on  civil  eng.  work  connected  with  location  and  constrn.  of  high- 
ways. 

References:  A.  W.  Gray,  J.  M.  Wardle,  C.  H.  Attwood,  T.  H.  G.  Clunn,  R. 
Cunningham,  J.  G.  Cameron. 

FOR  TRANSFER  FROM  CLASS  OF  STUDENT  TO  HIGHER  GRADE 


AVERY— CHARLES  RUGLAS,  of  Toronto,  Ont.  Born  at  Niagara-on-the-Lake, 
Ont.,  June  4th,  1891.  Educ,  M.A.Sc,  Toronto  Univ.,  1913.  Summers  1910-11-12, 
in  maintenance  dept.,  C.P.R.;  1913,  on  staff  of  Internat.  Joint  High  Comm.,  investigat- 
ing pollution  of  Greater  Lakes,  in  chg.  of  all  Hoat  work;  1913-14,  asst.  to  prov.  sanitary 
engr..  on  research  work;  Feb.  1915  to  Mar.  1st,  1919  on  active  service  in  different 
capacities  (discharged  Mar.  12th.). 


References:   R.   B.   Young 
Galbraith,  C.  R.  Ycung. 


E.   R.   Gray,   P.   Gillespie,   F.   S.   Rutherford,   J.   S. 


DROLET— JOSEPH  HENRI  ARTHUR  EMILE,  of  Quebec,  P.Q.  Born  at 
Quebec,  Dec  30th,  1887.  Educ,  Ecole  Poly.  1909,  and  commercial  course.  With 
La  Cie  F.  X.  Droiet  as  fellows:  2  yrs.  as  mech.  dftsman.,  and  at  present  supt.  of 
foundry,  doing  converter  operations,  chemical  analysis,  etc. 

References:  F.  C.  Laberge,  J.  Ruddick,  T.  A.  J.  Forrester,  A.  Buteau,  J.  E.  Gibault, 
I.  E.  Vallee. 

KIRKPATRICK— PAUL  CHESTER,  of  Ottawa,  Ont.  Born  at  Parrsboro, 
N.S.,  Nov.  13th,  1889.  Educ,  B.Sc  (C.E.),  McGill  Univ.,  1910.  1913  (5  mos.) 
with  C.  G.  Ry.,  as  instr'man  and  rodman;  1910  (5  mos.)  asst.  metallurgist,  Dom. 
Bridge  Co.,  Longue  Pointe  plant;  1910-17,  asst.  res.  engr.  on  constrn.  of  dam,  Fraser 
Brace  &  Co.;  1917-18,  gen  eng.  work  in  shipyard;  1918  (3  mos.),  res.  engr.  and  asst. 
supt.,  on  constrn.  of  dam;  1918  (5  mos.)  on  power  development  survey  in  chg.  of  field 
work,  Shaw.  Water  &  Power  Co.;  1918-19,  asst.  res.  engr.,  constrn.  of  dam,  Fraser 
Brace  &  Co. 

References:  C.  Luscombe,  J.  B.  D'Aeth,  J.  H.  Brace,  H.  S.  Grove. 

LINDSAY— CHARLES  CRAWFORD  (Capt.)  of  Quebec,  P.Q.  Born  at  Quebec, 
Nov.  20th,  1889.  Educ,  B.Sc,  McGill  Univ.  1915.  1908-09,  rodman,  N.T.C.  Ry.; 
1010  (0  mos.)  miner  and  drill-runner,  Little  Nipissing  Mine,  Cobalt;  topog.  on  location, 
instr'man  and  asst.  res.  engr.,  on  constrn.,  G.T. P.  Ry.,  in  Sask.  &  Alta.;  1911-13, 
asst.  engr.  and  surveyor  with  Smith  &  Keith,  also  with  Hon.  J.  L.  Cote,  civil  engrs. 
and  surveyors;  1914  (5  mos.)  asst.  engr.  and  surveyor,  with  J.  E.  Girard;  4  yrs.  on  active 
service  as  captain  in  Royal  Engrs.,  work  included  water  supplies,  railway  constrn., 
etc. ;  has  recently  returned  and  is  at  present  unemployed. 

References:  H.  M.  MacKay,  E.  Brown,  J.  L.  Cote,  N.  Cauchon,  J.  E.  Girard. 

McCRUDDEN— HARRY  EI.SMERE,  of  Westmount,  Que.  Born  at  Buenos 
Ants,  Argentine  Rep.  Dec  1st,  1892.  Educ.  B.Sc  Arts  McGill  Univ.  1915;  1910 
with  M.  A  SC.  Ry.,  later  timekeeper  with  McDonell  &  O'Brien;  1911  (5  mos.)  Asst. 
dftsman  and  topog.  constrn.  dept  C  PR  ;  April  1912;  Sept.  1914  drftsman,  instr, 
man  acting  res,  enrr.  on  constr.  C.P.R.;  March  191 5- J  an.  1918  on  active  service  as 
Lieut.  C.F.A.;  at  the  present  time  Asst  director's  representative,  engr.  details  and 
Orthopaedic  and  Surgical  Appliances  Branch,  Soldiers  Civil  Re-establishment. 
Montreal. 

References:  K.  Weather]  ie  G.  B  Pallork,  W  H.  McCaan,  C.  A.  D'Al  badie, 
C.  W.  R.  Ramsay,  Chas.  Luscombe,  E.  N.  Martin,  H.  W.  B.  Swabey. 

WRIGHT— ATHOL  CHOATE  (Capt),  of  Ottawa,  Ont.  Born  at  Hull,  Que., 
Sept.  2nd,  1879.  Educ,  high  school.  1899-1904,  mining,  prospecting  and  surveying 
W.  Ont.  and  B  C  ;  1904-08,  instr'man,  T  C.  Ry.;  1908-11,  res  engr  on  constrn.  T.C. 
Ry.;  1911-14,  res.  engr.,  on  constrn.,  C.P  Ry.;  1915-10,  asst.  camp  engr  ,  in  responsible 
chg.  of  road  and  bridging  operations,  Petewawa;  3  yrs.  with  C.E.F.,  Can  Engr-.  .  at 
present  is  captain  and  adjutant,  Halifax. 

References:  J.  E.  Beatty,  J.  H.  Holliday.  J.  F.  Pringle.  J.  M.  Silliman,  N.  J. 
Slater. 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE     OF      CANADA 


361 


ENGINEERING    INDEX 


In  this  department  will  be  published  from  month  to  month  the  titles  of  current  engineering  papers  with  the  authors 

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of  The  Institute  a  survey  of  all  important  articles  relating  to  every  branch  of 

the  engineering  profession. 


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£9  West  Thirty-ninth  Street,  New  York,  N.  Y. 


AERONAUTICS 

AEROPLANE  PARTS 

Radiators.  The  Aeronautical  Radiator,  S.  R.  Swenson.  Aerial  Age,  vol.  8,  no.  25, 
Mar.  3,  1919.  pp.  1256-1261  and  1286,  14  figs.  Types  and  designs  in  general. 
Study  of  coefficient  D;  the  nose  radiator. 

AEROSTATICS 

Airship  Operations.  British  Airship  Development  and  Operations,  Aviation, 
vol.  5,  no.  12,  Jan.  15,  1919,  pp.  758-759,  1  fig.  Figures  relative  to  man  power 
required  for  operating  airships,  casualties  per  flight  mileage,  and  non-flying 
days. 

Commercial  Airships.  Airships  for  Commercial  Purposes.  Flight,  vol.  11,  no.  5, 
Jan.  30,  1919,  pp.  144-148.  Relative  advantages  of  airships  and  aeroplanes; 
development  and  potentialities  or  rigid  airships  and  aeroplanes;  commercial 
considerations  relating  to  airships.     Officially  issued  by  Air  Ministry. 

The  report  of  the  Civil  Aerial  Transport  Committee.  Flight,  vol  11, 
no.  4,  Jan.  23,  1919,  pp.  119-125.  Main  or  terminal  aerodrome;  intermediate 
landing  grounded;  airship  for  commercial  purposes;  correspondence  relating 
to  fog  on  the  Newfoundland  coast.     (Continued  from  p.  27.) 

Dirigibles  for  Transport.  Value  of  Dirigibles  for  Aerial  Transport,  Henry 
Woodhouse.  Flying,  vol.  8,  no.  2,  Mar.  1919,  pp.  137-143,  7  figs.  Relative 
advantages  of  airships  and  airplanes;  progress  in  heavier-than-air  and  lighter- 
than-air  machines  1914-1918;  technical  advantages  in  designs  of  airships. 
From  report  of  Civil  Aerial  Transport  Committee. 

Militart  Balloons.  Military  Aerostatics,  H.  K.  Black.  Aerial  Age,  vol.  8,  no.  24. 
Feb.  24,  1919,  pp.  1166-1167,  4  figs.     Free  ballooning.     (Continuation  of  serial), 

AIRCRAFT  PERSONNEL 

Flying  Sickness.  Flying  Sickness  Martin  Flack.  Aeronautics,  vol.  16,  no.  272, 
Jan.  1,  1919,  pp.  21-22,  1  fig.      Record  or  experiences  of  aviators  and  tests. 

Tests  for  Flyers  Medical  Aspects  of  Aviation,  L.  E.  Stamm.  Aeronautics, 
vol.  16,  no.  275,  Jan.  22,  1919,  pp.  111-113,  3  figs  Physical  and  mental 
requisites  for  aviation  work.  (To  be  continued).  Paper  before  Roy,  Aero- 
nautical Soc. 

The  Wear  and  Tear  of  Flying,  T.  S.  Rippon.  Flight,  vol.  11,  no.  4,  Jan.  23, 
1919,  pp.  108-109.  Methods  used  by  French  physicians  in  examining  pilots; 
American  tests. 

APPLICATIONS 

Aerial  Ports.  Organization  of  Aerial  Ports,  Gino  Bastoji,  Aviation,  vol.  6,  no.  1, 
Feb.  1,  1919,  p.  35.  Future  developments.  From  Rivista  die  Transporti 
Aerei. 

Commercial  Aviation.  Commercial  Aviation  in  the  Light  of  War  Experience, 
F.  H.  Sykes.  Aeronautics,  vol.  16,  no.  274,  Jan.  15,  1919,  pp.  81-83.  Concern- 
ing safety,  base  and  repair  facilities,  operation  of  flying  roads,  meteorology 
and  aerodrome  management.  Abstract  of  lecture  before  Lond.  Chamber  of 
Commerce.     Also  in  Flight,  vol.  11,  no.  3,  Jan.  16,  1919.  pp.  84-88. 

Mail  Service.  Aerial  Mail  in  the  United  States  and  Abroad,  Otto  Praeger.  Flying, 
vol.  8,  no.  2.  Mar.  1919,  pp.  144-147  and  174-177.  5  figs.  Programs 
proposed  and  in  operation;  equipment;  cooperation  in  Post  Office  Dept.  and 
U.  S.  Army. 

The  World's  Aerial  Mail  and  Passenger  Services.  Aviation  vol.  5,  no.  12, 
Jan.  15,  1919,  p.  755.     Operating  and  projected  services. 

Passenger  Traffic  Aerial  Travel  for  Reconstruction,  G.  Holt  Thomas.  Aero- 
nautics, vol.  16,  no.  272,  Jan.  1,  1919,  p.  12.  Visualization  of  transaction  of 
business  through  instrumentality  of  aerial  navigation. 

Patrol  Work,  Forest.  Use  of  Airplanes  in  Forest  Patrol  Work,  Henry  S.  Graves. 
Aviation,  vol.  5,  no.  12,  Jan.  15,  1919,  pp.  754-755.     Present  service. 

Regulations.  Future  Air  Traffic  and  Necessary  Regulations  to  Govern  Same,  Alan 
R.  Hawley.  Flying,  vol.  8,  no.  2,  Mar.  1919,  pp.  149-154,  6  figs.  Problem  of 
utilizing  military  airplanes  and  employing  demobilized  aviators. 

To  Regulate  Aerial  Navigation, '  Henry  Woodhouse.  Flying,  vol.  8, 
no.  1,  Feb.  1919,  pp.  33-42,  70  and  72,  15  figs.  Study  by  British  Aerial  Trans- 
port Committee  and  Act  this  committee  has  drafted  for  regulation  of  aerial 
navigation. 


Safety.  The  Reliability  of  Aircraft  Travel,  Mervyn  O'Gorman.  Aeronautics, 
vol.  16,  no.  272,  Jan.  1,  1919,  pp.  5-7,  1  fig.  Statistics  of  accidents;  question 
of  reliability  of  engines. 

The  Report  of  the  Civil  Aerial  Transport  Committee.  Flight,  vol.  11, 
no.  5,  Jan.  30,  1919,  pp.  150-155.  Memorandum  of  research  in  regard  to  mete- 
orology; summary  of  work,  prior  to  war,  of  Public  Safety  and  Accidents 
Investigation  Committee  of  Roy.  Aero  Club  &  Aeronautical  Soc.  (Continued 
from  p.  125). 

Surveying  and  Mapping.  The  Aero  Radio  Surveying  and  Mapping,  John  Haya 
Hammond.  Flying,  vol.  8,  no.  2,  Mar.  1919,  pp.  160-161,  3  figs.  Writer's 
system  of  aerial  radio  survey. 

Topographic  Surveying  by  Aerial  Photography,  Arthur  Brock,  Jr.,  and 
L.  J.  R.  Hoist.  Aviation,  vol.  6,  no.  2,  Feb.  15,  1919,  pp.  75-78,  9  figs.  Use 
of  aerial  photography  to  making  contour  maps.  Inspection  of  aerial  negatives 
and  interpretation  of  direction  by  means  of  them. 

Transcontinental  Flight.  Aerial  Transportation,  Evan  J.  David.  Flying, 
vol.  8,  no.  1,  Feb.  1919,  pp.  64,  66,  75-76  and  78,  2  figs.  Review  of  progress. 
Squadron  of  four  Army  training  planes  is  reported  to  have  completed  trans- 
continental flight. 

DESIGN 

Aeroplane  Design.  Aeroplane  and  Seaplane  Engineering,  II.  ('.  Richardson. 
Aerial  Age,  vol.  8,  no.  24,  Feb.  24,  1919,  pp.  1171-1173,  1180  and  1182-1183, 
2  figs.      Paper  presented  before  Soc.  Automotive  Knurs. 

Report  of  the  U.  S.  National  Advisory  Committee  for  Aeronautics.  Aero- 
nautics, vol.  16,  no.  275,  Jan.  22,  1919,  pp.  116-117.  Activities  of  Committee 
between  Oct.  4,  1917,  and  Oct.  10,  1918.     (To  be  continued). 

Cooling  System.  The  Loomis  Cooling  System  for  Aircraft.  Mech.  Eng.,  vol.  11, 
no.  3,  Mar.  1919,  pp.  255-256,  3  tigs.  System  embodies  nose  radiator,  adjustable 
booster  and  expansion  tank  with  positive  ejection. 

German  Design.  Trend  of  German  Airplane  Design.  Automotive  Industries, 
vol.  40,  no.  5,  Jan.  30,  1919,  pp.  262-265,  3  figs.  Summary  of  features  of 
captured  enemy  machines.  Issued  by  Technical  Department,  Aircraft 
Production,   Ministry  of   Munitions. 

Incidence  Wires.  Incidence  Wires  in  the  Strength  Calculations  of  Wing  Structures, 
John  Case.  Aeronautics,  vol.  16,  no.  273,  Jan.  8,  1919.  pp.  16-51,  1  figs. 
Discusses  accuracy  of  method  outlined  in  preceding  installment.  (Continued 
form  vol.  15,  p.  607). 

Inspection.  Some  Avoidable  Dangers  in  Airplane  Construction,  Waller  ().  Adams. 
Am.  Mach.,  vol.  50,  no.  8,  Feb.  20,  1919,  pp.  365-366.  Points  out  some  avoid- 
able dangers  and  suggests  standardized  inspection  for  elimination  of  defective 
email  parts. 

Research.  Full  Scale  Aeroplane  Experiments,  W  S.  Farren.  Aeronautics,  vol.  16, 
nos.  273  and  274,  Jan.  8  and  15,  pp.  53-56  and  XI-S6.  Scope  of  experimental 
research  undertaken  by  Royal  Aircraft  Establishment.  Abstract  of  paper 
before  Royal  Aeronautical  Soc. 

Rigging.  Rigging,  F.  W.  Halliwcll.  Flight,  vol.  11.  nos.  t,  5  and  6.  Jan.  23  and  30, 
Feb.  6,  1919,  pp.  107,  132-134  and  176-179,  18  figs.  Manufacturing  particulars 
in  construction  and  erection. 

Struts.  Design  of  Airplane  Struts,  W.  II.  Barling  and  11  A.  Webb.  Aviation,  vol.  6, 
no.  2,  Feb.  15,  1919,  pp.  79  and  82-83,  6  tigs.  Effect  of  tapering  on  strength. 
Paper  before  Roy.     Aeronautical  Soc. 

The  Spacing  of  Interplane  Struts,  John  Case.  Aeronautics,  vol.  16, 
no.  272,  Jan.  1,  1919,  pp.  18-20,  15  figs.  Computations  for  various  types  and 
cases. 

Wing  Spar  Stresses.  Wing  Spar  Stresses,  H.  A.  Webb  and  H.  II  Thorne.  Aero- 
nautics, vol.  16,  no.  272,  Jan.  1,  1919,  pp.  8-11,  8  figs.  Formula-  and  liending- 
moment  diagrams. 

ENGINES 

Aeromarine  Engine.  The  Aeromarine  Type  L  6-Cvliuder  Aero  Motor.  Aerial 
Age,  vol.  8,  no.  24,  Feb  24,  1919,  pp.  1161-1165,  4  figs.  Describes  motor 
designed  for  training  and  sporting  machines. 

American  Engines.  American  Aero  Engines,  G.  Douglas  Wardrop.  Aerial  Age, 
vol.  8,  no.  25,  Mar.  3,  1919,  pp.  1242-1251  and  12X3,  10  figs  General  data  of 
Liberty  12,  King-Bugatti,  Curtis  K-6  and  K-12,  Hispano-Suiza,  Duesenberg 
model  H.  Lawrence  60-hp.  air-cooled  engine,  Union  6-cylindcr  aeromotor, 
Knox  12,  Hall-Scott  A-8,  and  80-hp.  Le  Rhone. 

Carburetors.  A  New  Principle  in  Carburation.  Aerial  Age,  vol.  8,  no.  25.  Mar.  3, 
1919,  pp.  1223,  2  figs.  Brown  carburetor  said  to  operate  automatically  at 
all  speeds. 

Characteristics.  Characteristics  of  Leading  Aero  Engines.  Aerial  Age,  vol.  8, 
no.  25,  Mar.  3,  1919,  pp.  1252-1254.     Tables  of  dimensions  and  data. 

Curtiss.  The  Curtiss  Model  K-6  and  Aircraft  Engine.  Aviation,  vol.  6,  no.  2  Feb.  15, 
1919,  pp.  83-84,  1  fig.     General  design. 

The  Curtiss  Model  K-6  and  K-12  Aero  M<  tors.  Aerial  Age,  vol.  8,  no.  21 
Feb.  3,  1919,  pp.  1030-1034,  10  figs.  Form  of  construction  adopted  gives 
minimum  center  distance  between  cylinders,  together  with  placing  of  accessories 
and  accessibility  of  various  parts  for  inspection  or  overhauling. 


362 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Design.  The  Design  of  Aeroplane  Engines — XV,  John  Wallace.  Aeronautics, 
vol.  16,  no.  274,  Jan.  15,  1919,  pp.  77-80.  0  figs.  Cam  design;  choice  of  cam; 
calculations  for  profile;  process  of  laying  out  cam;  valve-lift  diagram;  gas 
velocity;  cams  for  radial  engines.     (Continuation  of  serial) 

Dcessenberg.  Duessenberg  Sixteen-cylinder  Aircraft  Engine.  Automotive  In- 
dustries, vol.  40,  no  4.  Jan  23,  pp.  214-218,  13  figs.  Weight  1250  lb.;  700  hp. 
on  direct  drive  and  800  on  geared.  Said  to  be  the  largest  aeroplane  engine 
produced  in  I"   S. 

Liberty.  Liberty  Engine  Tests.  Mech.  long.,  vol.  H,  no.  3,  Mar.  1919,  pp.  249-2.").'? 
anil  29.">,  8  figs.  Authentic  data  on  performance  tests  of  the  standard  high- 
compression  army-type  12-eylindcr  Liberty  engine. 

The  Liberty  Aircraft  Engine,  J.  G.  Vincent,  Automotive  Industries,  vol.  40, 
nos.  0  and  7,  Feb.  0  and  13,  1919,  pp.  323-327  and  378-385,  8  figs.  Feb.  6: 
Chronological  history  of  development,  with  remarks  on  incidents  and  military 
requirements  that  affected  its  design.  Paper  before  Soe.  Automative 
Engineers.  Feb.  13:  Discussion  of  various  features  of  design,  with  reasons 
for  their  adoption;  performance  of  planes  equipped  with  engine. 

.Magnetos.  Standardized  Magnetos  for  Aircraft  Engines.  Aviation,  vol.  (i,  no.  1, 
Feb.  1,  1919,  p.  37,  1  fig.     Features  of  Dixie  types 

Napier.  Napier  "  Lion  "  Aero  Engine  G.  Douglas  Wardrop.  Aerial  Age.  vol.  8, 
no.  25,  Mar.  3,  1919,  pp.  1262-12(14,  7  figs.  English  12-eylindcr  model  used 
by  Capt.  Lang  in  establishing  world's  altitude  record  of  30,500  ft. 

lioTAHV.  The  80-hp.  I.e  Rhone  Airplane  Engine.  Aviation,  vol.  (i,  no.  2,  Feb.  15, 
1919,  pp.  70-73,  S  fins  Principles  of  rotary  engines;  features  of  design;  per- 
formance graph;  specifications. 

Stresses.  The  Design  of  Aeroplane  Engines — XVI,  John  Wallace  Aeronautics, 
vol.  16,  no.  275,  Jan.  22,  1919,  pp.  102-105,  10  figs.  Inertia  forces;  loads  on 
cam  and  tappet;  stresses  in  camshaft;  torsion  of  camshaft. 

Thermal  Efficiency.  Importance  of  High  Thermal  Efficiency  in  Aeroplane  Engine 
Design  and  Construction,  Charles  W.  Burrage.  Aerial  Age,  vol.  8,  no.  24, 
Feb.  24.  1919.  pp.  1168-1170,  3  figs.  Graph  showing  difference  in  character- 
istics of  various  aeroplane  power  plants 

Valves.  Valve  Dispositions  in  High-Speed  Aircraft  Engines,  John  Wallace.  Aero- 
nautics, vol  16,  no.  272,  Jan  1,  1919,  pp.  34-36,  .">  figs.  Computations  of 
valve  areas  in  theoretical  engine  under  assumed  conditions. 

INSTRUMENTS 

IGNITION  Interrupter.  Douglas  Automatic  Airplane  Ignition  Interrupter,  Auto- 
motive Industries,  vol.  40,  no.  7,  Feb.  13,  1919,  pp.  372-373,  2  figs  Safety 
device  for  stopping  engine  when  propeller  breaks  or  other  breakage  occurs. 

MATERIALS  OF  CONSTRUCTION 

Coatings  for  Moats.  Tests  of  Moisture  and  Water  Resistance  of  Various  Coatings 
on  Small  lioat  Construction,  Henry  A.  Gardner.  Inst.  Indus.  Research, 
Washington,  D.  C,  10  pp.,  3  figs.  Following  coatings  conforming  to  aero- 
nautical specifications  of  Navy  Dent,  were-  tested:  Haw  linseed  oil;  acetate 
dope;  oil  graphite;  spar  varnish;  and  enamel 

FABRICS.  Properties  of  Aeroplane  Fabrics,  E.  Dean  Walen.  Aeronautics,  vol.  16, 
no  274,  Jan.  15,  1919,  pp.  87-90,  8  figs.  Methods  used  by  Bur.  of  Standards 
in  developing  a  cot  ton  fabric  as  a  substitute  for  linen  for  aeroplane  wing  coverings 

MILITARY  AIRCRAFT 

Airships,  British.  The  Role  of  British  Airships  in  the  War,  W.  Loekwood  Marsh- 
Aeronautics,  vol.  16,  no.  272,  Jan.  1,  1919,  pp.  13-17,  8  figs.  Various  types 
and  their  uses;  war  incidents. 

War  Department,  U.  S.  Aeronautics,  George  O.  Squier.  Eng.  World,  vol.  14, 
no.  2,  Jan.  15,  1919,  pp.  33-35.  Information  on  work  done  by  Aeronautics 
Branch  of  War  Dept. 

MODELS 

Air  Screw.  Model  Aeroplanes — XX,  F.  J.  Camm.  Aeronautics,  vol.  16,  no.  275, 
Jan.  22,  1919,  pp.  109,  4  figs.     Designing  the  air  screw. 

Motor.  Model  Aeroplane  Building  as  a  Step  to  Aeronautical  Engineering.  Aerial 
Age,  vol.  8,  no  21,  Feb.  21,  1919,  p.  1177.  2  figs.  Illustrations  of  redesigned 
Ford  motor. 

Performance.  Model  Aeroplane  Building  as  a  Step  to  Aeronautical  Engineering. 
Aerial  Age,  vol.  8,  no.  21,  Feb.  3,  1919,  p.  1015,  1  fig.  Checking  possible 
performance  of  machine.     (Continuation  of  serial). 

Power.  Model  Aeroplane  Building  as  a  Step  to  Aeronautical  Engineering.  Aerial 
Age,  vol.  8,  no.  25,  Mar.  3,  1919,  p.  1269,  2  figs.  Minimum  power  required 
for  riving. 

PLANES 

Armored  Planes.  Armored  Aeroplanes,  H.  A.  Webb.  Aeronautics,  vol.  16,  no.  274, 
Jan.  15,  1919,  pp.  74-76,  6  figs.  Comparison  of  vulnerabilities  of  square  and 
round  bodies. 

The  Kokkers-Junkcrs  Armored  Biplane.     Aviation,  vol.  6,  no.   1,  Feb.   1, 
1919,  p.  36,  1  fig.      Wing  construction. 

Bristol.  The  "  Bristol  "  Machines  Flight,  vol  11,  no.  I,  Jan.  23,  1919,  pp.  100-105, 
25  figs.     Types  developed  of  monoplane,  biplane  and  triplane  design. 

(Yrtiss.  The  Curtiss  Type  18-2  Triplane.  Aviation  vol.  6,  no.  2,  Feb.  15,  1919, 
pp    7  1-75,  2  figs.      Dimensions  and  weights. 

De  Haviland.  The  De  Haviland,  or  "  Airco,"  Machines,  Flight,  vol.  11,  no.  2, 
Jan.  9,  1919,  pp.  36-45,  40  figs.  Development  of  this  type  and  features  of  ten 
models  desigend. 

The  Enclosed  D.  II.   1.      Flight,  vol.  11,  no.  4,  Jan.  23,  1919,  p.  Ill,  2  figs. 
Views  of  totally  enclosed  two-passenger  aerial  limousine. 


Helicopters.  The  Helicopter,  M.  A.  S.  Riach.  Aeronautics,  vol.  16,  no.  272, 
Jan.  1,  1919,  pp.  23-25.  Problem  of  direct-lift  flying  machine  in  light  of  modern 
airscrew  analysis. 

Loening.  Description  of  the  Loening  Monoplane.  Aviation,  vol.  5,  no.  12,  Jan.  15, 
1919,  pp.  759-762,  5  figs.     Construction,  engine  installation  and  performance. 

Martin.  The  Martin  K-III.  Scout,  Aeronautics,  vol.  16,  no.  275,  Jan.  22,  1919, 
pp.  106-108,  4  figs.  Details  and  performance.  From  Aerial  Age.  Biplane 
has  wing  span  of  18  ft.,  weights  350  lb.  and  is  equipped  with  40-hp.  A. B.C. 
engine. 

SOPWITH.  The  Sopwith  Machines.  Flight,  vol.  11,  no.  6,  Feb.  6,  1919,  pp.  163-174, 
56  figs.  Stages  in  evolution;  classification,  dimensions,  weights  of  the  21  types 
produced. 

Standard.  The  Standard  Model  E-t  Mail  Aeroplane.  Aerial  Age,  vol.  8,  no.  21, 
Feb.  3,  1919,  pp,  1036-1037  and  1034,  7  figs.  General  dimensions,  weights 
and  details. 

Si  nustedt.  Airplanes  for  the  Transatlantic  Flight.  Sci.  Am.,  vol.  120,  no.  9, 
Mar.  1,  1919,  pp.  202  and  215,  4  figs.  Sundstedt  biplane.  Upper  plane  has 
a  spread  of  100  ft.,  lower  plane  71J4  ft.:  equipped  with  2  Hall-Scott  engines 
rated  at  220  hp.  each:  weight  10,000  lb.:  estimated  speed  80  mi.  per  hr. 

Siindstedt-Hannevio.  The  Sundstedt-Hanncvig  Seaplane.  Aerial  Age,  vol.  8, 
no.  24,  1919,  pp.  1162-1163  and  1183,  5  figs.  Designed  for  long-distance 
Hying  over  sea. 

PRODUCTION 

I.e  Pere.  Production  of  Le  Pere  Planes  Was  Well  Started,  J  Edward  Schipper. 
Automotive  Industries,  vol.  40,  no.  6,  Feb.  6,  1919,  pp.  303-304,  4  figs. 
Manufacturing  details. 

PROPELLERS 

Calculator  for  Propellers.  A  Convenient  Calculator  for  Propellers,  E.  P.  King. 
Aeronautics,  vol.  16,  no.  272,  Jan.  1,  1919,  pp.  31-33,  3  figs.  Chart  intended 
to  simpliy  theoretical  work  on  propeller  performance  by  blade-element  method. 

TORQUE.  Propeller  Torque,  J.  Morris.  Aeronautics,  vol.  16,  no.  273,  Jan.  8,  1919, 
p.  52,  1  fig.  How  it  arises  and  its  action  in  the  case  of  both  geared  and  un- 
geared engines. 

SPECIFICATIONS,   AEROPLANE 

SEAPLANES,  Navy  Issues  Seaplane  Specifications.  Aviation,  vol.  6,  no.  2,  Feb.  15, 
1919,  pp.  73-74.  Schedule  for  furnishing  plans,  supervisory  assistance  and 
construction  of  seaplanes. 

TRANSATLANTIC    FLIGHT 

AlRSHIP  VS.  AEROPLANE.  Possibilities  of  an  Atlantic  Air  Line.  Eng.  World,  vol.  14, 
no.  4,  Feb.  15,  1919,  pp.  41-12.     Airships  versus  airplanes. 

VARIA 

Metric  System.  The  Metric  System  and  the  Aeronautical  Industry,  David  Scott. 
Aeronautics,  vol.  16,  no.  272,  Jan.  1,  1919,  pp.  26-27.  Plea  for  adoption  of 
metric  system  by  Great  Britain. 

National  Advisory  Committee.  National  Advisory  Committee  Report.  Aviation, 
vol.  5,  no.  12,  Jan.  15,  1919,  pp.  750-753.  Recommendations  regarding  future 
development  of  American  aeronautics;  power  plants  for  aircraft;  materials 
for  aircraft. 

Progress  in  1918.  Aeronautics,  Times  Eng.  Supp.,  year  15,  no.  531,  Jan.  1919, 
pp.  14-15.     Survey  of  developments  in  1918. 

Aeronautics  in  the  United  States,  1918,  George  O.  Squier.  Proc.  Am. 
Inst.  Elec.  Engrs.,  vol.  38,  no.  2,  Feb.  1919,  pp.  53-114,  17  figs.  Review  of 
development  of  military  aeronautics  in  United  States  up  to  date  of  armistice. 

Wind  Velocity,  Determination  of.  Determination  of  Wind  Velocity  and  Direction 
by  Means  of  Sound  Waves  (Sur  une  methode  de  determination  de  la  vitesse  et 
de  la  direction  des  vents,  par  temps  couvert,  a  l'aide  de  sondages  par  le  son), 
M.  Bourgeois.  Comptes  rendus  des  seances  de  l'Acad^mie  des  Sciences,  vol.  167, 
no.  22,  Nov.  25,  1918,  pp.  769-772.  Balloon  carries  fireworks  timed  to  explode 
at  regular  intervals;  motion  of  balloon  is  recorded  at  each  explosion,  which 
serves  to  compute  height. 

RAILROAD  ENGINEERING 

ELECTRIC  RAILWAYS 

(inter-Rail  Traction.  Center-Rail  Traction  for  Mountain  Railways,  C.  Noble 
Fell.  Ry.  Engr.,  vol.  40,  no.  408.  Jan.  1919,  pp.  12-14,  5  figs.  Electric  center- 
rail  permanent  way  (Fell  system.) 

Freight  Handling.  Freight  Transportation  by  Local  Electric  Railways  (Le  transport 
des  marchandises  sur  les  voics  ferrees  electriques  d'inttjret  local),  Lucien  Pahin. 
Revue  Generate  de  I'Elcetricite,  vol.  5,  no.  3,  Jan.  18,  1919,  pp.  114-117.  Survey 
of  developments  in  United  States,  F^ngland  and  France  by  congestion  of  railroads. 

Locomotive.  An  Electric  Rail  Locomotive.  Motor  Traction,  vol.  28,  no.  723, 
Jan.  8,  1919,  p.  26,  1  fig.  Equipped  with  battery  of  120  cells  of  Edison  Gil 
type;  ampere-hour  capacity,  275. 

Tie  Renewals.  Tic  Renewal  Cost  Reduction  Deserves  Serious  Study,  R.  C.  Cram. 
Elec.  Ry.  Jl.,  vol.  53,  no.  7.  Feb.  15,  1919,  pp.  308-315,  6  figs.  Place  to  begin  is 
in  specification  and  maintenance;  use  of  suitable  preservatives,  provision  for 
good  drainage,  liberal  spacing,  prompt  removal  of  defective  ties. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


363 


ELECTRIFICATION 

French  Railways.  Consequences  of  the  Electrification  of  French  Railways  from  the 
Viewpoint  of  the  Exploitation  of  the  Telegraph  and  Telephone  Lines  (L'edec- 
trification  des  chemins  de  fer  francais;  ses  consequences  au  point  de  vue  de 
l'exploitation  des  lignes  te4£graphiques  et  tel£phoniques) ,  A.  Mauduit.  Annales 
des  Postes,  TSlegraphes  et  Telephones,  vol.  7,  no.  4,  Dec.  1918,  pp.  499-525. 
Investigations  of  the  Compagnie  du  Midi  lead  writer  to  establish  that  in  elec- 
trified lines  with  small  traffic  and  where  current  does  not  exceed  100  amp., 
usual  protective  devices  will  permit  successful  operation  of  telegraph  and 
telephone  lines  running  parallel  to  track;  not  so,  however,  when  rail  current 
exceeds  1000  amp.-km.,  in  which  case  soil  return  is  not  judged  advisable  in 
telephone  or  telegraph  line. 

Partial  Electrification  of  a  Great  Railway  System  (Electrification  partielle 
d'un  grand  reseau  de  chemins  de  fer),  Victor  Sabouret.  Bulletin  de  la  Soci6t6 
d'Encouragement  pour  l'lndustrie  Nationale,  vol.  130,  no.  6,  Nov..-Dec.  1918, 
pp.  344-363.  Project  of  Compagnie  d'Orleans  comprising  electrification  of 
3000  km.  of  railway. 

New  Zealand.  The  Electrification  of  Railways  in  New  Zealand,  E.  Parry.  New 
Zealand  Jl.  Sci.  &  Technology,  vol.  1,  no.  6,  Nov.  1918,  pp.  323-328.  Relative 
merits  of  steam  and  electric  haulage;  importance  of  a  comprehensive  system  of 
electric-power  supply  in  its  bearing  upon  railway  electrification;  evolutional 
process  of  main-line  electrification  in  New  Zealand. 

EUROPEAN 

Ambulance  Trains,  British.  British  Railways  Under  War  Conditions.  Engineer, 
vol.  127,  no.  3291,  Jan.  24,  1919,  pp.  73-75,  11  figs.  Ambulance  trains.  Fif- 
teenth article 

British.  Railways.  Times  Eng  Supp.,  year  15,  no.  531,  Jan.  1919,  p.  30.  Services 
given  to  Government  by  British  railways  during  war;  progress  in  standardi- 
zation; rolling-stock  construction. 

LABOR 

Camps.  Some  Modern  Camps  for  Maintenance  Men.  Ry.  Maintenance  Engr., 
vol.  15,  no.  2,  Feb.  1919,  pp.  49-53,  13  figs.  Buildings  provided  by  four  of  the 
roads  in  Chicago  district. 

LOCOMOTIVES 

Training  or  Engineers.  The  Training  of  the  Locomotive  Engineer.  Ry.  Gaz., 
vol.  30,  no.  1,  Jan.  3,  1919,  pp.  27-28.     Paper  before  Instn.     Locomotive  Engrs. 

Australian  Locomotives.  Locomotive  Built  bv  Australian  Government,  J.  O'TooIe. 
Boiler  Maker,  vol.  19,  no.  2,  Feb.  1919,  pp.  40-41,  2  figs.  Type  2-8-0.  Total 
heating  surface,  2421  sq.  ft.;  Walschaerts  valve  gear  and  Robinson  superheater 
used. 

Coal  Consumption.  The  Economical  Use  of  Coal  in  Locomotives.  Ry.  Gas., 
vol.  30,  no.  2,  Jan.  10,  1919,  pp.  G3-G4,  2  figs.  Abstract  of  report  issued  by 
engineering  staff,  Univ.  of  111. 

Firebox,  Thermic-Syphon.  New  Type  of  Locomotive  Firebox.  Ry.  Mech.  Eng., 
vol.  93,  no.  2,  Feb.  1919,  pp  71-73,  2  tigs  By  introduction  of  thermic  syphons 
evaporating  efficiency  of  boiler  is  materially  increased. 

Pennsylvania  2-10-2.  Pennsylvania  Lines  2-10-2  Locomotive.  Ry.  Mcch.  Eng.,  vol. 
93,  no.  2,  Feb.  1919,  pp.  63-G6,  5  figs.  General  description,  drawings  and 
principal  data. 

Powdered-Fuel  Engines.  Locomotives.  Times  Eng.  Supp.,  year  15,  no.  531, 
Jan.  1919,  p.  30.  Designs  developed  in  1918,  particularly  the  powdered-fuel 
engine. 

Standard.     Standard  2-6-fi-2  Type  Locomotive.     Ry.    Mcch.   Eng  ,  vol.  93,  no.  2, 

Feb.  1919,  pp.  74-77,  6  figs.     General  description,  drawings  and  principal  data. 

The  Standard  Heavy  Santa  Fe  Type  Locomotive.     Ry.  Age,  vol.  60,  no.  7, 

Feb.   14,   1919,  pp.  389-392,  G  figs.     General  description,  principal  data  and 

drawings. 

Stokers.  The  Elvin  Mechanical  Stoker.  Ry.  Mech.  Eng.,  vol.  93,  no.  2,  Feb.  1919, 
pp.  103-106,  4  figs.  Description  of  stoker  for  locomotives  .made  by  Elvin 
Mechanical  Stoker  Co.,  New  York. 

Superheaters.  Modern  Locomotive  Engine  Design  and  Construction — XLIV. 
Ry.  Engr.,  vol.  40,  no.  468,  Jan.  1919,  pp.  3-12,  24  figs.  Considerations  relative 
to  design  and  construction  of  different  types  of  superheaters  for  any  working 
temperature.     (Continuation  of  serial.) 

Three-Cylinder  Engine.  Great  Northern  Railway  Locomotive  Performance. 
Ry.  Gaz.,  vol.  30,  no.  3,  Jan.  17,  1919,  pp.  89-98,  18  figs.  Haulage  of  1300-ton 
coal  trains  between  Peterborough  and  London  by  a  three-cylinder  engine. 

OPERATION  AND  MANAGEMENT 

Fuel  Conservation.  Recent  Papers  on  Fuel  Conservation.  Ry.  Mech.  Eng., 
vol.  93,  no.  2,  Feb.  1919,  pp.  66-69.  Abstracts  of  several  railway  club  papers 
prepared  by  fuel  experts  and  describing  methods  of  saving  coal. 

Government  Ownership.  State  Ownership  and  Operation  of  Railways.  Ry.  Gaz., 
vol.  30,  nos.  1,  2  and  3,  Jan.  3,  10  and  17,  1919,  pp.  11-14,  48-51  and  86-88. 
Digest  of  evidence  given  before  commission  of  inquiry  in  South  Africa  con- 
cerning advantages  and  disadvantages  of  state  control  of  railways. 

The  National  Railway  Question  of  To-Day,  Francis  Lee  Stuart.  Proc. 
Am.  Soc.  Civil  Engrs.,  Papers  &  Discussions,  vol.  45,  no.  2,  Feb.  1919,  pp. 
53-60.  Facts  which  led  up  to  Federal  control;  competition  and  Government 
ownership. 

To-Day's  Railroad  Problem  in  the  States,  Theodore  P.  Shonts.  Ry.  Gaz., 
vol.  30,  no.  2,  Jan.  10, 1919,  pp.  57-58.  Claims  that  most  economical  operation 
can  be  attained  under  private  ownership. 

Loading,  Maximum.  Maximum  Car  Loading,  William  H.  McClymonds.  Proc 
Pacific  Ry.  Club,  vol.  2,  no.  10,  Jan.  1919,  pp.  16-22.  Economics  of  loading  a 
car  to  its  utmost  safe  carrying  capacity. 


Speeds,  European.  European  Train  Speeds.  Ry.  Gaz.,  vol.  30,  no.  3,  Jan.  17, 
1919,  pp  80-S5.  Survey  of  highest,  longest  and  fastest  non-stop  runs,  speed  of 
trains  between  two  places  and  geographical  distribution  of  principal  service. 
(To  be  continued.) 

Stores,  Handling.  Handling  of  Stores  on  the  Santa  Fe,  Charles  E  Parks.  Ry. 
Gaz.,  vol.  30,  no.  2,  Jan.  10,  1919,  pp.  59-61.  Organization  to  look  after  waste 
material. 

Train  Dispatching.  Getting  Trains  Over  the  Road.  J.  A.  Shockey.  Proc.  Pacific 
Ry.  Club,  vol.  2,  no.  10,  Jan.  1919,  pp.  10-16.  Duties  and  responsibility  of  a 
train  dispatcher. 

Organization  of  a  Train  Dispatcher's  Office  and  Duties  of  the  Chief  Dis- 
patcher, C.  E.  Norton.    Proc.  Pacific  Ry.  Club,  vol.  2,  no.  10,  Jan.  1919,  pp.  6-10. 

PERMANENT   WAY  AND  BUILDINGS 

Ballast.  Maintenance  of  Railway  Roadbed  by  Cleaning  the  Ballast  (L'entretien 
des  voies  ferries  par  le  soufflage  du  ballast).     G6nie  Civil,  vol.  74,  no.  5,  Feb 

I,  1919,  p.  94,  1  fig.  Methods  based  on  maintaining  solidity  of  supporting 
parts  of  ballast  by  removing  vegetation,  etc.,  by  air  jet,  to  insure  percolation  of 
water  into  roadbed  and  trenches. 

Track  Support,  Concrete.     Concrete  Railway  Track-Support.     Eng.    World,  vol. 

II,  no.  2,  Jan.  15,  1919,  pp.  5S-60,  2  figs.  Details  of  proposed  continuous 
concrete  slab  support. 

ROLLING  STOCK 

Automobile  Cars.  Forty-Foot  Automobile  Cars  for  Illinois  Central.  Ry  Age 
vol.  06,  no.  8,  Feb.  21,  1919,  pp.  440-443,  4  figs.  Single-sheathed  type  with 
steel  end,  especially  designed  for  carrying  various  types  of  lading;  genera]  des- 
cription and  principal  data. 

Axles.  Notes  on  Railway  High  Capacity  Wagon  Wheel  Axles,  H.  Kelway-Bamber 
Jl.  &  Tran.  Soc.  Engrs.,  vol.  9,  no.  12,  Dec.  1918,  pp.  189-204  and  (discussion) 
pp.  204-214,  9  figs.  British  10-ton  wagon  axle;  methods  of  ascertaining  stresses; 
method  of  calculating  dimensions,  etc.;  specifications  for  axle  steel ;  factors  of 
safety. 

Lumber  for  Car  Construction.  Lumber  for  Car  Construction.  Hermann  von 
Schrenk.  Ry.  Mech.  Eng.,  vol.  93,  no.  2,  1919.  pp.  85-88,  3  tigs.  Selecting 
proper  grades  to  secure  strength  and  lasting  power,  increasing  service  by  pre- 
servatives.    From  address  before  Western  Ry.  Club. 

Standard  Cars,  U.  S.     Standard  Cars  for  tin-  United  States  Railways.     Ry.  Gaz 
vol.  30,  no.  3,  Jan.   17,  1919,  pp.   101-102,  G  figs.     Standard  design  for  70-ton 
hopper  wagon. 

Standards  for  Freight  Equipment.  Standards  for  the  Maintenance  of  Freight 
Equipment,  II  1.  Shipmen  Ry.  Age,  vol.  60,  no.  9,  Feb.  28,  1919,  pp.  495-497. 
Seeping  up  the  condition  of  cars  to  meet  demands  of  traffic;  uniform  classifi- 
Cati if  repairs.      From  a  paper  before  the  Western  Railway  Club. 

SAFETY  AND  SIGNALING  SYSTEMS 

Alternating-Current  Signaling.  Alternating  Current  Signaling.  Ry.  Engr., 
vol.  10.  mi.  468,  Jan  1919,  pp.  15-17,  7  figs.  How  system  was  developed,  how 
it  operates,  and  results  that  have  been  obtained.      (To  be  continued.) 

Automatic  Signaling.  Automatic  Signals  Expedite  Freight  Movement.  Ry. 
Signal  Engr.,  vol.  12,  no.  1,  Jan.  1919,  pp.  4-7.  Study  of  conditions  of  Northern 
Pacific;  tabic  showing  information. 

Many  New  Conditions  Affected  Signaling  Last  Year,  Ry.  Signal  Engr., 
vol.  12,  no.  1,  Jan.  1919,  pp.  11-23.  Review  of  progress  made  in  automatic 
block  and  interlocking  construction  developments  and  personnel  of  signal  field. 

SIGNAL  I. AMI'S,  FOCUSING  A  Method  of  Focusing  Signal  Lamps,  S.  C.  Hofmann. 
Ry.  Signal  Kngr.,  vol.  12,  no.  1,  Jan.  1919,  pp.  30,  1  fig.  Details  of  focus  tube 
for  focusing  R.  S.  A.  semaphore  lamps,  claimed  to  have  given  satisfactory  service. 

Suggestions  for  Improvements.  Railway  Signalling  Under  Federal  Control,  A.  G. 
Shaver.  Ry.  Signal  Engr  ,  vol.  12,  no.  1,  Jan.  1919,  pp.  9-10.  Writer's  reason 
why  signal  engineers  should  report  to  operating  officers'  reforms  which  could  be 
accomplished 

Ins,  Zino-Tbeated,  and  Current  Leakage.  Influence  of  Zinc  Treated  Ties  on 
Signal  Operation.  Ry.  Maintenance  Engr.,  vol.  15,  no.  2,  Feb.  1919,  pp. 
85-66  Experiences  of  various  engineers  Discussion  at  convention  Ry.  Signal 
Assn. 

SHOPS 

BOILER  Shops.  Among  Railroad  Boiler  Shops  -Vf,  James  F.  Hobart.  Boiler 
Maker,  vol  19,  no  2,  Feb.  1919,  pp.  49-50  &  GO,  5  figs.  Devices  developed  for 
special  work;  front-end  staging,  handling  locomotive  tenders  and  special  tools. 

Canal  Zonk  Shops.  Our  Canal  Zone  Dry  Docks  and  Repair  Shops,  R.  D.  Gatewood. 
Am.   Mnch.,  vol.  50,  no.  8,  Feb.  20,  1919,  pp.  33G-339.     General  description  of 

Balboa     facilities. 

ROUNDHOUSE,  Concrete.  An  Unusual  Concrete  Roundhouse  at  Proctor,  Minn., 
Wm.  E.  Hawley.  Ry.  Age,  vol.  GG,  no.  8,  Feb.  21,  1919,  pp.  428-430,  5  figs. 
Saw-tooth  roof  applied  to  circular  building;  cantilever  beams  support  walls 
over  entrance  doors. 

Safety  Devices  Safeguards  in  Railway  Shops,  Frank  A.  Stanley.  Ry.  Mech. 
Eng.,  vol.  93,  no.  2,  Feb.  1919,  pp.  93-96,  9  figs.  Description  of  certain  safety 
devices  used  at  various  shops  of  Southern  Pacific. 

Welding.     The  Oxy-Acetylene  Process  in  Railroad  Shops,  W.  L.  Bean.      N.  E.  R..  R. 
Club,  Jan,  14,  1919,  pp.  247-261.     Development;  notes  on  apparatus  selection; 
ories;  instruction  of  welders. 


364 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


TERMINALS 

Philadelphia.  The  Port  of  Phila.,  George  S.  Webster.  .11.  Engrs.  Club,  Phila  , 
vol.  36-12,  mo.  169,  Dee.  1918,  pp.  549-551.  Administration;  recent  additions; 
possibilities. 

Richborough.  The  Richborough  Transportation  Depot  anil  Train  Ferry  Terminus. 
Engineer,  vol.  127,  no.  3291,  Jan.  24,  1919,  pp.  76-79.  1")  tigs.  The  new  wharf. 
Third   article. 

Richmond,  Va.  A  New  Passenger  Station  Completed  at  Richmond,  Va.  By.  Age, 
vol.  66,  no.  7,  Feb.  14,  1919,  pp.  401-406,  9  tigs.  Project  involves  terminal 
with  facilities  for  two  roads  and  improved  main  line.  Also  in  Tiy.  Rev.,  vol.  04, 
no.  7,  Feb.  15,  1919,  pp.  239-242,  9  figs.  Description  of  three-million-dollar 
structure. 

Terminal  Sheds.  Marine  Terminal  Shed,  H.  McL.  Harding.  Eng.  World,  vol.  14, 
no.  2,  Jan.  15,  1919,  pp.  47-48,  1  fig.  Comparison  of  one-story  and  two-story 
sheds  in  regard  to  cost  and  speed  of  operation. 

Yards,  London.  Willesden  Gravity  and  Marshalling  Yards.  Ky.  Gaz.,  vol.  30, 
no.  1,  Jan.  3,  1919,  pp.  17-24,  11  figs,  and  chart.  Freight  and  coal  traffic  in 
London  district  of  London  &  Western  Ry. 

ELECTRICAL  ENGINEERING 

ELECTROCHE  MISTRY 

Potential  Signs.  The  Sign  of  Potentials,  Oliver  P.  Watts.  Brass  World,  vol.  15, 
no.  2,  Feb.  1919,  pp.  37-39,  1  fig.  Argues  that  sign  adopted  for  potential  of  a 
metal  is  of  importance  to  electrochemistry  and  urges  continuing  established  use 
of  plus  sign  for  potential  of  zinc. 

KLKOTKOPHYSICS 

Aid  Films,  Dielectric  Strength  of.  The  Dielectric  Strength  of  Air  Films  Entrapped 
in  Solid  Insulation  and  a  Practical  Application  of  the  Problem  for  Alternator 
Coils  and  Cables,  F.  Dubsky.  Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  38,  no.  2, 
Feb.  1919,  pp.  141-161,  7  figs.  It  was  found  from  experiments  that  the  dielectric 
strength  of  air  films  between  insulations  was  practically  the  same  as  the  dielectric 
strength  of  air  films  between  conductors.  Specific  examples  are  given  illustra- 
ting application  of  data  to  design  of  armature  coils  and  cables. 

Amplification  of  Currents.  Amplification  of  the  Photoelectric  Current  by  Means 
of  the  Audian,  Carl  Eli  Pike.  Phys.  Rev.,  vol.  13,  no.  2,  Feb.  1919,  pp.  102-  Ids, 
8  figs.  Experiments,  it  is  reported,  have  demonstrated  that  photoelectric 
currents  can  be  amplified  by  means  of  the  audion  from  1600  to  5000  times. 

Current,  Flow  of.  Propagation  of  the  Current  in  an  Filectric  Line  (Propagation  du 
courant  dans  une  ligne),  J.  B.  Pomey.  Revue  G£nerale  de  l'Electricite,  vol.  5, 
no.  6,  Feb.  8,  1919,  pp.  204-209.  Demonstration  of  Heaviside  formula  and 
derivation  of  a  relation  to  cover  case  when  variable  electromotive  force  starts 
from  a  given  condition  of  motion. 

Electric  Circuit,  General  Equation  of.  The  General  Equations  of  the  Electric 
Circuit — III,  Charles  P.  Steinmetz.  Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  38,  no. 
3,  Mar.  1919,  pp.  249-318,  11  figs.  Variation  of  constants  r,  L,  C,  and  g,  and 
its  effects.  Equations  of  line  constants  as  function  of  equivalent  frequency 
are  derived,   and  applications  thereof  made  to  various  problems. 

Electromagnetic  Fields.  On  the  Flow  of  Energy  in  the  Electromagnetic  Field 
Surrounding  a  Perfectly  Reflecting  Cylinder,  T.  K.  Chinmayan.  Lond., 
Edinburgh  &  Dublin  Phil.  Mag.,  vol.  37,  no.  217,  Jan.  1919,  pp.  9-33,  8  figs. 
Positions  of  maxima  and  minima  of  illumination  and  visibility  of  fringes  when 
plane  light  waves  are  grazingly  incident  in  a  direction  at  right  angles  to  axis  of 
cylinder. 

Electromagnetic  Phenomena,  Mechanical  Representation  of.  Mechanical 
Representations  of  Electromagnetic  Phenomena  (Representations  mecaniques 
des  ph£nom<mes  electromagnetiqucs) ,  Artur  Korn.  Revue  Gfnerale  de 
l'Electricite,  vol.  5,  no.  4,  Jan.  25,  1919,  pp.  150-151.  Considerations  on  a 
mechanical  representation  of  an  electron,  the  electric  current  and  a  magnet. 
From  Electrotechnische  Zeitschrift,  vol.  39,  Sept.  12  and  19,  1918,  pp.  363-375. 

Electromagnetic  Oscillations.  Productions  of  Electromagnetic  Oscillations 
(Production  d'oscillations  eleetrcmagnetiquesL  Ricardo  Arno.  Industrie 
Electrique,  vol.  27,  no.  635,  Dec.  10,  1918,  pp.  443-444.  Produced  directly  by 
alternating  currents  used  in  industry.  Brief  abstract  of  communication  to 
Institute  Lombard  des  Sciences  et  des  Lettres. 

Grid  Currents  in  Vacuum  Tubes.  Note  on  the  Effects  of  Grid  Currents  in  Three- 
Electrode  Ionic  Tubes,  E.  V.  Appleton.  Lond.,- Edinburgh  &  Dublin  Phil. 
Mag.,  vol.  37,  no.  217,  Jan.  1919,  pp.  129-134,  2  figs.  Conductance  of  grid 
circuit  inside  tube  is  treated  as  high-resistance  leak  across  condenser  of  oscil- 
latory circuit  connected  to  grid  and  filament;  effect  of  this  leak  in  amplifying 
and  oscilation  circuits  is  investigated  quantitatively. 

Insulation,  Electrical  Stresses  in.  Ionization  of  Occluded  Gases  in  High-Tension 
Insulation,  G.  B.  Shanklin  and  J.  J.  Matson.  Proc.  Am.  Inst.  Elec.  Engrs., 
vol.  38.  no.  2,  Feb.  1919,  pp.  163-210,  21  figs.  Determination  of  safe  working 
stress  from  measurements  of  stress  at  which  ionization  starts  in  different  types 
of  built-up  insulation,  such  as  used  in  cables  and  coils.  Paper  brings  out 
importance  of  reducing  gas  spaces  to  minimum  size  and  using  materials  of  lowest 
possible  permittivity,  since  the  higher  the  permittivity  the  greater  the  stress 
on  the  gas  spaces. 

Inbulators,  Rupture  of.  Mechanism  of  the  Rupture  of  Electric  Insulators  (I,e 
mecanisms  de  la  rupture  des  isolants  clectriques).  Genie  Civil,  vol.  74,  no.  5, 
Feb.  1,  1919,  pp.  92-93,  3  figs.  Factors  determining  rupture;  effect  with  alter- 
nating currents. 


Iron  Losses  at  Radio  Frequencies.  Note  on  Losses  in  Sheet  Iron  at  Radio  Fre- 
quencies, Marios  Latour.  Proc.  Inst..  Radio  Engrs.,  vol.  7,  no.  1,  pp.  00-71, 
1  fig.  Calculation  of  power  dissipated  separately  by  Foucault  currents  and 
by  hysteresis  in  a  sheet  of  iron,  assuming  constant  angle  of  lag  between  magnetic 
induction  in  sheet  and  magnetizing  field  producing  it;  thickness  of  iron  sheet 
which  will  make  total  power  a  minimum;  angle  of  lag  between  voltage  and  current 
in  circuit  of  inductance  coil. 

Hysteresis  and  Eddy-Current  Losses  in  Iron  at  Radio  Frequencies,  Christian 
Nusbaum.  Proc.  Inst.  Radio  Engrs.,  vol.  7,  no.  1,  F'eb.  1919,  pp.  15-26,  8  figs. 
Review  of  literature  on  heat  losses  per  cycle  at  various  frequencies;  comparison 
calorimetrie  method  whereby  losses  in  soft-iron-wire  core  of  a  toroid  are  measured 
against  similarly  wounded  toroid  without  iron  core. 

\1  AGNETIC  Fi.ux  Density.  The  Natural  Frequency  of  an  Electric  Circuit  Having  an 
Iron  Magnetic  Circuit,  H.  G.  Cordes,  Proc.  Inst.  Radio  Engrs.,  vol.  7,  no.  1, 
Feb.  1919,  pp.  73-82,  2  figs.  Following  Steinmetz  procedure,  magnetic  flux 
density  in  laminated  iron  core  with  a.c.  current  excitation  is  found;  then  expres- 
sions and  tables  for  determining  natural  frequency  of  circuits  containing  iron- 
core  inductances  are  given;  results  obtained  are  numerically  illustrated. 

Magnetism,  Kinetic  Theory  of.  On  a  Kinetic  Theory  of  Magnetism  in  General, 
Kotard  Honda  and  Junzo  Okubo.  Phys.  Rev.,  vol.  13,  no.  1,  Jan.  1919,  pp. 
6-20,  4  figs.  Modifications  in  Langevin's  theories  of  para-magnetic  and  dia- 
magnetic  substances  in  order  to  account  for  observed  facts. 

Resistance  Measurements,  Radio  Frequency.  The  Measurement  of  Radio 
Frequency  Resistance.  Phase  Difference,  and  Decrement.  J.  H.  Dellinger. 
Proc.  Inst.  Radio  Engrs.,  vol.  7,  no.  1,  Feb.  1919,  pp.  27-59,  9  figs.  Relations 
between  resistance,  phase  difference,  sharpness  of  resonance,  and  decrement; 
derivation  and  classification  of  methods  of  measurement.  Methods  are  com- 
prised under  resistance-variation  and  reactance-variation.  Special  direct- 
reading  methods  of  measuring  reactance. 

Short-Circuit  Current  Calculation.  Calculation  of  Short-Circuit  Currents  in 
Alternating-Current  Systems,  W.  W.  Lewis.  Gen.  Elec.  Rev.,  vol.  22,  no.  2, 
Feb.  1919,  pp.  140-145,  8  figs.  The  author  describes  the  use  of  a  calculating 
table,  for  solving  complicated  problems  in  the  determination  of  short-circuit 
currents  in   large  power  networks. 

Sinusoidal  Current,  Action  of.  Electrical  State  of  a  Line  Carrying  a  Sinusoidal 
Current  (Etat  permanent  sur  une  ligne  pareourue  par  tin  courant  sinusoidal), 
M.  E.  Brylinski.  Bulletin  de  la  Societe  Francaise  des  Electriciens,  vol.  8,  no. 
75,  Dec.  1918,  pp.  401-420.  Formula-  for  electrical  quantities  determined  for 
various  cases. 

Steel  Conductors.  Resistance  and  Reactance  of  Commercial  Steel  Conductors. 
H.  B.  Dwight.  Elec.  Jl.,  vol.  16,  no.  1,  Jan.  1919,  pp.  25-27,  15  figs.  Curves 
showing  amperes  per  wire  against  ohms  per  mile  for  different  sizes;  graphs  drawn 
from  results  of  tests. 

Transient  Oscillations.  Theory  of  the  Transient  Oscillations  of  Electrical  Net- 
works and  Transmission  Systems,  John  R.  Carson.  Proc.  Inst.  Elec.  Engrs., 
vol.  38  no.  3,  Mar.  1919,  pp.  407-489,  22  figs.  Theoretical  study  with  view  to 
developing  methods  of  calculation  directly  applicable  to  engineering  problems. 
A  formula  is  derived  which  expresses  current  in  electric  network  due  to  suddenly 
applied  e.m.f.  in  terms  of  applied  e.m.f.  as  time  function  and  a  characteristic 
function  of  constants  and  connections  of  system. 

FURNACES 

Manufacture.  Furnace  Company  Completes  New  Plant.  Blast  Furnace,  vol.  7, 
no.  3,  Mar.  1919.  pp.  152-153,  2  figs.  Features  of  electric  furnace  manu- 
facturing plant. 

Plant  of  the  Electric  Furnace  Co.  Brass  World,  vol.  15,  no.  2,  Feb.  1919, 
pp.  61-63,  10  figs.  Plant  manufactures  Baily  furnaces  for  electrical  heat- 
treating  and  annealing  of  steel,  and  melting  of  nonferrous  metals. 

Rennf.rfelt  Furnace  Operation.  Melting  Silver,  Nickel  and  Bronze  Alloys  by 
Electricity.  Eng.  &  Min.  Jl.,  vol.  107,  no.  7,  Feb.  15,  1919,  pp.  323-324. 
Results  at  Phila.  mint  with  1000-lb.  Rennerfelt  electric  furnace. 

Resistor-Type  Experimental  Furnace.  Experimenting  with  the  Electric  Furnace. 
Wirt  S.   Scott.     Jl.   Electricity,  vol.   42,   no.  4,   Feb.    15,   1919,   pp.    173-174. 

Experimental  work  on  resistor  type  furnaces  for  forging. 

Steel  Furnaces.  Electric  Furnaces  as  Applied  to  Steel  Making,  Henry  Lawrence 
Hess.  Mech.  Eng.,  vol.  41,  no.  3,  Mar.  1919,  pp.  245-248,  5  figs.  Methods  of 
producing  electric  steel;  Heroult  type  of  furnace;  cold  method  of  producing 
electric  steel;  method  of  pouring,  rolling  and  other  furnace  operations  practiced 
in  plant  operating  two  6-ton  and  four  7-ton  H6roult  furnaces. 

GENERATING  STATIONS 

Canada.  Statistical  Analysis  of  the  Central  Electrical  Station  Situation  of  Canada; 
Elec.  News,  vol.  28,  no.  3,  Feb.  1,  1919,  pp.  26-30,  7  figs.  Synopsis  of  data 
prepared  by  Dominion  Water  Power  Branch  of  Dept.  of  Interior,  in  co-operation 
.  with  Dominion  Bur.  of  Statistics  of  Dept.  of  Trade  &  Commerce. 

Diesel  Engines.  Electric  Generation  by  Diesel  Engine,  E.  J.  Richards.  Jl.  Elec- 
tricity, vol.  42,  no.  4,  Feb.  15,  1919,  pp.  167-169,  5  figs.  Results  obtained  at 
large  copper  mine. 

Hydroelectric  Plants.  Michigan's  Largest  Hydroelectric  Development.  Eng. 
World,  vol.  14,  no.  4,  Feb.  15,  1919,  pp.  21-24,  6  figs.  Layout;  co-ordination  of 
turbines  installed  to  water  flow;  equipment  of  140,000-volt  transmission  line. 

Single-Phase  Current  Generation.  The  Supply  of  Single-Phase  Power  from 
Three-Phase  Systems,  Miles  Walker,  .11.  Instn.  Elec.  Engrs.,  vol.  57,  no.  278, 
Jan.  1919,  pp.  109-139  and  (discussion)  pp.  139-148,  49  figs.  Methods  of  obtain- 
ing single-phase  power,  particularly  (1)  by  taking  of  single-phase  current  direct 
from  one  of  phases  of  a  three-phase  supply  system  and  use  of  balancer  for  bal- 
ancing phases,  and  (2)  by  a  rotating  balancing  transformer  which  absorbs 
balanced  three-phase  power  in  one  winding  and  supplies  a  single-phase  load  from 
an  independent  winding.  A  calculation  of  a  balancing  transformer  for  feeding 
a  400-kw.  electric  furnace  is  worked  out;  figures  obtained  in  tests  of  machine  at 
no  load  and  at  full  load  are  given. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


365 


GENERATORS  AND   MOTORS 

Brushes.  Application  of  Brushes  to  Electrical  Machinery,  Warren  C.  Kal,  Power, 
vol.  49,  nos.  7  and  8,  Feb.  18,  and  25,  1919,  pp.  241-243  and  276-278,  9  figs. 
Feb.   IS:   Various  types  of  brushes  used  on  electrical  machinery,  their    com- 

Sosition,    method     of     manufacture     and     field     of     application.       Feb.     25: 
•iscussion  of  effect  of  conditions  of  service  upon  selection  of  carbon  brushes. 

Cooling  or  Motors.  Colling  of  Electric  Motors,  with  Special  Reference  to  Totally- 
Enclosed  Machines,  P.  A.  Mossay.  Tran.  Instn.  Min.  Engrs.,  vol.  56,  part  2, 
Dec.  1918,  pp.  103-115  and  (discussion),  pp.  115-117,  13  figs.  Writer's  exper- 
ience and  suggestions  in  regard  to  present  systems  of  ventilating  motors. 

Demand  Factors  of  Motors.  Determination  of  Demand  Factors  to  Save  Copper, 
Henry  C.  Horstmann  and  Victor  H.  Tousley.  Elec.  World,  vol.  73,  no.  7, 
Feb.  15,  1919,  pp.  308-310,  3  figs.  Methods  by  which  electrical  inspectors  can 
more  accurately  gauge  in  advance  probable  demand  factors  of  different  types  of 
motor  installations. 

Induction  Motors,  Speed-Control  of.  Speed  Control  of  Induction  Motors  on 
Cranes  and  Hoists  by  means  of  Solenoid  Load  Brakes,  R.  H.  McLain  and  H.  H. 
Vernon.  Gen.  Elec.  Rev.,  vol.  22,  no.  2,  Feb.  1919,  pp.  117-125,  9  figs.  Article 
covers  different  applications  of  solenoid  brakes  and  gives  a  detailed  description 
of  a  solenoid  load  brake. 

Mechanically  Connected  Motors.  The  Operation  of  Mechanically-Connected 
Direct-Current  Motors  Permanently  in  Series  or  Permanently  in  Parallel, 
H.  F.  Stratton.  Popular  Engr.,  vol.  11,  no.  2,  Feb.  1919,  pp.  10-13,  8  figs. 
Reasons  why  preference  is  given  to  several  mechanically  connected  motors  in 
preference  to  a  single  large  motor.     (To  be  continued.) 

Standardization  or  Motors.  Advantages  of  Uniform  Motor  Design.  Rotary 
Apparatus.  Elec.  Power  Club,  bul.  6010,  Jan.  2,  1919,  6  pp.  Views  of  manu- 
facturers and  users  concerning  standardization  of  electric  motors. 

Synchronous  Motors,  Starting.  Starting  Synchronous  Motors,  E.  E.  George. 
Elec.  Wld.,  vol.  73,  no.  9,  March  1,  1919,  pp.  429-430.  How  to  avoid  excessive 
currents  and  mechanical  strains  in  synchronous  motors  started  as  induction 
machines. 

LIGHTING  AND  LAMP  MANUFACTURE 

Municipal  Lighting.  A  Study  in  Municipal  Electric  Lighting.  Stone  &  Webster 
Jl.,  vol.  24,  no.  2,  Feb.  1919,  pp.  104-112.  Comparative  data  showing  results 
of  municipal  electric  lighting  in   Massachusetts. 

Pocket  Lamps.  Pocket  Electric  Lamps  (Les  lampes  electriques  de  poche),  L.  Lindet. 
Bulletin  de  la  Societe  d'Encouragement,  vol.  130,  no.  6,  Nov.-Dec.  1918,  pp. 
398-399.     Development  of  industry  in  France;  details  of  manufacture. 

Theatres.  Electric  Lighting  of  Theatres  (L'eclairage  electrique  au  theatre),  J.  Reyval. 
Revue  Generale  de  l'Electricite,  vol.  5.  no.  4,  Jan.  25,  1919,  pp.  133-145,  11  figs. 
Brief  survey  of  progress  in  artificial  lighting  of  theatres;  description  of  electric 
installation  of  the  Theatre  National  de  la  Comedie  Francaise,  Paris. 

MEASUREMENTS  AND  TESTS 

Kenotron.  Measurement  of  the  Crest  Values  of  alternating  Voltage  by  the  Kenotron, 
Condenser  and  Voltmeter,  J.  R.  Craighead.  Gen.  Elec.  Rev.,  vol.  22,  no  2, 
Feb.  1919,  pp.  104-109,  8  figs.  Arrangement  described  embodies  in  one  instru- 
ment a  combination  of  qualities  said  not  to  be  possessed  by  previous  devices  for 
the  purpose.  The  theory  and  construction  of  the  cre3t  meter  is  described,  test 
of  its   accuracy  recorded  and  its   advantages  and  limitations  set  forth. 

POWER  APPLICATIONS 

California  Campaign.  California  Co-operative  Campaign  Progress.  Jl.  Electricity, 
vol.  42,  no.  3,  Feb.  1,  1919,  pp.  108-110.  Summary  of  accomplishments  in  1918. 
Object  of  campaign  is  better  electric  service  to  public. 

Electrometallurgical  Industries.  Electrometallurgical  Industries  in  the  Scan- 
dinavian Countries  (Les  industries  electrometallurgiques  dans  les  pays  Scan- 
dinaves).  Journal  du  Four  Electrique,  vol.  28,  no.  3,  Feb.  1,  1919,  pp.  17-19, 
Statistical  figures  and  notes  on  various  projects. 


Flour  Mills.  Electrical  Equipment  of  New  Pacific  Coast  Flour  Mill.  Elec.  Rev., 
vol.  74,  no.  8,  Feb.  22,  1919,  pp.  295-296,  5  figs.  Mill  at  Pasco,  Wash.,  is  com- 
pletely equipped  electrically;  labor-saving  methods  promote  inarked  economy. 


Heating.  Electric  Heating  as  a  Profitable  Load,  Barry  Dibble.  Jl.  Electricity,  vol. 
42,  no.  3,  Feb.  1,  1919,  pp.  102-105,  2  figs.  Data  on  cost  and  revenue  of  electric, 
heating  on   Minidoka  project,  Idaho. 

Laboratories.  Electrically  Equipped  Laboratories.  C.  B.  Merrick.  Jl.  Electricity, 
vol.  42,  no.  4,  Feb.  15,  1919,  pp.  153-154,  2  figs.  Installation  at  parasitology 
laboratories  of  Cal.  State  Board  of  Health. 

OrriCE  Building.  Electricity  in  a  Large  Office  Building.  Jl.  Electricity,  vol.  42, 
no.  4,  Feb.  15,  1919,  pp.  150-151,  3  figs.  General  description  of  electric  equip- 
ment in  Southern  Pacific  building,  San  Francisco. 

Potteries.  Electricity  in  the  Ceramic  Arts,  J.  P.  Alexander.  Gen.  Elec.  Rev., 
vol.  22,  no.  2,  Feb.  1919,  pp.  113-116,  4  figs.  Describes  various  processes 
employed  in  the  pottery  industry  and  the  service  afforded  by  electricity  in  this 
field. 

Shipbuilding.  Electricity  in  the  Shipbuilding  and  Shipping  Industries.  Shipbuilding 
&  Shipping  Rec,  vol.  13,  no.  1,  Jan.  2,  1919,  pp.  13-14.  Concerning  efficient 
development  utilization  of  power  as  means  to  face  international  competition.    , 

Signs.  Portland  Sign  Ordinance.  Jl.  Electricity,  vol.  42,  no.  3,  Feb.  1,  1919,  pp. 
114-115.     Regulations  in  Portland  and  Oregon. 


STANDARDS 

Fundamental  Units,  Definitions  of.  International  Electrotechnic  Commission 
(La  commision  electrotecnica  internacionale),  German  Niebuhr.  Boletin  de  la 
Asociacion  Argentina  de  Elect ro-Tecnicos,  vol.  4,  no.  9,  Sept.  1918,  pp.  807-815, 
2  figs.  Definitions  adopted  for  the  fundamental  units.  (Continuation  of 
serial.) 

Standardization.  Standardization  of  Edison  Lamp  Bases  and  Sockets  (Projet 
d'unification  des  filetages  des  culots  et  supports  de  lampes  a  vis  Edison),  C. 
Zetter.     Bulletin  de  la  Societe  d'Encouragement,  vol.   130,  no.  6,   Nov.-Dec. 

1918,  pp.  405-410,  2  figs.     Report  of  Union  des  syndicats  de  l'Electricite. 

TELEGRAPHY  AND  TELEPHONY 

Amateur  Radio.  Amateur  Radiotelegraphy  of  the  Future,  Alfred  N.  Goldsmith. 
Wireless  Age,  vol.  6,  no.  5,  Feb.  1919,  pp.  11-13.  Advocates  operating  all 
amateur  radio  stations  of  the  future  on  sustained  waves  between  100  and  300 
meters. 

The  Fire  Underwriters'  Rules  Applied  to  Amateur  Stations.  Wireless 
Age,  vol.  6,  no.  6,  Mar.  1919,  pp.  32-33,  2  figs.  Advisability  of  modifying 
installation  to  conform  to  Underwriters'  rules  and  method  of  doing  so. 

Automatic  Telephone,  Western  Electric.  The  Western  Electric  Company's 
Automatic  Telephone  System,  B.  O.  Anson.  Instn.  Post  Office  Elec.  Engrs., 
paper  on  72,  pp.  1-47  and  (discussion)  pp.  48-61,  23  figs.  Operation,  details  of 
principal  apparatus  used,  schematic  connections  of  various  line  exchanges,  and 
records  of  service. 

Baudot  Quadruplex  System.  Paris-London  Quadruplex  Baudot  Communication 
(Communication  Baudot  quadruple  Paris-Londres),  M.  Mercy.  Annales  des 
Postes,  Telegraphes  et  Telephones,  vol.  7,  no.  4,  Dec.  1918,  pp.  623-624.  Con- 
densation is  reported  to  have  been  overcome  in  Anglo-French  cable  by  inter- 
polation of  differential  transmission  between  cable  and  aerial  line  in  France. 
Device  used  described  in  Annales,  Mar.  1917,  p.  144. 

British  Colonies.  The  Telegraph  and  the  Telephone  in  the  British  Colonies  (Le 
telegraphe  et  le  telephone  dans  les  Colonies  britanniques) .  Journal  Tel6gra- 
phique,  vol.  43,  no.  1,  Jan.  25,  1919.  pp.  3-6.  Australia  and  New  Zealand. 
(Concluded.) 

Ceylon.  Telegraphs  and  Telephones  in  Ceylon  in  1917  (Les  telegraphes  et  les  tele- 
phones en  Ceylon  en  1917).     Journal  Telegraphique,  vol.  43,  no.   1,  Jan.  25, 

1919,  pp.   13-14.     Constructions  and  revenues.     From  report  of  Postmaster 
General. 

French  Colonies.  Wireless  Telegraphy  in  the  French  Colonies  (La  telegraphie 
sans  fil  dans  les  colonies  francaiscs).  Revue  Generale  de  l'Electricite,  vol.  5, 
no.  6,  Feb.  8,  1919.  pp.  233-234.  Present  conditions;  particulars  of  the  Messimy 
project.     From  Economiste  francais,  Jan.  11,  1919. 

Government  Ownership.  Both  Sides  of  the  Government  Ownership  Question. 
Wireless  Age,  vol.  6,  no.  6,  Mar.  1919,  pp.  11-21  and  46,  13  figs.  Summary  of 
opposing  testimony  given  in  congressional  hearing  on  Alexander  bill  for  Govern- 
ment ownership  of  wireless. 

Interference  Prevention.  General  Utiles  Followed  in  the  United  States  for 
Protecting  Telephone  Lines  Against  Three-Phase  Lines  (Regies  generates  suivieS 
aux  Etats-Unis  pour  protoger  les  lignes  telephoniques  contre  les  lignes  triphasees) , 
M.  Valensi.  Annales  des  Postes,  TiMc'graphes  et  Telephones,  vol.  7,  no.  4,  Dec. 
1918,  pp.  526-1107.  38  rises  Prepared  from  information  obtained  in  conferences 
of  writer  with  engineers  of  Am.  Telephone  &  Telegraph  Co.  and  his  perusal  of 
Proc  Am.  Inst.  Elec  Engrs  ,  notably  Interference  as  a  Practical  Problem  by  A. 
H.  Griswold  and  R.  W.  Mastick,  and  the  Design  and  Transposition  for  Parallel 
Power  and  Telephone  Circuits  by  H.  S.  Osborne. 

Lloyd's  Semaphore,  Radio  Telegraphy.  Wireless  Telegraphy  and  the  Safety  of 
Navigation  (I, a  telegraphie  sans  til  et  la  securit6  de  la  navigation  maritime). 
Journal  Telegraphique,  vol.  43,  no.  1,  Jan.  25,  1919,  pp.  6-10.  Lloyd's  sema- 
phore plan  proposed  to  the  Paris  International  Conference.     (To  be  continued.) 

Mercury-Vapor  Rectifiers  Mercury  Vapor  Rectifiers  (Les  redresseurs  a  vapeur 
de  mercure).  Revue  Generale  de  l'Electricite,  vol.  5,  no.  4,  Jan.  25,  1919, 
pp.  146-149,  8  figs.  Scheme  of  connections,  efficiency  curves  and  oscillograms 
of  voltages  and  currents.  From  Schweizerische  Bauzeitung,  vol.  72,  Sept.  28, 
1918,  pp.  117-120,  13  tigs. 

Molybdenite  Rectifiers  Photoelectric  Sensitivity  vs.  Current  Rectification  in 
Molybdenite,  W.  \\ '.  Coblentz  and  Louise  S.  McDowell.  Phys.  Rev.,  vol.  13, 
no.  2,  Feb.  1919,  pp.  154-155.  Tests  are  said  to  have  shown  that  low-resistance, 
photoelectrically-insensitive  samples  of  molybdenite  are  more  efficient  rectifiers 
than  high-resistance,   light-sensitive  specimens. 

Multiplex  Transmission  Multiplex  Telegraphy  and  Telephony.  Wireless  Age, 
vol.  6,  no.  ti,  Mar  1919,  pp.  22-23,  4  figs.  Concerning  use  of  radio  frequency 
currents. 

Multiplex  Telephony  and  Telegraphy,  Frank  B.  Jewett.  Telegraph  & 
Telephone  Age,  vol.  37,  no.  2,  Jan.  16,  1919,  pp.  45-47,  4  figs.  Development  and 
possibilities. 

Naval  Radio  Stations  A  Brief  Technical  Description  of  the  New  San  Diego, 
Pearl  Harbor,  and  Cavite  High  Power  Naval  Radio  Stations,  Leonard  F. 
Fuller.     Proc.  Inst.  Radio  Engrs.,  vol.  7,  no.  1,  Feb.  1919,  pp.  11-13. 

Radio  Progress  During  War.  Radio  Development  During  the  War,  Nugent  H. 
Slaughter.  Elec.  World,  vol.  73,  no.  7,  Feb.  15,  1919,  pp.  311-315,  4  figs. 
Problems  with  which  Signal  Corps  were  confronted  when  the  United  States 
first  engaged  in  conflict;  how  it  placed  radio-apparatus  production  on  quantity 
basis;  nature  of  improvements  made. 

Resonance  Measurements  Resonance  Measurements  in  Radiotelegraphy  with  the 
Oscillating  Audion.  Proc.  Inst.  Radio  Engrs.,  vol.  7,  no.  1,  Feb.  1919,  pp. 
9-10.  The  telephone  click  in  an  oscillating  audion  circuit  when  a  coupled  circuit 
is  brought  into  tune  with  it  is  utilized  to  measure  quickly  and  accurately  antenna 
capacity,  wave  length  of  distant  stations,  capacities,  inductances  and  wave 
lengths. 


366 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Rouzet  Transmitting  SYSTEM.  Rouzet  Transmitting  System  for  Increasing  Spark 
Frequencies.  Wireless  Age,  vol.  6,  no.  5,  Feb.  1919,  p.  20,  4  figs.  Wiring 
diagram. 

Simultaneous  Telegraphy  and  Telephony.  The  Van  Rysselberghe  System  of 
Simultaneous  Telegraphy  and  Telephony,  the  Marshall  Klectrical  Condenser 
Etc.,  Wm.  Maver,  Jr.  Telegraph  &  Telephone  Age,  vol.  37,  nos.  1  and  4, 
Jan.  1  and  Feb.  16,  1919,  pp.  21-23  and  95-97.  (Concluded  from  Sept.  16, 
1918.) 

Telegraph  Lines,  Protection  Against  Lightning.  Protection  Against  Lightning 
and  High  Tension  Circuits.  Telegraph  &  Telephone  Age,  vol.  37,  no.  2,  Jan. 
16,  1919,  pp.  42-44  Summary  of  experience  of  railroad  telegraph  departments. 
Presented  at  convention  of  Assn.  liy.  Telegraph  Superintendents.     (Concluded.) 

TELEPHONE  Circuits.  Telephone  Circuits  With  Zero  Mutual  Induction,  William 
W.  Crawford.  Proc.  Am.  Inst.,  Elec.  Kngrs.,  vol.  3S.  no.  3.  Mar.  1919,  pp. 
377-405,  11  figs.  Deals  with  reduction  of  inductive  interference  in  telephone 
circuits.  Several  forms  of  construction  involving  various  relative  positions  of 
two  or  more  circuits,  in  which  mutual  inductance  is  zero,  and  mutual  capaci- 
tance unbalance  approximately  zero,  are  discussed. 

Telephone  Relays.  Telephone  Relays  Used  by  the  French  Administration.  ( Lea 
relais  telephoniques  employes  par  l'Administration  francaise).  Revue  Generate 
de  l'Electricite,  vol.  5,  no.  4,  Jan.  25,  1919,  pp.  151-152.  4  figs.  Apparatus 
deviced  by  Latour.  From  Annales  des  Postes,  Tclfigraphes  ct  Telephones, 
vol.  7,  Sept.  1918,  p.  403,  4  figs. 

Telephones,  Automatic.  Automatic  Telephone  Systems,  J.  N.  Wallace.  New 
Zealand  Jl.  Sci.  &  Technology,  vol.  1,  no.  6,  Nov.  1918,  pp.  331-340,  0  figs. 
Development  and  operation. 

Telephony,  Radio.  Magnetic  Modulating  System  for  Wireless  Telephony.  Wire- 
less Age,  vol.  6,  no.  5,  Feb.  1919,  pp.  20-21,  3  figs.  Modulation  effected  by 
subjecting  magnetic  core  to  relatively  weak  and  rapidly  alternating  cross 
magnetization. 

Radio  Telephony,  E.  B.  Craft  and  E.  H.  Colpitts.  Proc.  Am.  Inst.  Elec. 
Engrs.,  vol.  38,  no.  3,  Mar.  1919,  pp.  337-375,  43  figs.  Development  of  systems 
of  generation,  modulation,  transmission  and  reception  of  radio  telephone 
systems;  work  of  producing  radio  telephone  and  allied  apparatus  for  Army  and 
Navy  in  late  war. 

Tone  Frequencies.  The  Production  of  Tone  Frequencies.  Wireless  Age,  vol.  16, 
no.  5,  Feb.  1919,  pp.  18-20,  6  figs.  Oscar  Roos  methods  of  operating  wireless 
system  over  wide  range  of  tone  frequencies. 

Vacuum  Tubes.  War-Time  Development  of  Vacuum  Tubes,  Ralph  Brown.  Elec. 
World,  vol.  73,  no.  8,  Feb.  22,  1919,  pp.  358-363,  9  figs.  Most  important  advance 
in  radio  engineering;  three  stages;  determining  desirable  characteristics;  designing 
tubes  having  these  characteristics  and  capable  of  being  produced  in  quantities; 
specifications  and  test  methods. 

Wave-Length  Standardization.  The  Standardization  of  the  Wave  Lengths  of 
Electro- Magnetic  Waves  for  Radio-Engineering  and  the  Calibration  of  Wave 
Meter  (in  Japanese),  K.  Nishizaki.  Dcnki  Gakkwai  Zasshi,  no.  366,  Jan.  10, 
1919. 

Weagant  Oscillation  Valve.     The  Weaganl  Oscillation  Valv".     Wireless  Age,  vol. 

6,  no  6,  Mar.  1919,  pp.  24-25,  6  figs  Reported  improvement  on  original  Fleming 
oscillation  valve.  A  plate  and  a  filament  are  enclosed  in  a  vacuum  chamber  as 
usual;  a  metallic  electrostatic  control  clement  is  placed  parallel  to  electron 
stream  so  that  its  field  acts  at  right  angles  to  latter;  this  position  of  control  is 
said  to  be  essential  characteristic  of  tube. 

TRANSFORMERS,  CONVERTERS,  FREQUENCY  CHANGERS 

Phase  Transformers.  The  Engineering  Evolution  of  Electrical  Apparatus — 
XXXVI,  Chas.  F.  Scott.  Elec.  Jl.,  vol.  16,  no.  1,  Jan.  1919,  pp.  28-30,  6  figs. 
Development  of  two-phase,  three-phase  transformation 

The  Essentials  of  Transformer  Practice— XVIII,  E.  G.  Reed.  Elec.  JL, 
vol.  16,  no.  1,  Jan.  1919,  pp.  31-32,  9  figs  Transformer  connections  for  phase 
transformations. 

Voltages,  Abnormal.  Abnormal  Voltages  Within  Transformers,  L.  F.  Blume  and 
A.  Boyajian.  Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  38,  no.  2,  Feb.  1919,  pp.  211- 
248,  21  figs.  Mathematical  analysis  of  rectangular  wave  impinging  upon  a 
transformer  winding  and  quantitative  values  of  resulting  internal  voltage 
stresses  in  terms  of  transformer  constants;  partial  applicability  of  conclusions 
to  abrupt  impulses;  difference  between  operating  transformer  with  isolated  and 
grounded  neutral;  comparison  of  theoretical  results  with  impulse  and  high- 
frequency  tests  made  in  laboratory. 

TRANSMISSION,  DISTRIBUTION,  CONTROL 

High-Tension  Transmission.  For  High  Tension  Transmission  Service.  Power 
Plant  Eng.,  vol.  23,  no.  4,  Feb.  15,  1919,  pp.  179-183,  5  figs.  Description  of 
new  Dixon  station  of  Illinois  Northern  Utilities  Co.;  modern  coal-handling 
equipment;  novel  arrangement  of  intake  prevents  dirty  screens. 

Line  Tests.     Line  Tests  in  Medium-Sized  and  Small  Offices  (Essais  de  lignes  dans  les 
bureaux  de  moyenne  et  de  petite  importance),    M.  Poirier.    Annales  des  Poe 
Telegraphes  et  Telephones,  vol.  7,  no.  4.  Dec.  1918,  pp.  625-627,  2  figs.     I 
to  make  simple  tests  by  means  of  voltmeter. 

Pu asf.-Dibpla  cement  and  Power  Rates.  Phase-Displacement,  and  Its  Relation 
to  Methods  of  Charging  for  Power.  II  Bussmann.  Elcen  ,  vol.  82,  no  2122, 
Jan.   17,   1919,  pp    101-102,  3  figs.     Abstract   of  article  in   lilektrotcclmisohe 

Zeit.schrift,  no.    1(1,    1918. 

Pole  Guying.  Examples  of  Pole  Guying  From  Other  Fields,  Charles  Rufus  Harte. 
Elec.  Icy.  Jl.,  vol  53,  no.  7,  Feb.  15,  1919,  pp  321-324,  5  figs.  Deals  especially 
with  protection  against  strains  due  to  storms;  refers  to  subject  of  pole  preser- 
vation. 


'ostes, 
How 


Rectifiers.  Connection  in  Parallel  and  Voltage  Regulation  of  Mercury-Arc  Rectifiers 
( Marche  en  parallele  et  reglage  de  la  tension  des  redresseurs  de  courant  a 
vapeur  de  mercure).  Revue  G6nerale  de  l'Electricite,  vol.  5,  no.  6,  Feb.  8, 
1919,  pp.  230-233,  10  figs.  Concerning  operation  of  several  rectifiers  connected 
in  parallel  in  preference  to  one  single  highpower  apparatus,  where  demands 
call  for  large  supply  of  power.  From  Eiectrotechnische  Zeitschrift,  vol.  39, 
Aug.  15,   1918,  pp.  '321-324. 

Substations.  A  Well-Lighted  and  Well- Ventilated  Substation,  S.  H.  Granton. 
Elec.  Ry.  JL,  vol.  53,  no.  7,  Feb.  15,  1919,  pp.  326-327,  4  figs.  Description 
of  new  substation  of  Kansas  City  Railways. 

Suspension,  Aerial.  New  Charts  for  Aerial  Suspensions,  Joseph  N.  Le  Conte. 
Jl.  Electricity,  vol.  42,  no.  3,  Feb.  1,  1919,  pp.  120-122,  4  figs.  Graphical 
representation  of  relationship  of  constants  involved  in  suspension  design. 
From   paper  before  San   Francisco  Section,   Am.    Inst.   Elec.   Engrs. 

Transmission-Line  Computations.  Transmission-Line  Computations,  A.  E. 
Kennelly.  Elec.  World,  vol.  73,  no.  8,  Feb.  22,  1919,  pp.  356-357,  4  figs. 
Use  of  hyperbolic  functions  favored  in  comparison  with  alternative  methods 
for  calculation  of  voltage,  current  and  power  on  long  uniform  transmission 
lines. 

Wire  Sizes.  Calculation  and  Design  of  Direct  Current  Circuits,  Terrell  Croft. 
Nat.  Engr.,  vol.  23,  no.  2,  Feb.  1919,  pp.  72-75,  3  figs.  Determining  sizes  of 
wire  for  distribution  of  electrical  energy;  voltage  variations  for  incandescent 
lamps;  apportionment  of  voltage  drop;  wiring  calculations. 

WIRING 

Interior  Wiring.  Approved  Interior  Wiring  Methods,  John  H.  Mayer.  Telegraph 
&  Telephone  Age,  vol.  37,  no.  4,  Feb.  16,  1919,  pp.  83-84.  Suggestions  in  regard 
to  wiring  offices  for  electric  light  so  work  will  pass  inspection. 

ACCOUNTING 

Graphical  Analysis.  Graphical  Analysis  of  Accounting,  Walter  E.  Gaby.  Min. 
&  Sci.  Press,  vol.  118,  no.  8,  Feb.  22,  1919,  p.  260,  1  fig.  Proposes  scheme 
of  representing  in  form  of  flow  sheet  the  elements  of  double-entry  bookkeeping. 

EDUCATION 

Crippled  Workmen.  Cut  Metal  Trade's  Disability  Costs,  Douglas  C.  McMurtric. 
Iron  Trade  Rev.,  vol.  64,  no.  7,  Feb.  13,  1919,  pp.  445-446.  Work  of  Red 
Cross  Inst,  for  reeducation  of  crippled  and  disabled  men,  New  York  City. 

Re-education  vs.  Disability  Compensation,  Douglas  C.  McMurtrie.  Am. 
Mach.,  vol.  50,  no.  9,  Feb.  27,  1919,  pp.  405-406.  A  plea  for  the  re-education 
of  the  disabled  worker  rather  than  the  pension  and  his  neglect. 

Education  and  Democracy.  Industry,  Democracy  and  Education,  C.  V.  Corless. 
Bui.  Can.  Min.  Inst.,  no.  83,  Mar.  1919,  pp.  257-272.  Address  at  joint  session 
Am.  Inst.  Min.  Engrs.  and  Can.  Min.  Inst. 

Navy  Machinists.  How  the  Navy  Trains  its  Machinists  Ashore,  Willard  Conncly. 
Am.  Mach.,  vol.  50,  no.  9,  Feb.  27,  1919,  pp.  397-400,  6  figs.  Training 
comprises  courses  in  machine  work,  pattern  making,  molding,  blacksmithing, 
sheet  metal  working,  oxyacetylenc  welding,  boat  building  and  gasoline-engine 
construction  and  repair. 

Reeducation  of  Cripples.  Disabled  Soldiers  and  Sailors,  Douglas  C.  McMurtric, 
Salt  Lake  Min.  Rev.,  vol.  20,  no.  21,  Feb.  15,  1919,  pp.  29-30.  Work  of  reeduca- 
tion at  Red  Cross  Inst,  for  Crippled  and  Disabled  MeD,  New  York  City. 

L'Hotel  des  Invalides,  at  Avignon,  Jules  Veran.  Am.  Jl.  Care  for  Cripples, 
vol.  7,  no.  2,  pp.  139-141.  Discusses  establishment  of  institution  for  war 
cripples.  Translated  from  Revue  Interalliee  pour  l.Etudcs  des  Questions 
interessant  les  Mutiles  de  la  Guerre,  vol.  1,  pp.  285-289. 

Placement  of  Disabled  American  Soldiers  and  Sailors;  Agreement  Between 
Federal  Board  for  Vocational  Education  and  United  States  Employment 
Service.     Am.  JL  of  Care  for  Cripples,  vol.  7,  no.  2,  1918,  pp.  154-156. 

The  Problem  of  the  Discharged  Disabled  Man,  H.  H.  C.  Baird.  Am.  Jl. 
of  Care  for  Cripples,  vol.  7,  no.  7,  1918,  pp.  117-125.  Insufficiency  of  present 
means  of  readaptation;  conditions  resulting  from  public  indifference.  From 
Outlook. 

A  Record  of  Practical  Experience  in  Retraining  Crippled  Ex-Service  Men, 
A.  G.  Baker,  Am.  Jl.  of  Care  for  Cripples,  vol.  7,  no.  7,  1918,  pp.  109-111. 
Notes  of  the  Superintendent,  Pavillion   Military  Hospital,  Brighton,  England. 

Re-Education  from  the  Point  of  View  of  the  Disabled  Soldier,  Grace  S. 
Harper,  Am.  Jl.  of  Care  for  Cripples,  vol.  7,  no.  2,  1918,  pp.  85-87.  Translated 
from  Revue  Interalliee  pour  l'Etude  des  Questions  interessant  les  Mutiles 
de  la  Guerre,  vol.  1,  1918,  pp.  254-258. 

Should  Disabled  Men  be  Re-Educated  in  Special  Schools?  L.  Alleman, 
Am.  Jl.  of  Care  for  Cripples,  vol.  7,  no.  7,  1918,  pp.  100-104.  Translated  from 
French  address  to  Inter-Allied  Conference  on  the  After-Carc  of  Disabled  Men. 
(Reports  pp.  171-178.) 

Social  Responsibilities  in  the  Rehabilitation  of  Disabled  Soldiers  and 
Sailors,  Douglas  C  McMurtrie,  Am.  Jl.  of  Care  for  Cripples,  vol.  7,  no  7, 
1918,  pp.  126-132.  Duties  of  the  family,  of  the  employer,  and  of  the  general 
public.     From    Medical  Rev. 

So  Comes  the  Sacred  Work,  John  Galsworthy.  Am.  Jl.  of  Care  for  Cripples, 
vol.  7,  no.  7,  1918,  pp.  88-91.  Extent  of  reeducation  work  the  nations  will 
have  to  undertake. 

The  Training  of  the  Disabled  South  Africa  Soldier  and  Its  Lesson,  E.  N. 
Thornton.  Am.  Jl.  of  Care,  for  Cripples,  vol.  7,  no.  7,  1918,  pp.  105-108,  4  figs. 
Paper  at  Inter-Allied  Conference  on  Disablement  Problems  Arising  out  of  the 
war. 

The  Vocational  Rehabilitation  Act.  Am.  Jl.  of  Care  for  Cripples,  vol.  7, 
no.  2,  1918,  pp.  142-144.     Text  of  measure  as  signed  by  Preident  Wilson. 

The  Vocational  School  for  Disabled  Soldiers  at  Nantes,  France,  Emmanuel 
Chastand,  Am.  Jl.  of  Care  for  Cripples,  vol.  7,  no.  7,  1918,  pp.  92-99.  8  figs. 
Claims  that  experience  has  shown  that  recdiication.il  school  which  comprises 
shops,  classrooms,  dormitories,  and  dining  rooms  is  best  agency  for  refitting 
for  work  disabled  soldiers,  training  in  private  shop  is  considered  as  ineffective. 

Reeducation  of  Cripples.      What  the  Employers  of  America  Can  Do  for  the  Disabled 
Soldiers  and  Sailors.     Jl.  Acetylene  Welding,  vol.  2,  no.  8,  Feb.  1919,  pp.  381-384 
and    398.   Cooperation     the    oxy-acetylene    industry    can    offer.      Vocational 
rehabilitation  series  no.  3  of  Federal  Board  for  Vocational   Education. 


JOURNAL     OF     THE     ENGINEERING    INSTITUTE     OF     CANADA 


367 


Research  Work  by  Students.  Reforms  in  the  Technical  Engineering  Education 
(Ideas  sobre  la  reforma  de  la  ensenania  tecnica),  Ramon  Salas  Edwards. 
Anales  del  Instituto  de  Ingeniros  de  Chile,  .  ol.  18,  no.  9,  Sept.  1918,  pp.  388-395. 
Concerning  personal  research  work  by  engineering  students. 

Students  in  Coal  Mining.  The  Training  of  Students  in  Coal  Mining,  With  Special 
Reference  to  the  Scheme  of  the  Engineering  Training  Organization,  F.  W. 
Hardwick,  Tran.  Instn.  Min.  Engrs.,  vol.  56,  part  2,  Dec.  1918,  pp.  94-100  and 
(discussion),  pp.  119-126.  Lays  emphasis  on  practical  training  of  students 
at  collieries. 

Training  Department',  Aircraft  Factory.  Installing  a  Training  Department, 
James  W.  Russell.  Indus.  Man.,  vol.  57,  no.  3,  March,  1918,  pp.  175-182, 
10  figs.  Descriptive  of  the  school  for  training  400  women  weekly  for  a  variety 
of  positions,  including  clerical,  metal-working,  wood-working  and  drafting 
occupations  at  the  Buffalo  factury  of  the  Curtis  Aeroplane  &  Motor  Corporation. 

EXPORT 

Foreign  Plant  Construction.  Americans  Build  Foreign  Plants,  V.  G.  Iden, 
Iron  Trade  Rev.,  vol.  64,  no.  8,  Feb.  20,  1919,  pp.  509-813.  Discusses  opportu- 
nities for  American  enterprises  and  capital. 

FACTORY    MANAGEMENT 

Department  Heads.  Executive  Common  Sense  in  the  Workshop,  Abe  Winters. 
Can.  Machy.,  vol.  21,  no.  7,  Feb.  13,  1919,  pp.  157-159.  Circular  letter  to 
department  heads  of  Standard  Oil  Co.  Also  in  Can.  Foundryman,  vol.  10, 
no.  2,  Feb.  1919,  pp.  46-48. 

Employment  Management.  Handbook  on  Employment  Management  in  the 
Shipyard,  Bulletin  II,  Tue  Employment  Building.  U.  S.  Shipping  Board 
Emergency  Fleet  Corporation,  Employment  Management  Branch,  Oct.  1918. 
29  pp.,  4  figs.  General  requirement  of  employment  building;  recommended 
plans  for  employment  buildings. 

Hiring  Methods.  Selecting  Employees.  Natural  Gas  &  Gasoline  Jl.,  vol.  13,  no.  2, 
Feb.  1919,  pp.  65-68.  Method  of  Laclede  Gas  Light  Co.  Applicant  appears 
separately  before  five  examiners  who  test  him  and  draw  reports  on  appearance, 
mentality,  native  ability,  mental  alterness  and  past  record,  respectively. 

Industrial  Laws.  Managing  for  Maximum  Production,  L.  V.  Estes.  Indus. 
Man.,  vol.  57,  no.  3,  March  1,  1919,  pp.  169-175,  5  figs.  Principles  and  laws 
in  industry.     First  of  a  series  of  articles. 

Labor  Saving.  Plant  for  War  and  Peace.  Times  Eng.  Supp.,  year  15,  no.  531, 
Jan.  1919,  pp.  2-3.       Concerning  saving  of  labor. 

Labor-Saving  Devices.  Labor-Saving  Devices.  George  Frederick  Zimmer.  Eng. 
Rev.,  vol.  32,  no.  7,  Jan.  15,  1919,  pp.  189-191.  Relative  advantages  and 
possibilities  of  mechanical  means  for  handling. 

Management  of  Employees.  Developing  Ambition  and  Confidence  in  Employees, 
George  Wehrle.  Gas  Age,  vol.  43,  no.  3,  Feb.  1,  1919,  pp.  129-131.  Sugges- 
tions to  general  managers  of  gas  works. 

Mental  Factors  in  Tests.  Mental  Factors  in  Industrial  Organization,  Thomas 
T.  Read.  Bui.  Am.  Inst.  Min.  Engrs.,  no.  146,  Feb.  1919,  pp.  563-567.  Report 
of  chairman  of  Institute's  committee  on  industrial  organization. 

Mental  Tests  in  Industry,  Robert  M.  Yerkes.  Bui.  Am.  Inst.  Min.  Engrs., 
no.  146,  Feb.  1919,  pp.  405-419,  16  figs.  Brief  account  of  methods  for  measur- 
ing intelligence  prepared  for  us  <  in  U.  S.  Army,  of  typical  results,  and  of  their 
practical  applications 

Office-Building  Management.  Building  Manager  and  Chief  Engineer,  Edward 
H.  Kearney.  Nat.  Engr.,  vol.  23,  no.  2,  Feb.  1919,  pp.  57-59.  Incidents  in 
daily  routine  of  managing  an  office  building;  importance  of  engineering  and 
cleaning  departments. 

Purchasing.  Method  of  Purchase  Expediting,  Harry  M.  Sutton.  Indus.  Man., 
vol.  57,  no.  3,  March,  1919,  pp.  230-231,  2  figs.  Chart  intended  to  eliminate 
delay 

Standardization  of  Methods.  The  Control  of  Methods,  Processes  and  Materials 
in  a  Manufacturing  Plant,  H.  L.  Campbell.  Proc.  Steel  Treating  Research 
Soc,  vol.  2,  no.  2,  1919,  pp.  20-31.  2  figs.  Way  in  which  a  research  department 
assisted  in  improvement  and  standardization  of  methods,  processes  and  material 
used  in  a  manufacturing  plant. 

Stock  Room.  The  Storage  of  Electric  Supplies.  Jl.  Electricity,  vol.  42,  no.  4, 
Feb.  15,  1919,  pp.  161-162,  3  figs.  General  description  of  office  and  warehouse 
of  wholesale  firm. 

Tool  Room  Organization.  Modern  Tool  Room  Organization  Machinery,  vol.1  3,. 
no.  331,  Jan.  30,  1919,  pp.  477-479,  7  figs.  Scheme  for  recording  and  costing 
jigs  and  fixtures. 

FINANCE   AND   COST 

Cost  Accounting.  Cost  Accounting  to  Aid  Production,  G.  Charter  Harrison. 
Indus  Man,  vol.  57,  no.  3,  March  1919,  pp.  218-224.  3  figs.  Importance 
of  deliberation  in  introducing  changes.     Sixth  article. 

Equipment  and  Maintenance  Factors  in  Cost  Accounting  During  Transi- 
tion Period,  L.  W.  Alwyn-Schmidt.  Am.  Mach.,  vol.  50,  no.  8,  Feb.  20,  1919, 
pp.  366-368.  Book  value  of  equipment  readjustment  equipment  for  new 
work,  revaluation  of  all  equipment  recommended;  charges  for  depreciation; 
how  can  each  job  be  apportioned  ? 

Fundamentals  of  a  Uniform  Cost  Accounting  System,  G.  A.  Schonlau. 
Eng.  World,  vol.  14,  no.  4,  Feb.  15,  1919,  pp.  58-60.  General  remarks  on 
standardization  and  discussion  of  accounting  method  for  manufacturers  of 
concrete  pipe  and  title.     From  Proc.  Am.  Concrete  Pipe  Assn. 

Costing.  Accurate  Costing  in  Engineering.  Eng.  Rev.,  vol.  32,  no.  7,  Jan.  15,  1919, 
pp.  187-188.  Selection  of  proper  standard  of  value  is  given  as  first  step  in 
scheme  for  preparing  standard  cost  system. 


Costing  and  Labor.  The  Workers'  Interest  in  Costing,  M.  Webster  Jenkinson. 
Iron  &  Coal  Trades  Rev.,  vol.  98,  no.  2657,  Jan.  31.  1919,  pp.  127-130 
Attainment  of  efficiency  and  progress  through  taking  workers  in  confidence  of 
management.  From  paper  before  Conference  of  Indus.  Reconstruction 
Council 

LABOR 

Contract  and  Bonus  Systems.  Day  Labor,  Force  Account  Work  and  Bonuses  on 
Highway  Construction,  Charles  M.  Upham.  Mun.  &  County  Eng.,  vol.  56, 
no  1,  Jan.  1919,  pp.  31-33.  Pronounces  contract  system  more  economical, 
than  day  labor  and  discusses  advantages  of  bonus  system. 

Contract  vs.  Day  Labor.  Performing  Municipal  Construction  Work  by  Day 
Labor  in  Flint,  Michigan,  Ezra  C.  Showcraft.  Mun.  &  County  Eng.,  vol.  56, 
no.  2,  Feb.  1919,  pp.  66-67.  Volume  of  day  labor;  contract  vs.  day-labor 
system;  opinion  as  to  success. 

Constuuction  Projects.  City  and  County  Engineers  Write  of  Construction  Projects 
Planned  to  Provide  Buffer  Employment  for  Labor  During  Readjustment 
Period.  Mun.  &  County  Eng.,  vol.  56,  no.  2,  Feb.  1919,  pp.  37-46.  Reports 
from  57  engineers. 

Distribution  of  Labor.  Distribution  of  Labor.  Times  Eng.  Supp.,  year  15, 
531.  Jan.  1919,  pp.  3-4.     Discussed  from  viewpoints  of  work,  skill  and  direction 

Employee  Representation.  Steel  Plant  Industrial  Relations  Studied.  Blast 
Furnace,  vol.  7,  no.  2,  Feb.  1919,  pp.  101-104  and  118.  Plan  developed  and  in 
use  by  a  company,  whereby  elected  employee  representatives  meet  and  discuss 
problems  of  management  and  welfare. 

Hours  of  Work.  The  Elight  Hour  Day  Defined.  Nat  Indus.,  Conference  Board, 
Research  report  no.  11,  Nov.  1918,  9  pp.  Comparison  and  analysis  of  different 
senses  in  which  word  is  used  and  of  principles  on  which  demands  for  each  type 
of  a  so-called  8-hr.  day  are  based.  Also  in  Eng.  &  Min.  Jl.,  vol.  107,  no.  6, 
Feb.  8,   1919,  pp.  271-273. 

Hours  of  Work  as  Related  to  Output  and  Health  of  Workers.  Wool 
Manufacturing.  Nat.  Indus.  Conference  Board,  Research  Report  no.  12, 
1  >ec.  1918,  69  pp.  Based  upon  data  gathered  by  means  of  schedules  of  inquiries 
addressed  to  members  of  Nat.  Assn.  Wool  Mfrs.,  and  toother  wool  naumfacturers 
and  by  field  investigation. 

Shorter  Hours.  Times  F.ng.  Supp.,  year  15,  no.  531,  Jan.  1919,  pp.  5  and  7, 
Expected  effects  on  output. 

Housing.  The  Group  House — Its  Advantages  and  Possibilities,  Richard  Henrv 
Dana.  Am.  Architect,  vol.  115,  no.  2249,  Jan.  29,  1919,  pp.  163-165.  Address 
delivered  at  Annual  Conference  of  Housings  in  America. 

Housing  Construction  at  Craddock.  Mun.  Jl.,  vol.  46,  no.  4,  Jan.  25, 
1919,  pp.  61-63,  4  figs.  Project  to  provide  homes  for  5,000  workers.  Central 
concrete  plant  serving  entire  project. 

INDUSTRIAL  Fatigue.  Reducing  Industrial  Fatigue.  Automotive  Industries, 
vol.  40,  no.  4.  Jan.  23,  1919,  pp.  219-221.  Suggestions  of  Divisional  Committee 
on  Industrial  Fatigue  of  Division  of  Scientific  Research,  U.  S.  Public  Health 
Service. 

Industrial  Relations.  Improving  Relations  of  Employer  and  Empolyee,  Elec. 
Wld  ,  vol.  73,  no.  9,  March  1,  1919,  pp.  418-419.  Discussion  by  Richard  H. 
Rice  of  ways  to  bring  about  a  closer  and  better  relationship  between  employees 

and  the  industry. 

Labor  Agreements.  The  47-Hour  Week  and  8-Hour  Day.  Ry.  Gas.,  vol.  30, 
no.  2,  Jan.  19,  1919,  p.  40.  Terms  of  understanding  arrived  at  between  represen- 
tatives of  Engineering  and  Nat.  Employers'  Federations,  Shipbuilding 
ICmployers'  Federation,  and  Amalgamated  Soc.  Engrs.  and  Unions  Affiliated 
to  Eng.  and  Shipbuilding  Trades  and  Federations. 

Labor  Conditions  in  1917.  Labor  Conditions  in  1917.  S.  A.  Jl.  Industries,  vol.  1, 
no.  15,  Nov.  1918,  pp.  1426-1433.  Abstract  of  annual  report  for  1917  of 
superintendent  and  chief  inspector  of  white  labor  union  of  South  Africa. 

Laiioh  Conditions  in  1918.  A  Review  of  the  Labor  Conditions  of  1918.  Ry.  Main- 
tenance Engr.,  vol.  15,  no.  2,  Feb.  1919,  pp.  63-65.  Measures  introduced  to 
secure  help  on  account  of  shortage  of  employees. 

Labor  Market.  The  Labor  Market.  New  York  State  Indus.  Commission  Bui., 
vol.  4,  no.  5,  Feb.  1919,  pp.  98-99.  Employment  in  N.  Y.  State  factories  in 
Jan.  1919;  wages  and  cost  of  living  in  Dec.  1918. 

Labor  Ootlook.  The  Labor  Outlook  for  the  Coming  Year,  Hugh  Reid.  Ry.  Main- 
tenance Engr.,  vol  15,  no.  2,  Feb.  1919,  pp.  43-45.  Past  and  present  conditions 
in  relation  to  future  prospect;  influence  of  federal  supervision. 
Outlook  for  Labor  Generally  Improved.  Ry.  Maintenance  Engr.,  vol.  15, 
no.  2,  Feb.  1919,  pp.  68-70.  Review  of  situation  in  various  parts  of  the  country 
during  1918,  and  discussion  of  1919  prospects. 

Productivity  of  Labor.  The  Principles  of  Employing  Labor,  E.  H.  Fish.  Indus. 
Man.,  vol.  57,  no.  3,  March  1919,  pp.  203-207.  The  author  points  out  two 
ways  of  increasing  the  amount  of  labor  effort  in  industry;  bring  out  labor  that 
has  retired ;  increase  the  productive  work  of  each  individual  employed. 

Profit  Sharing.  How  Valuable  Are  Profit-Sharing  Plans?  Harry  Tipper.  Auto- 
motive Industries,  vol.  40,  no.  4,  Jan.  23,  1919,  pp.  209-210.  Claims  that 
any  system  which  attempts  to  satisfy  the  physical  necessities  of  the  worker 
without  increasing  his  responsibility  must  fail. 

Best  Periods.  Rest  Periods  for  Industrial  Workers.  Safety  Eng.,  vol.  37,  no.  2, 
Frli.  1919.  pp.  77-7N.      Investigation  by  Nat.  Indus.  Conference  Board. 

Social  Surrounding  of  Labor.  Social  Surrounding  Have  Important  Bearing  on 
All  I, alien  Questions,  Harry  Tipper.  Automotive  Industries,  vol.  40,  no.  7, 
Fib  13,  1919,  pp  366-367.  Points  out  that  comfort  and  home  life  of  worker 
will  modify  extent   and  acuteness  of  unrest  and  migration. 

Soldier  Apprentices.  Soldipr  Apprentices.  Times  ling.  Supp.,  year  15,  no.  531, 
Jan.  1919,  p.  9.      Scheme  of  state  assistance. 


368 


JOURNAL     OF     THE    ENGINEERING     INSTITUTE     OF     CANADA 


Trade  Unions.  Trade  Unions  and  Production.  Times  Eng.  Supp.,  year  15,  no.  531, 
Jan.  1919,  pp  .  4-5.  Reports  engineers  express  view  that  trade  unions  have 
not  helped  production  in  past  and  are  not  likely  to  help  it  in  future. 

Unemployment  Statistics.  Unemployment  Figures  Mere  Guess.  Iron  Trade 
Rev.,  vol.  64,  no.  9,  Feb.  27,  1019,  pp.  580-584,  1  fig.  Claims  figures  of  Federal 
Employment  Service  on  unemployment  are  inaccurate. 

Wages  and  Cost  of  Living.  Salaries  and  the  High  Cost  of  Living  (I.es  salaires  et 
la  vie  chere).  Revue  G£n^rale  de  l'Electricite\  vol.  5,  no.  IS.  Feb.  8,  1919, 
pp.  235-231).  Proposes  increase  of  salaries  on  prorata  basis  of  percentage  of 
increase  in  price  of  principal  commodities.  From  Moniteur  des  Intcn'ts 
matdreils,  Jan.  8,  1919. 

Welfare  Work.  Welfare  Work  Among  Maintenance  Men.  Ry.  Maintenance 
Engr.,  vol.  15,  no.  2,  Feb.  1919,  pp.  10-42,  (i  figs.  Pennsylvania  Railroad's 
educational  courses  and  camps. 

Women.  Employment  of  Women  Workers  in  Our  Industries.  Gas  Age,  vol.  43. 
no.  3,  Feb.  1,  1919,  pp.  123-128.  7  figs.  Standards  for  employment  of  women 
issued  by  U.  S.  Dept.  of  Labor;  costumes  in  England  and  America;  experiences 
of  gas  companies. 

What  Women  Earn  at  Work.  New  York  State  Indus.  Commission  Bui., 
vol.  4,  no.  5,  Feb.  1919.  p.  83.      Data  and  figures  complied  by  Bureau  of  Statistics. 

Women  Can  Handle  Exacting  Work,  J.  Edward  Schipper.  Automotive 
Industries ,  vol.  40.  no.  5,  Jan.  30,  1919,  pp.  266-267,  2  figs.  Experiences  of 
some  manufacturers  concerning  adaptability  of  female  labor. 

Women  in  Electrical  Industry.  Safety  Eng.,  vol.  37,  no.  2,  Feb.  1919, 
pp.  (17-73,  12  figs.  Working  conditions  at  Westinghousc  plant  where  4000 
women  are  employed. 

Organization  and  Management.  Women  in  Industry,  Their  Work  and  Their 
Health,  Samuel  Semplc.  Safety  Eng.,  vol.  37,  no.  1,  -Jan.  1919,  pp.  17-19. 
Social  effects  of  employment  of  women.  From  Proc.  Seventh  Annual  Safety 
Congress. 

Working  Conditions.  Works  Life.  Times  Eng.  Supp',  year  15.  no.  531,  Jan. 
1919,  pp.  7-8.     Discusses  influences  affecting  workers  personally. 

Workmen's  Compensation.  Workmen's  Compensation  Legislation  of  the  United 
States  and  Foreign  Countries,  1917  and  1918.  U.  S.  Dept.  of  Labor,  Bur.  of 
Labor  Statistics,  Workmen's  Insurance  and  Compensation  Series,  no.  243, 
Sept.  1918,  477  pp.  Enactments,  new  and  amendatory,  made  by  the  State 
legislatures  during  1917  and  up  to  July  1918.  Some  changes  in  foreign  legisla- 
tion are  also  noted. 

LEGAL 

Compensation  Acts.  The  "  Coverage  "  of  the  Compensation  Acts.  Chesla  C. 
Sherlock,  Am.  Mach.,  vol.  50,  nos.  7  and  8,  Feb.  13  and  Feb.  20,  1919,  pp.  319- 
321  and  pp.  354-350.  Second  and  third  article.  Second  article  establishes 
who  are  employees  and  when  they  are  entitled  to  compensation,  with  an  in- 
cursion into  question  of  dependents  and  when  they  come  under  protection  of 
compensation  laws.  Third  article  makes  distinction  between  accidents  occur- 
ring "  out  of  "  and  "  in  course  of  "  employment  and  at  other  times  technically 
construed  by  citations  from  American  and  English  courts. 

Joint  Sales  Agencies.  Legality  of  Joint  Sales  Agencies,  A.  L.  H.  Street.  Coal 
Age,  vol.  15,  no.  9,  Feb.  27,  1919,  pp.  404-405.  Court  decisions  concerning 
propriety  of  forming  a  pool  for  sale  of  members'  products.  Coal  and  fuel 
companies  have  been  involved  in  cases  quoted. 

Tools,  Laws  on  Use  of.  The  Law  Relating  to  the  Use  of  Tools,  Chesla  C.  Sherlock. 
Iron  Age,  vol.  103,  no.  7,  Feb.  13,  1919,  pp.  427-428.  Rule  of  simple  tool 
and  its  application;  employer's  duty  of  inspection  limited;  important  excep- 
tions. 

LIGHTING 

Economic  Aspects.  Economic  Aspects  of  Industrial  Lighting,  C.  E.  Clewell.  Elec. 
World,  vol.  73,  no.  8,  Feb.  22,  1919,  pp.  371-374,  7  figs.  Cost  vs.  wages; 
increased  production  and  greater  accuracy  in  workmanship;  less  eye  stain; 
stimulating  effect;  comfort  of  workmen;  more  neatness. 

Office.  Modern  Office  Lighting,  A.  L.  Powell.  Elec.  World,  vol.  73,  no.  7,  Feb.  15, 
1919,  pp.  316-320,  4  figs.  Lighting  system  for  new  office  building  of  Edison 
Lamp  Works  was  designed  by  illuminating  engineers  in  advance  of  construc- 
tion period;  extensive  tests  indicate  importance  of  careful  maintenance  of 
fixture  and  walls. 

PUBLIC  jREGULATION 

Price  Regulation.  Gas  Coke  Price  Escapes  Regulation  in  Germany.  Gas  Age, 
vol.  43,  no.  3,  Feb.  1,  1919,  pp.  140-142.  Upon  profiteering  under  war-time 
conditions.     From  Journal  fur  Gasbeleuchtung. 

Railways,  Electric.  The  Trend  of  Regulation.  Area,  vol.  7,  no.  7,  Feb.  1919, 
pp.  677-684.  Discussions  and  opinions  of  courts  and  commissions  concerning 
electric  railways. 

Rates.  Rate  Adjustment,  Valuations,  and  Some  of  the  Problems  Incident  Theroto, 
G.  M.  Garland.  Mun.  &  County  Eng.,  vol.  56,  no.  2,  Feb.  1919,  pp.  74-76. 
Situation  likely  to  arise  in  operation  and  management  of  public  utilities  by  reason 
of  general  opinion. 

Utility  Valuation.  Need  of  a  Revised  Principle  of  Utility  Valuation,  Robert 
L.  Hale.  Gas  Age,  vol.  43,  no.  3,  Feb.  1,  1919,  pp.  137-139.  Discusses  decisions 
of  Wis.  R.  R.  Commission. 

Water  Power,  Canada.  Water-Power  Administration  in  Canada.  H.  W.  Grunsky. 
Can.  Engr.,  vol.  36,  no.  7,  Feb.  13,  1919,  pp.  209-211.  Summary  of  existing 
laws,  regulations  and  practices  in  Quebec,  Ontario,  Prairies  Provinces  and 
Territories,  and  British  Columbia. 


RECONSTRUCTION 

Automotive  Industry,  England.  European  Expansion  Under  War  Pressure— 
I  and  II,  David  Beecroft.  Automotive  Industries,  vol.  40,  nos.  7  and  8,  Feb.  13 
and  Feb.  20,  1919,  pp.  345-348  and  403-406.  Developments  in  factory  enlarge- 
ment, features  of  electric  starting  and  lighting.  Problem  of  reorganization  of 
industry  on  peace  basis. 

British  Views.  The  Return  to  Civil  Industry.  Problems  of  Engineering  Produc- 
tion. Times  Eng.  Supp.,  year  15,  no.  531,  Jan.  1919,  pp.  1-2.  Views  of 
leading  manufacturers. 

Canadian  Organization.     Canada  Organizing  for  Vast  Trade.     Iron  Trade  Rev., 
vol.  64,  no.  7,  Feb.  13,  1919,  p.  453.     List  of  commodities  for  which  there  i 
an  immediate  market  in  Belgium,  prepared  by  Can.   Mrfs.'  Assn. 

Cc-operation.  Co-operation  Vital  in  Reconstruction.  Iron  Trade  Rev.,  vol.  64, 
no.  8,  Feb.  6,  1919,  pp.  381-382.  British  business  leaders  declared  at  London 
meeting  held  jointly  with  American  business  paper  editors,  that  new  tasks 
cannot  be  accomplished  unless  capital  and  labor  continue  teamwork  as  during 
war. 

Peace  Problems  Demand  Cooperation,  G.  W.  Thompson.  Chem  Engr., 
vol.  27,  no.  2,  Feb.  1919.  pp.  43:44  and  48.  Suggests  that  chemical  industries, 
by  means  of  Webb  law,  open  price  associations  and  through  greater  coopera- 
tion prepare  themselves  to  meet  foreign  competition  and  internal  conditions. 

Engineering  Forecast.  Engineering  and  Industrial  Forecast,  W.  T.  Christine. 
Eng.  World,  vol.  14,  no.  2,  Jan.  15,  1919,  pp.  55-57.  Writer's  opinion  con- 
cerning opportunities  for  profitable  business. 

France.  Economic  Organization  of  the  Country  After  the  War  (L'organisation 
economique  du  pays  aprcs  la  guerre).  Echo  des  Mines  et  de  la  M£tallurgie, 
vol.  47,  no.  2613,  Feb.  10,  1919,  pp.  108-110.  Report  of  commission  appointed 
by  French  senate. 

Engineering  conditions  in  France.  Mech.  Eng.,  vol.  41,  no.  3,  Mar.  1919, 
pp  202-204.  Expressions  from  American  engineer-delegates  to  conference 
with  French  engineers  on  reconstruction  problems. 

The  Rebuilding  of  Devastated  France,  John  V.  Schaefer.  Eng.  World, 
vol.  14,  no.  2,  Jan.  15,  1919,  pp.  36-38.  Exposition  of  suggestions  that  have 
been  offered  in  regard  to  the  co-operation  of  U.  S.  Government  with  French 
Government. 

Government  Sales  Plan  Government's  Sales  Plan  Outlined.  Iron  Trade  Rev., 
vol.  64,  no.  6,  Feb.  6,  1919,  p.  389.  Disposal  of  surplus  war  products  to  be 
effected  through  co-operation  between  War  Dept's  sales  division  and  U.  S. 
Chamber  of  Commerce 

Philadelphia.  Reconstruction  in  Philadelphia  After  the  War,  Albert  N.  Hogg. 
Jl.  Enger.'  Club  Phila.,  vol.  35-12,  no.  169,  Dec.  1918,  pp.  553-554.  Declares 
need  for  a  better  knowledge  of  business  methods  on  the  part  of  engineers. 

I'iblic  Utilities.  Maintenance  of  Public  Utility  Plants,  Robert  J.  Thomas.  Mun. 
&  County  Eng.,  vol.  56,  no.  1,  Jan.  1919,  pp.  14-15.     Effect  of  war  conditions. 

Selling  Prices.  Business  Dividend  on  Redfield  Plan.  Iron  Trade  Rev.,  vol.  64, 
no.  8,  Feb.  20,  1919,  pp.  495-496.  Opinions  concerning  practicability  of  plans 
suggesting  prices  for  basic  commodities. 

Proper  Joint  Plan  to  Lower  Prices.  Iron  Trades  Rev.,  vol.  64,  no.  7, 
Feb.  13,  1919,  pp.  456-457.  Secretary  Redfield's  plan  to  determine  fair  selling 
prices  in  basic  industries  without  lowering  wages. 

SAFETY  ENGINEERING 

Co-operation  in  Accident  Prevention.  Pull  Together  to  Decrease  Accidents, 
E.  B.  Van  Doren.  Elec.  World,  vol.  73,  no.  8,  Feb.  22,  1919,  pp.  368-369, 
3  figs.  Co-operation  between  employer  and  employee  to  increase  production 
and  efficiency  and  reduce  accidents;  safety  welfare  committees  should  encourage 
suggestions. 

Education  of  Workers.  Foundry  Management  from  Standpoint  of  Accident  Pre- 
vention, G.  A.  Hart,  Safety  Eng.,  vol.  37,  no.  1,  Jan.  1919,  pp.  12-13.  Remarks 
on  education  of  workers  concerning  safety  methods  and  precautions.  From 
Proc.  Seventh  Annual  Safety  Congress. 

Employment.  Scientific  Employment  and  Its  Relation  to  Accident  Prevention, 
R.  W.  Immel.  Safety  Eng.,  vol.  37,  no.  2,  Feb.  1919,  pp.  75-76.  Suggests 
character  analysis  and  allocation  of  individuals  to  work  which  they  can 
adequately  and  safely  perform. 

Fire-Alarm  Systems.  Central  Fire  Alarm  Station  of  San  Francisco.  Elec.  Rev., 
vol.  74,  no.  8,  Feb.  22,  1919,  pp.  201-204,  7  figs.  Unusually  complete  equipment; 
special  provision  to  insure  reliability  of  power  supply  and  interehangeability 
of  circuits;  method  of  operating. 

Fire  Prevention  and  Fighting.  Extinguishing  and  Preventing  Oil  and  Gas  Fires, 
C.  P.  Bowie.  Dept.  of  Interior,  Bur.  of  Mines,  bul.  170,  Petroleum  Technology 
48,  50  pp.,  4  figs.  Points  out  what  has  been  done  by  operators  in  the  past,  and 
describes  various  fire-prevention  methods  and  lire-fighting  apparatus. 

Safety  Organization.  Safety,  Sanitation  and  Welfare.  Safety  Eng.,  vol.  37,  no. 
2,  Feb.  1919,  pp.  53-58,  2  figs.     Safety  organization  of  U.  S.  Steel  Corporation. 

Shipyard  Sanitation.  Sanitation  in  Emergency  Shipyards,  W.  L.  Stevenson, 
vol.  6,  no.  1,  Jan.  1919,  pp.  1-18,  8  figs.  Work  of  Department  of  Health  and 
Sanitation  of  U.  S.  Shipping  Board. 

SALVAGE 

Creamery  Wastes.  Treatment  and  Disposal  of  Creamery  Wastes,  Earle  B.  Phelps. 
Mun.  Jl.,  vol.  46,  no.  4,  Jan.  25,  1919,  pp.  68-70,  1  fig.  Settling  tank  and  sand 
bed  designed  and  tested  by  U.  S.  Public  Health  Service.  From  Public  Health 
Reports. 

Metal  Waste  Reclamation.  Reclamation  of  Waste  to  Be  Extended.  Iron  Trade 
Rev.,  vol.  44,  no.  3,  Jan.  16,  1919,  pp.  220-221.  Estimates  on  reclamation  of 
metals  by  new  division  of  Dept.  of  Commerce  on  waste  reclamation  service. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


369 


Salvage  Organization.  Scientific  Salvage,  H.  N.  Sessions.  Jl.  Electricity,  vol. 
42,  no.  3,  Feb.  1,  1919,  pp.  105-107,  2  figs.  How  ttie  Southern  Cal.  Edison  Co. 
directs  its  salvage  work. 

Scrap  Business.  Huge  Loss  of  Steel  Brings  Problem,  G.  II.  Manlove.  Iron  Trade. 
Rev.,  vol.  lit.  no  6,  Feb.  6.  191(1,  pp.  371-375,  6  figs.  Claims  that  obliteration 
of  millions  of  tons  of  American  material  on  foreign  battlefields  disrupts  normal 
cycle  of  scrap   recovery. 

Waste  Prevention.  Conservation  of  Material  by  the  Store  Department,  J.  G. 
Stuart.  Ry.  Age,  vol.  (515,  no.  9,  Feb.  1919,  pp.  497-500.  Care  in  ordering  and 
handling  to  prevent  waste;  systematic  methods  needed  in  reclamation.  From 
a  paper  before  the  Railway  Storekeepers'  Association.  January,  1919. 

Waste  Utilization.  Instructive  Examples  of  Utilizing  Industrial  Wastes,  H.  E. 
Howe.  Indus  Man.,  vol.  57,  no.  IS,  March,  1919,  pp.  225-229.  To  illustrate 
the  importance  of  reclaiming  and  utilizing  wastes  in  industries  article  quotes  a 
number  of  examples. 

Salvaging  Miscellaneous  Wastes,  W  K.  Conover.  Gen.  EleC.  Rev  . 
vol.  22,  no.  2,  Feb.  1919,  pp.  127-133.  Deals  with  such  wastes  as  cables,  slings, 
belting,  paper,  lumber  by-products,  oils,  power,  heat  and  light. 

TRANSPORTATION* 

Com,  Transportation,  India.  The  Carriage  of  Coal  by  Rail  in  India.  H.  Kelwav- 
Bamher.  Jl.  Royal  Soc.  of  Arts.  vol.  67,  no.  3451,  Jan.  1919,  pp.  150-llil  and 
(discussion),  pp.  Kil-ltJ4,  li  figs  Review  of  past  development  in  the  Indian 
coal  output;  forecast  of  future  coal  consumption;  suggestions  for  reducing 
cost  of  coal  transportation. 

Transatlantic  Rates.  West  Blocked  on  Orient  Shipments.  Iron  Trade  Rev, 
vol.  64.  no.  7,  Feb.  13,  1919,  p.  455.  Claims  that  transatlantic  rail  rates  leave 
advantage  with  Atlantic  ports  by  canal  route1 

VARIA 

Economic  Duties  of  Engineers.     The  Economic  Duties  of  the  Engineer,    W.  R. 

Ingalls.  Eng  &  Contracting,  vol.  51.  no.  8,  Feb.  19,  1919.  pp  193-194.  From 
presidential  address  before  Mining  and  Metallurgical  Sue    of  America,  Jan.  1919. 

Filing  Systems      Uniform   Filing  System,   C.   C.   Hogan.     Jl.   Electricity,   vol.    12. 
•  no.  4,  Feb.  15,  1919,  pp.  170-172.      Rased  on  Dewey  decimal  system. 

Hand  for  Cripples.  A  Compressed  Air  Actuated  Hand  for  Crippled  Soldiers  (Die 
Prcssluft-Hand  fuer  Kriegsbeschacdigte  Industrie  Arbcitcri,  W.  Dahlheini 
Zeitschrift  fuer   Komprimierte  und  Fluessige  Gase,  vol.   19,  no.  2.   1917.  pp. 

18-19,  1  fig.  Togglejoint  actuate,!  by  compressed  air  piston,  to  replace  the 
natural  hand,  enabling  the  workman  to  perform  practically  all  machine  shop 
operations,   including  filing.      Light,   simple,    inexpensive. 

Land  Settlement.  The  Present  Status  of  Land  Settlement  Activities  for  Ex-Service 
Men  in  Great  Britain,  Hilda  A  Fox.  Am.  II  of  Care  for  Cripples,  vol.  7, 
no.  2,  1918,  pp.  133-138.  List  and  activities  of  a  number  of  organizations. 
voluntary  and  otherwise,   working  for  this  object. 

Occupational  Therapy.  Occupational  Therapy  in  Military  Hospital.-..  James 
E.  Russell.  Am .  Jl.  of  Care  for  Cripples,  vol.  7,  no.  7,  1918,  pp.  113-116. 
Situation  at  War  Department.  Address  before  Nat.  Soc.  for  Promotion  of 
Occupational   Therapy. 

Telephone  Credit-Check  System.  Telephone  System  of  Credit  Checks,  Olotilde 
Grunski.  Jl.  Electricity,  vol.  42.  no.  I,  Feb.  15.  [919,  pp.  152-153,  2  figs.  Depart- 
ment-store credit  system;  uses  a  central  telephone  exchange  and  various 
stations  in  different  parts  of  store. 

METALLURGY 

ALUMINUM 

Aluminum  Alloys.  Aluminum  and  Its  Alloys  ([.'aluminium  et  scs  alliages),  Walter 
Rosenhain.  Mctallurgie,  vol.  50,  no.  52.  Dec.  25,  191s.  pp.  1877  and  IsT'.i 
Their  future  after  the  war.  Resume1  of  conference  before  Roy.  Soc  at  Exposition 
of  British  Scientific  Products. 

BLAST   FURNACES 

Bosh  Tuyeres.  A  Few  Motes  on  Bosh  Tuyeres.  J.  Boilings.  Iron  &  Steel  Can., 
vol.  2,  no.  l.Feb.  1919,  pp.  11-13.  2  figs  Writer's  experience  use  of  bosh  tuyeres. 
Table  and  sketch  illustrate  English  practice  in  number,  size  and  position. 
Paper  presented  before  Iron    A:  Steel   Inst. 

Blast-Furnace  Production.  Ferromanganese  in  Blast  Furnace,  P.  H.  Royster. 
Iron  Trade  Rev.,  vol.  64,  nos.  ti  and  7,  Feb.  <i  and  13,  1919,  pp  105-407  and  139- 
443,  3  figs.  From  Bur.  of  Mines'  report  on  investigation  of  IS  blast  furnaces 
producing  ferromanganese. 

UNO  Furnace  Bung  Distributes  Blast  Evenly,  Iron  Trade  Rev  .  vol.  04,  no.  7, 
Feb.  13,  1919,  pp.  44H-447,  2  figs  Bung  frame  is  provided  with  an  air  cylinder 
that  is  cast  the  full  length  of  the  top  of  the  bung:  cylinder  is  closed  entirely  at 
one  end,  but  at  opposite  end  an  opening  is  provided"  for  air  blast 

Design.  Progress  in  Blast  Furnace  Design,  J.  G.  West.  Iron  Trade  Rev  ,  vcl.  64, 
no.  8,  Feb.  20,  1919,  pp.  499-505,  12  figs  Changes  in  adaptation  of  mechanical 
construction;  modifications  in  detail  of  blast-furnace  lines.  Abstract  ol  papei 
presented  before  Am.  Iron  &  Steel  Inst. 

Sl\o  Action.  Influence  of  Temperance  Upon  I  he  lotion  of  Slag  Upon  Refractory 
Materials,  Raymond  M.  Howe.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  1, 
Feb.  15,  1919,  pp.  167-168,     Experimental  .lata. 

COPPER 

Bronze.  Manganese  Bronze,  P.  E.  McKinnev.  Bui.  Am.  Inst.  Min.  Engrs.,  no. 
1  Hi,  Feb.  1919,  pp.  421-425.  Possibilities  of  producing  manganese  bronze 
without  resorting  to  use  of  high-grade  virgin  materials. 


Copper-Aluminum  Alloys.  Constitution  and  Hardness  of  Copper-Aluminum 
Alloys  Having  High  Percentage  of  Copper  (Constitution  et  durete  des  alliages 
cuivre-aluminium  riches  en  cuivre).  Mctallurgie,  vol.  50,  no.  52,  Dec.  25,  1918, 
p.  1881,  1  fig  General  type  of  graphs  showing  percentage  of  aluminum  against 
Brinell  hardness.      (Continuation  of  serial.) 

Copper  Melting.  Volatilization  of  Cuprous  Chloride  on  Melting  Copper  Containing 
Chlorine,  S.  Skowrenski  and  K.  W  McC'omas.  Bui.  Am.  Inst.  Min.  Engrs., 
no.  146,  Feb.  1919,  pp.  169-179,  1  fig.  Experiments  are  said  to  have  proved 
that  volatilization  of  cuprous  chloride  on  melting  cathode  copper  takes  place 
almost  in  its  molecular  ratio,  and  that  under  present  copper-refining  practice 
any  cuprous  chloride  present  in  or  on  the  cathode  can  be  considered  for  all 
practical  purposes  as  completely  volatilized  on  melting,  anil  may  be  the  cause  of 
a  serious  metallurgical  loss  of  copper. 

Leaching.  First  Vear  of  Leaching  by  the  New  Cornelia  Copper  Co.,  Henry  A. 
Tobeluiann  and  James  A.  Potter.  Bui.  Am.  Inst.  Min.  Engrs.,  no.  146,  Feb. 
1919,  pp.  449-495,  7  figs.  Process  adopted  consisted  of  leaching  crushed  ore 
8  days  by  counter-current  system  anil  upward  circulation,  using  sulphuric  acid 
and  ferric  sulphate;  reduction  by  sulphur-dioxide  gas  of  ferrie  iron  in  neutral 
solutions  from  leaching  tanks;  electrolytic  deposition  of  copper  from  reduced 
solution;  and  recovery  of  copper  from  discharged  neutral  solution  as  cement 
copper  precipitated  on  iron.     Numerical  results  are  quoted. 

Lead  i\  Brass.  Notes  on  the  Rapid  Estimation  of  Lead  in  Brass  and  Alloys,  G.  H. 
Hodgson  Chem.  News,  vol.  118,  no.  3067,  Jan.  21,  1919,  pp,  37-38.  Two 
methods   are    given,    one   gravimetric   and    volumetric. 

FERROALLOYS 

Ferroalloys.  Ferro- Metallic  Alloys  (Les  alliages  ferro-metalliques) ,  Jean  Escard. 
Revue  Generate  des  Sciences,  vol.  29,  no.  23,  Dec  15,  1918,  pp.  673-680,  3  figs. 
Manufacture  of  ferrochromium,  ferrosilicon  and  ferromanganese.  (To  be 
continued. I 

Production  of  Ferromanganese  in  the  Blast  Furnace,  P.  H.  Royster. 
Bui.  Am.  Inst.  Min.  Engrs.,  no  116,  Feb.  1919,  pp.  367-378,  3  figs.  Operating 
data  in  ferromanganese  practice;  average  practice  for  ferromanganese  furnace 
and  for  iron  furnace;  calculated  slag  loss;  stack  loss  From  report  of  research 
under  joint  auspices  of  U.  S    Bur    of   Mines  and   Nat.  Research  Council. 

FLOTATION 

Galena.  The  Flotation  of  Galena  at  the  Central  Mine.  Broken  Hill,  R.  J.  Harvey. 
Min.  &  Sci.  Press,  vol  lis,  no.  •">.  Feb.  1.  1919,  pp.  149-154,  7  figs.  Selective 
flotation  of  complex  silver-lead-zinc  sulphide  associated  in  the  main  with 
quarts,  rhodonite,  rhodochrosite,  and  some  garnet-sandstone.  Paper  before 
liistn.    Min.    &    Metallurgy. 

Lead  Dues.  Flotation  of  Oxidized  Ores  of  Lead,  Glenn  I,.  Allen.  Chem.  &  Metal- 
lurgical Eng.,  vol.  20,  no.  4,  Feb.  15,  1919,  pp.  169-175,  1  fig.  Process  of 
sulphidizlug  ores  such  as  ccrussite,  wulfcnitc  and  cerargyritc. 

IRON'    AND   STEEL 

Aoing  Break.  A  Volute  Aging  Break,  Henry  M.  Howe  ami  Edward  C.  Groesbeck 
Bui.  Am.  Inst.  Mm  F.ngrs  ,  no.  116,  Feb.  1919,  pp.  181-182.  2  figs.  Views 
of  volute  which  developed  spontaneously  in  a  hardened  and  tempered  steel 
helmet  between  19  and  38  days  after  it  had  been  tested  ballisticallv. 

BeSSEHEB  Process.  Acid.  Present  American  Acid  Bessemer  Process,  Richard  S. 
McCaffery.  Blast  Furnace,  vol.  7,  no.  3,  Mar.  1919,  pp.  140-142.  Rever- 
sibility of  manganese  oxidation  reaction;  eliminating  "  spitting  "  by  temperature 
control  d'lring  blow. 


Bluing  Steel       Bluing  Steel,    W     B.   Greenleaf.      Mech.    Wrold, 
Dec.  20.  1918.  I>p.  291-292,  2  ligs.      Saltpeter  process. 


ol. 


166S, 


Converter  Casting.  Converter  Steel  Casting  Practice.  Charles  M.  Campbell. 
Proc  steel  Treating  Research  Soc,  vol.  1,  no.  10,  July  1918,  pp.  7-20,  15  figs. 
Description  of  steel  foundry  equipped  with  two  cupolas,  three  2-ton  converters 
and  producing  an  average  Ol  1  2  heats  per  day.  Suggestions  in  regard  to  molding, 
la-ting  annealing  and  heat-treating. 

ELECTRIC  Smelting.  Electric  Smelting  of  Iron  Ores  in  British  Columbia.  Alfred 
Standfield.  Iron  &  Steel  Can  ,  vol  2.  no.  1,  Feb.  1919,  pp.  4-10.  Report 
of  investigation  to  determine  commercial  possibility.  Swedish  type  of  furnace 
is  recommended  as  most  economical  for  permanent  plant,  and  open  pit  furnace 
is  suggested  as  best  for  temporary  plant. 

Dr.  Standfield's  Report  on  Electric  Smelting  of  B.  C.  Iron  Ores.  Can. 
Min  Jl.,  vol.  40,  no  4,  Jan.  29.  1919,  pp.  54-56.  Finds  that  while  process  is 
metallurgicallv  feasible,  nevertheless,  under  present  conditions  and  prices 
for  electric  energy,  its  application  would  not  be  practical. 

Electric  Smelting  of  Domestic  Manganese  Ores,  H.  W.  Gillet  and  C.  E. 
Williams.  Dept.  of  Interior,  Bur.  of  Mines,  War  Minerals  Investigations 
Series,  no.  10,  Dec.  1918,  48  pp  Tests  to  investigate  whether  electric  smelting 
of  manganiferous  slags  and  low-grade  domestic  ores  is  likely  to  be  profitable 
at  times  of  normal  costs  and  prices  arc  said  to  have  demonstrated  that  such 
smelting  is  metdlurgically  possible  but  practicable  only  in  times  of  high  prices. 

Electric  Steel.  Making  Electric  Steel  for  Ball  Bearings,  Arthur  V.  Farr.  Iron 
Trade  Rev  ,  vol.  44,  no.  3,  Jan.  16,  1919,  pp.  211-215,  12  figs.  Reviews  method 
of  manufacture  and  calls  attention  to  qualities  of  steel  produced  in  electric 
furnace. 

The  Metallurgy  of  Electric  Furnace  Steel  Processes.  L.  B.  Lindemuth. 
Jl.  Engrs  Club,  Phila  .  vol  35-12,  no.  169,  Dec.  1918,  pp.  544-549.  History; 
crucible  process;  open  hearth;  electric  furnace;  duplex  and  triplex  processes; 
comparison  between  metallurgical  features  of  electric-furnace  process  and 
those  of  the  open-hearth  and  crucible  processes. 

Flaky  Steel.  Microstructural  Features  of  Flaky  Steel,  Henry  S.  Rawdon,  Bui. 
Am.  Inst.  Min.  Engrs.,  no.  146,  Feb.  1919,  pp.  183-201,  27  figs.  Summarizes 
characteristic  features  of  defective  steel  of  flaky  type  as  found  from  laboratory 
study  of  numerous  specimens,  and  aims  to  show  conditions  within  metal  that 
are  favorable  to  occurrence  of  this  type  of  defect. 


370 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


]  s.;iit-Production  Statistics.  Production  of  Ingots  and  Rolled  Products.  Iron 
Age,  vol.  103,  no.  8,  Feb.  20,  1919,  pp.  497-.r>00.  Statistics  prepared  by 
American  Iron  and  Steel  Institute  show  new  record  for  steel  and  some  finished 
forms  in  1917. 

Iron  and  Steel  Trades.  Iron  and  Steel.  Times  Eng.  Supp.,  year  15,  no.  531, 
Jan.  1919,  p.  17.     How  iron  and  steel  trades  have  emerged  from  war. 

Production  of  Steel  Ingots  and  Castings.  Finished  Rolled  Iron  and  Steel 
in  1917.  Iron  Trade  Rev.,  vol.  64,  no.  8,  Feb.  20,  1919,  pp.  520-521.  Statistical 
tables. 

The  Production  of  Iron  and  Steel  in  Canada  During  the  Calendar  Year 
1917,  John  McLeish.  Can.  Dept.  of  Mines,  no.  498,  32  pp.  Report  of  Chief 
of  Division  of  Mineral  Resources  and  Statistics. 

Iron-Carbon-Chromium  Alloys.  On  the  Structure  of  Iron-Carbon-Chromium 
Alloys,  Takejiro  Murakami.  Sci.  Reports  Tdhoku  Imperial  Univ.,  First 
Series,  vol.  7,  no.  3,  Dec.  1918,  pp.  217-270,  124  figs.  Report  of  experimental 
investigation  of  alloys  containing  different  amounts  of  iron,  carbon,  and  chro- 
mium with  particular  reference  to  structural  constitution,  changes  during 
heating  and  cooling,  and  self-hardening  properties.  Materials  tested  were 
Swedish  iron,  four  different  steels,  white  cast  rion,  ferrochromium  and  metallic 
chromium. 

Japanese  Iron  Industry.  The  Japanese  Iron  &  Steel  Industry.  Blast  Furnace, 
vol.  7,  no.  2,  Feb.  1919,  pp.  89-95.  Report  upon  conditions  in  Manchuria  and 
Korea  and  upon  possibility  of  Japanese  future  independence  in  production  of 
iron  and  steel 

Manganese  Alloys.  Manganese  Alloys  in  Open  Hearth  Practice,  Samuel  L.  Hoyt. 
Blast  Furnace,  vol.  7,  no.  3,  Mar.  1919,  pp.  142-146.  Recommendations  for 
utilization  of  domestic  alloys;  molten  spiegel  mixture  practice;  use  of  manganese- 
silicon  alloys  in  acid  practice;  electric  furnace  practice. 

Open-Hearth  Furnaces.  Principles  of  Open  Hearth  Furnace  Design — III.  Charles 
H.  F.  Bagley.  Blast  Furnace,  vol.  7,  no.  2,  Feb.  1919,  pp.  11-113,  1  fig.  Further 
considerations  of  furnace  dimensions  based  on  gas  port  area  and  hearth  area 
per  ton  of  steel  capacity. 

Use  of  Manganese  Alloys  in  Open-Hearth  Practice,  Samuel  L.  Hoyt. 
Bui.  Am.  Inst.  Min.  Engrs.,  no.  146,  Feb  1919,  pp.  277-289.  It  is  advanced 
that  there  are  three  practices  for  utilizing  our  domestic  alloys  in  open-hearth 
practice:  Use  of  molten  spiegel  mixture  for  deoxidation  and  recarburation; 
practice  of  melting  and  refining  steel  bath  so  as  to  secure  0.3  per  cent  manganese 
alloys  containing  silicon;  use  of  manganese  alloys  containing  silicon.  From 
report  of  research  under  joint  auspices  of  U.  S.  Bur.  of  Mines  and  Nat.  Research 
Council. 

Water-Cooled  Equipment  for  Open-Hearth  Steel  Furnaces,  Wm.  C. 
Coffin.  Bui.  Am.  Inst.  Min.  Engrs.,  No.  146,  Feb.  1919,  pp.  497-515,  12  figs. 
Suggests  that  water-cooling  devices  for  open-heartb  steel  furnaces  should 
follow  lines  used  in  iron  blast  furnaces;  several  devices  are  illustrated. 

Tool  Steel.  New  Tool  Steel  Developed  by  Research.  Iron  Trade  Rev.,  vol.  64, 
no.  9,  Feb.  27,  1919,  pp.  576-577,  4  figs.  Made  of  alloys  and  arranged  within 
critical  zones  in  order  to  make  martensite  predominant  structure.  Said  not 
to  diminish  in  efficiency  by  overheating. 

Transformations  in  Steel.  Effect  of  Rate  of  Temperature  Change  on  Transforma- 
tions in  an  Alloy  Steel,  H.  Scott.  Bui.  Am.  Inst.  Min.  Engrs.,  no.  146,  Feb. 
1919,  pp.  157-167,  7  figs.  Previous  investigators  have  laid  particular  stress 
on  variation  of  maximum  temperature,  rate  remaiming  constant,  while  variation 
of  rate,  maximum  temperature  remaining  constant  has  received  little  attention. 
Writer  has  applied  latter  method  to  investigation  of  an  alloy  steel  and  attempts 
to  correlate  result  of  that  method  with  those  of  the  former  and  to  establish 
relations  of  several  phonomena  observed. 


Non-ferrous  Metals. 
.Ian.  1919,  p.  18. 


NON-FERROUS    METALS 

Non-Ferrous  Metals.     Times  Eng.  Supp.,  year  15,  no.  531, 
Advances  made  in  their  manufacture  during  recent  years. 

OCCLUDED   GASES 


Steel.  Investigation  of  Gases  Occluded  in  Steel  Thomas  Baker.  Blast  Furance, 
vol.  7,  no.  3,  Mar.  1919,  pp.  156-157  and  163.  Experiments  to  determine 
composition  and  volume  of  occluded  gases  and  their  effect  upon  physical 
properties  of  metal,  relation  between  temperature  at  evolution  of  gas  and 
electrical  point. 

ZINC,    LEAD    AND    TIN 

CONSERVATION.  Metallurgical  Work  of  Bureau  of  Standards,  G.  K.  Burgess.  Blast 
Furnace,  vol.  7,  no.  3,  Mar.  1919,  pp.  130-131,  2  figs.  Review  of  research 
work  concerning  welding  and  tin  conservation.      (To  be  continued). 

Electric  Furnace  for  Tin.  Electrometallurgy  of  Tin  in  Electric  Furnace  (L'eiec- 
tromftallurgic  <lc  lY-tain  au  four  eleetrique),  Jean  Escard.  Industrie  Electrique, 
vol.  27,  no.  635,  Dec  10,  1918,  pp.  444-448.  Treatment  of  minerals;  furnaces; 
recovery  of  lead;  extraction  of  tin  from  industrial  waste. 

Zinc,  Zinc  Smelting  in  India,  T.  R.  Wynne.  Eng.  &  Min.  Jl.,  vol.  107,  no.  8,  Feb.  22, 
1919,  pp.  356-358,  Possibilities  of  zinc  smelting  in  India;  investigation  of 
Burma  ores;  industrial  development  in  India.  Report  of  chairman  at  general 
meeting  oi  Burma  Corporation. 

HYDRO  METALLURGY 
Terminology.     Defining  "'railings"  and  "Residues,"  A.  W.  Allen.    Eng.  &  Min- 

Jl.,  vol.  107,  no.  7,  Feb.  15,  1919,  p.  317.     Submits  definitions.      Third  article 
of  scries  on  standardization  of  terms  used  in  hydrometallurgical  operations. 


MARINE    ENGINEERING 

AUXILIARY    MACHINERY 

Lifting  Gear.  Marine  Steam  Turbine  Lifting  Gear.  Mech.  World,  vol.  G5,  nos. 
1671  and  1673,  Jan.  10  and  24,  1919,  pp.  18-19  and  43,  5  figs.  Brief  outline 
and  discussion  of  various  types,  giving  general  method  of  calculating  propor- 
tions of  principal  parts.     First  and  second  installments.     (To  be  continued). 

Oil  Filter.  An  Efficient  Oil  Filter  for  Marine  Installations.  Pacific  Marine  Rev., 
vol.  16,  no.  1,  Jan.  1919,  pp.  130-131,  3  figs.  Combination  batch  and  con- 
tinous  oil  filter  of  Paterson  marine  type. 

SHIPS 

American  Types.  American  Shipbuilding  Practice.  Shipbuilding  &  Shipping  Rec, 
vol.  13,  no.  3,  Jan.  16,  1919,  pp.  63-66, 2  figs.  Types  of  vessels  adopted  by 
Submarine  Boat  Corporation;  organization  and  operation  of  Hog  Island  and 
arrangement  of  the  yards. 

American  Shipbuilding.  The  Early  History  of  American  Shipbuilding,  W.  A. 
Dobson.  Jl.  Engrs.  Club  Phila.,  vol.  35-10,  no.  167,  Oct.  1918,  pp.  455-466, 
9  figs.  Review  of  history  and  practice  of  shipbuilding  in  U.  S.  prior  to  1880 
as  compiled  from  memoirs  of  C.  M.  Cramp,  the  report  by  Henry  Hall,  and 
the  writer's  personal  experience. 

Concrete  Ships.  Concrete  Ships  VI.  Times  Eng.  Supp.,  year  15,  no.  531,  Jan. 
1919,  p.  38.  Notes  on  yards  at  Thornaby-on-Tees,  Amble,  Whitby,  Sunderland, 
Granton  and  Faversham,  where  concrete  shins  are  being  built. 

A  Composite  System  of  Reinforced  Concrete  Ship  Construction,  A.  S. 
Holmes.  Pacific  Marine  Rev.,  vol.  10,  no.  1,  Jan.  1919,  pp.  116-117,  2  figs. 
System  employs  a  combination  of  timber,  concrete  and  reinforcing  metal. 

Ireland's  First  Concrete  Ship  Shipbuilding  &  Shipping  Rec,  vol.  13, 
no.  2,  Jan.  9,  1919,  p.  42,  1  fig.     Account  of  her  launching;  general  dimensions. 

EFFICIENCY.  The  Economic  Efficiency  of  Merchant  Ships,  Alexander  Urwin.  Ship- 
building &  Shipping  Rec,  vol.  13,  no.  3,  Jan.  16,  1919,  pp.  72-74.  Table 
showing  factors  in  a  deadweight  cargo  carrier  which  operate  upon  each  other 
and  decide  efficiency  of  vessel. 

European  Shipbuilding.  European  Marine  Notes.  Pacific  Marine  Rev.,  vol.  16; 
no.  1,  Jan.  1919,  pp.  114-115.  Model  British  fabricated  ship;  concrete  barges, 
German  shipping  in  the  war. 

Fabricated  Vessels.  The  "  N  "  or  Fabricated  Vessels,  Engineering,  vol.  107, 
no.  2768,  Jan.  17,  1919,  pp.  69-71,  6  figs.  Discussion  of  "  National  "  standard 
vessels  built  according  to  "  d'Eyncourt-Graham  "  system. 

Ford  Methods.  Ford  Methods  in  Ship  Manufacture,  Fred  E.  Rogers.  Indus. 
Man.,  vol.  57,  no.  3,  March  1919,  pp.  190-197,  10  figs.  Division  and  sub- 
division of  the  erecting  operations.     Third  article. 

Freighter.  SS.  "  Westerner."  Shipbuilding  &  Shipping  Rec,  vol.  13,  no.  1,  Jan.  2, 
1919,  pp.  8-9,  2  figs.  Principal  dimensions,  plans  and  details  of  cargo  steamer 
of  8800  tons  d.w.  on  24  ft.  1  in.  draft.     Built  by  Emergency  Fleet  Corporation. 

Machinery  and  Pipe  Arrangement.  Machinery  and  Pipe  Arrangement,  C.  C. 
Pounder.  Mech.  World,  vols.  64  and  65,  nos.  1668,  1672  and  1674,  Dec  20, 
1918,  Jan.  17  and  31,  1919,  pp.  295,  30  and  55,  11  figs.  Typical  location  in 
vessels  built  to  Board  of  Trade  requirements.  Tenth  to  twelfth  installments. 
(Continuation  of  serial.) 

Motorships.  Motor-Driven  Tanker  "  Hamlet."  Shipbuilding  &  Shipping  Rec, 
vol.  13,  no.  2,  Jan.  9,  1919,  pp  36-41,  8  figs.  10,055  tons  d.w.  on  24  ft.  7  in. 
draft.     Propelling  machinery  consists  of  two  Polar  Diesel  engines. 

Splendid  Record  of  Wooden  Motorship.  Pacific  Marine  Rev.,  vol.  16, 
no.  1,  Jan.  1919,  pp.  91-95,  2  figs.  Account  of  travel  of  "  Libby  Maine  "  in 
voyage  through  arctic  waters. 

Propelling  Machinery.  Notes  on  Trial  Trios,  S.  H.  Cornell.  Jl.  Am.  Soc  Marine 
Draftsmen,  vol.  6,  no.  3,  Oct.  1918,  pp.  41-43,  1  fig.  Review  of  important  funda- 
mental theories  governing  economical  operation  of  boilers  and  propelling  engines; 
diagram  showing  approximate  temperature  for  burning  fuel  oil. 

Propelling  Power.  Economy  in  Ocean  Transportation,  A.  W.  Robinson.  Jl. 
Eng.  Inst.  Can.,  vol.  2,  no.  2,  Feb.  1919,  pp.  104-108.  Remarks  of  conserva- 
tion of  fuel,  economy  in  generation  and  use  of  propelling  power;  question  of 
ocean  transportation  as  viewed  by  a  commission  appointed  by  British  Govern- 
ment to  study  relations  of  Dominions  to  Empire  and  to  each  other. 

Standardization.  Standardization  of  Ship  Steel.  Pacific  Marine  Rev.,  vol.  16, 
no.  1,  Jan  1919,  pp.  101-103.  Investigation  conducted  by  representative  of 
U.  S.  Shipping  Board  Emergency  Fleet  Corporation;  table  of  structural  shapes 
recommended  for  ships. 

Stresses.  Stresses  in  Ships.  Sydney  V.  James.  Jl.  Western  Soc.  Engrs.,  pp.  356-376, 
8  figs.  Discussion  of  kinds  of  stresses,  and  of  methods  of  determining  principal 
longitudinal  stresses;  results  of  application  of  such  methods  to  study  of  Ships 
of  well-known  type;  question  of  shearing  stresses  and  of  situation  relative  to 
transverse-stress  calculations. 

Terminology.  Displacement  Deadweight  gross  and  Tonnage,  T  H.  Fenncr.  Mar. 
Eng.  Can.,  vol.  8,  no.  12,  Dec.  1918,  pp.  303-304,  4  figs.  Definitions  of  terms. 
used  in  ship's  measurements. 

Train  Ferries.  Description  of  the  New  CNR.  Car  Ferry  "  Canora."  Mar.  Eng 
Can.,  vol.  8,  no.  12,  Dec.  1918,  pp.  301-302,  3  figs.  General  design  and  accom- 
modations. Main  propelling  machinery  consisft  of  a  four-cylinder  triple- 
expansion  surface-condensing  engine  balanced  on  Yarrow,  Schlick  &  Tweedy 
System. 

The  English  Channel  Train  Ferry.  Ry.  Age,  vol.  66,  no.  9,  Feb  28, 
1919.  pp.  509-510,  3  ligs.      Brief  notice  of  tin-  ltichborougli  ferry. 

Warships.  New  British  Warships,  Engineer,  vol.  127,  no.  3291,  Jan.  21,  1919,  pp.  71- 
72,  9  figs.  General  description  of  recent  British  craft,  such  as  Iiepulse.  Re- 
noes,  Furious,  Courageous,  Glorious,  Ramillics,  Warspitc,  Erin,  and  Argincourt. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


371 


Water  Ballast.  Improvements  in  Construction  of  Ships,  E.  F.  Spanner.  Ship- 
building &  Shipping  Rec,  vol.  13,  no.  2,  Jan.  9,  1919,  pp.  44-46,  3  figs.  System 
of  dealing  with  water  ballast  by  means  of  a  duct  keel.  Abstract  of  paper  before 
Instn.  Engrs.   &  Shipbuilders  in  Scotland. 

Woodbn  Ship.  A  Successful  Type  of  Wooden  Ship,  J.  B.  C.  Lockwood.  Pacific, 
Marine  Rev.,  vol.  16,  no.  1,  Jan.  1919,  pp.  80-88,  4  figs.  Survey  of  objections 
against  wooden  ships  and  comparison  of  various  designs  built  by  different 
companies 

YARDS 

British  Production.  Shipbuilding  and  Engineering  Output.  Shipbuilding  & 
Shipping  Rec,  vol.  13,  no.  1,  Jan.  2,  1919,  pp.  15-16.  Records  of  vessels 
launched  at  British  yards  during  1918. 

Equipment.  Time  Saving  in  Steel  Ship  Construction,  J.  H.  Anderson.  Jl.  Engrs. 
Club  Phila.,  vol.  35-10,  no.  167,  Oct.  1918,  pp.  467-471,  29  figs.  Interests 
affected  by  application,  status  of  spot-welding  in  reference  to  shipbuilding 
equipment  and  distribution  systems.  Third  discussion  under  auspices  U.  S. 
Snipping  Board  Emergency  Fleet  Corporation. 

Fabricating  Plants.  Inland  Ship-Steel  Fabricating  Plants  of  the  Emergency 
Fleet  Corporation,  Leyburn  G.  Fishhach.  Eng.  News-Rec,  vol.  82,  no.  7, 
Feb.  13,  1919,  pp.  332-336,  6  figs.  Shops  at  Pottstown  and  Leetsdale  for 
fabricating  Hog  Island  material,  designed  to  produce  10,000  tons  per  month 
each. 

Launching.  Novel  Method  of  Building  and  Launching,  J.  H.  Rogers.  Mar.  Eng. 
Can.,  vol.  8,  no.  12,  Dec  1918,  pp.  305-307.  4  tigs.  Arrangement  of  transfer 
tables  and  launching  trucks  at  Can.  Car  &  Foundry  Co.  whose  launching 
dock  is  1400  ft.  from  building  ways. 

Planning  Control.  Planning  Control — Applied  to  the  Building  of  Duplieated 
Steel  Vessels,  D.  V.  Stratton.  Pacific  Marine  Rev.,  vol.  0.  no.  1,  Jan.  1919, 
pp.  107-110,  1  fig.  Development  work  along  management  lines  of  Todd  Dry 
Dock   &  Construction  Corporation,  Tacoma,   Wash. 

Steel  Castings.  Steel  Castings  Used  in  Ship  Construction,  Ben  Shaw  and  James 
Edgar.  Can.  Foundryman,  vol.  1(1.  no.  2,  Keb.  1919.  pp.  34-38,  26  figs 
Pattern  making,  moulding  and  pouring  of  steel  castings  intended  to  replace 
forgings  in  construction  of  ships. 

Terminal  Sheds.  The  Marine  Terminal  Shed,  11.  Mel..  Harding  Pacific  Marine 
Rev.,  vol.  16,  no.  1,  Jan.  1919,  pp.  123-124,  1  fig.  Suggestions  in  regard  to 
construction  and  equipment. 

Thornycroft  Works.  Messers.  Thornycrofts'  Baisngstoke  Works.  Engineering, 
vol.  107,  no.  2768,  Jan.  17,  1919,  pp.  76-79,  10  figs.  Illustrated  description  of 
works  and  equipment. 

Welding.  The  Difficulties  of  Welding  Steel  by  the  Oxy-Acetylene  Process.  R.  K. 
Smith.  Mech.  World,  vol.  64,  no.  1668,  Dec.  20,  1918,  pp.  297-298.  Abstract 
of  paper  before  North- Western  Welding  Assn. 

The  Application  of  Electric  Welding  to  Ship  Construction.  Shipbuilding 
&  Shippling  Rec,  vol.  13,  no.  1,  Jan.  2,  1919,  pp.  5-6.  Method  adopted  by 
British  Admiralty  in  electric  welding  of  watertight  joints  for  ship  structures 
and  oil  tanks  subjected  to  heavy  stresses. 

Welding  as  a  process  in  Ship  Construction,  S.  V.  Goodall.  Proc  Am. 
Inst.  Elec.  Engrs.,  vol.  38,  no.  3,  Mar.  1919,  pp.  329-335.  Review  of  what, 
has  been  done  in  substituting  welding  for  riveting  in  shipbuilding.  Writer's 
opinion  concerning  general  adoption  of  welding. 

INDUSTRIAL  TECHNOLOGY 

Alcohol.  Future  and  Sources  of  Industrial  Alcohol,  Can.  Foundryman,  vol.  10, 
no.  2,  Feb.  1919,  pp.  41-42.  Manufacture  from  grain  and  potatoes;  synthetic 
processes:  utilization  of  wood  waste;  comparative  yields. 

Ammonia.  Ammonia  Plant  at  the  Stockholm  Gas  Works.  Gas  Age,  vol.  43,  no.  3, 
Feb.  1,  1919,  pp.  132-134,  5  figs.  Plant  was  designed  to  furnish  both  am- 
moniun  sulphate  and    aqueous   ammonia.     From  Journal  fur  Gasbeleuchtung 

Cement,  Chemical.  Cements  for  Various  Purposes,  J.  B.  Barnitt.  Mech  World. 
vol.  65,  no.  1672,  Jan.  17,  1919,  p.  29.  Joints  and  similar  uses  in  chemical 
work.     From  Gen.  Chem.  Bui. 

Charcoal.  Manufacture  of  Charcoal  as  an  Economic  Measure,  Helge  Sylven. 
Sci.  Am.  Supp.,  vol.  87,  no.  2251,  Feb.  22,  1919,  pp.  121-126  5,  figs.  By- 
product made  from  lumber-mill  waste. 

Chlorine.  Future  Possibilities  of  Electrolytic  Chlorine,  A.  H.  Hoker.  Chem. 
Engr.,  vol.  27,  no.  1,  Jam.  1919,  pp.  3-4.  Evolution  of  Mond  and  Deacon 
processes;  chlorine  in  refining. 

Coloration,  Metal.  Chemical  Metal  Coloration,  Emil  Haas.  Brass  World, 
vol.  15,  no.  2,  Feb.  1919,  pp.  45-46.     Describes  various  processes. 

Cyanogen  Products.  The  Manufacture  of  Hydrocyanic  Acid,  H.  A.  Pelton  and 
M.  W.  Schwarz.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  4,  Feb.  15,  1919. 
pp.  165-166,  2  figs.  Description  of  semi-industrial  apparatus  and  plans  for 
large  scale  operations. 

Use  of  Cyanogen  and  Its  Derivatives  During  the  War  (L'emploi  du  cyani- 
gene  et  de  ses  derives  a  la  guerre),  Nicolas  Flamel.  Genie  Civil,  vol.  74,  no.  5, 
Feb.  1,  1919,  pp.  89-92,  Preparation  of  these  chemicals;  their  toxic  effects. 

Dust  Precipitation.  Checking  Up  on  Cottrell  Process,  N.  H.  Gellert.  Iron  Trade 
Rev.,  vol.  64,  no.  7,  Feb.  13,  1919,  pp.  448-450,  2  figs.  Results  obtained  in 
electrical  precipitation  of  impurities  from  blast-furnace  gases;  method  said  to 
be  adaptable  to  spiegeleisen  and  ferromanganese  furnaces. 

Electrodeposition  Electrolytic  Deposition  of  Zinc,  II.  E.  Broughton.  Chem. 
Metallurgical  Eng  ,  vol.  20,  no.  1,  Feb.  15.  1919,  pp.  155-162,  13  iigs.  Prepara- 
tion of  cell  liquor  from  fumes  collected  as  sludge  in  acid  chambers;  details 
of  theoretical  and  applied  electrochemistry  involved;  charts  and  data. 

Muriatic  Acid  in  Nikel  Solutions,  E.  W.  Heil.  Brass  World,  vol  15,  no.  2, 
Feb.  1919,  pp.  39-40.  Discusses  advisability  of  adding  muriatic  acid  to  a 
nickel  solution  and  the  chemical  phenomena  resulting  therefrom. 


Filtration.  Utilization  of  Waste  Paper  in  Filtration,  S.  L.  Jodidi  and  H.  G.  Higgins. 
Chem.  Engr.,  vol.  27,  no.  2,  Feb.  1919,  pp.  45-48.  1  fig.  Method  of  preparing 
waste  and  low-grade  paper  pulp  for  making  filters  like  those  uses  in  quantitative 
analysis;  results  obtained. 

Galvanizing.  Modern  Processes  of  Galvanizing  Sheet  Steel  (Procddes  modernes 
de  galvanisation  des  toles  d'acier).  M6tallurgie,  vol.  51,  no.  7,  Feb.  12,  1919, 
pp.  334-335,  1  fig.  English  type  of  galvanizing  machine.  (Continuation  of 
serial.) 
Gas  Manufacture.  Chemical  Engineering  in  Modern  Gas  Plants,  William  A. 
Twine.  Chem.  Engr.,  vol.  27,  no.  2,  Feb.  1919,  pp.  31-33.  Believes  process 
in  gas-plant  processes  can  only  be  made  through  work  of  men  who  are  both 
enginers  and  chemists. 

Steaming  Vertical  Retorts,  L.  J.  Willien.  Gas  Rec,  vol.  15,  no.  4,  Feb.  26, 
1919,  pp.  115-116.  Report  of  tests  showing  increased  gas  and  ammonia  yield, 
and  less  formation  of  carbon  in  retorts.     Paper  before  N.  E.  Gas  Assn. 

Gas  Engineering.  Times  Eng.  Supp.,  year  15,  no.  531,  Jan.  1919,  pp.  22-23. 
Progress  of  gas  industry  in  1918. 

Install  Improved  Apparatus,  J.  Arnold  Norcross.  Gas  Rec,  vol.  15, 
no.  4,  Feb.  26,  1919,  pp.  125-128.  Recommendation  to  reduce  cost  of  producing 
gas  by  adopting  improvements  likely  to  reduce  expenses  and  save  labor. 
Presidential  address  before  N.  E.  Gas  Assn. 

Gasoline.  Gasoline  from  Natural  Gas,  G.  A.  Burrell.  Gas  Rec,  vol.  15,  no.  4, 
Feb.  26,  1919,  pp.  105-108.  Discussion  of  various  types  of  plants  available 
and  some  of  essential  points  in  their  operation. 

Gasoline  Recovery,  E.  A.  Spencer.  Natural  Gas  &  Gasoline  Jl.,  vol.  13, 
no.  2,  Feb.  1919,  pp.  51-52,  1  fig.     Absorption  process  described  and  illustrated. 

Natural  Gas-Gasoline  Plants,  G.  A.  Burrell.  Natural  Gas  &  Gasoline  Jl., 
vol.  13,  no.  2,  Feb.  1919,  pp.  57-61.  Writer's  opinion  concerning  plant  opera- 
tion and  design.  Suggestions  are  given  to  modify  conditions  that  are  termed 
common  and  erroneous. 

Glass.  Laboratory  Glassware  in  England  (I.a  verrerie  de  laboratoire  en  Angleterre), 
A.  Livache.  Bulletin  de  la  Soci£te  d'Encouragement,  vol.  130,  no.  6,  Nov. -Dec. 
1918,  pp.  411-424.  Experimental  research  of  the  action  of  chemical  reagents 
on  glass  surfaces;  comparison  of  the  various  types  of  laboratory  glassware. 
From  Jl.  Soc  Glass  Technology,  vol.  1,  1917,  p.  153. 

The  Condition  of  Arsenic  in  Glass  and  Its  Role  in  Glass- Making,  E.  T. 
Allen  and  E.  G.  Zies.  Jl.  Am.  Ceramic  Soc,  vol.  1,  no.  11,  Nov.  1918,  pp.  787- 
790.  Writers  claim  that  in  all  glasses  they  have  tested,  both  plate  and  optical 
glasses,  major  part  of  arsenic  present  exists  in  pentavalent  state  and  a  portion 
in  trivalent  state. 

Some  Aspects  of  the  Scientific  Glassware  Industry,  F.  W.  Branson.  Jl. 
Soc.  Chem.  Indus.,  vol.  37,  no.  24,  Dec.  31,  1918,  pp.  337T-339T  and  (discussion) 
pp.  339T-340T.     Suggests  standardization  of  hollow  scientific  glassware. 

Graphite  Crucibles.  Preparation  of  Crucible  Graphite,  George  D.  Dub.  Dept. 
of  Interior,  Bur.  of  Mines,  War  Minerals  Investigation  Series,  no.  e.,  Dec. 
1918,  27  pp.,  10  figs.  Survey  of  present  mining,  milling,  refining,  sampling, 
and  analyzing  methods;  experimental  work  on  concentration  and  refining 
undertaken  for  the  purpose  of  improving  present  practice;  investigations  of 
crucible  manufacture  to  determine  properties  of  domestic  flake  and  maximum 
proportions  that  might  be  used  without  impairing  quality  of  crucibles. 

Hydrogen.  The  British  Admiralty  Hydrogen  Gas  Plant.  Engineering,  vol.  107, 
no.  2769,  Jan.  24,  1919,  pp.  102-103,  7  figs.  Description  of  the  process  and  the 
plant  constructed  by  the  Soci£t6  L'Oxylithe,  Paris. 

HYDROGEN ATION  of  Oils.  Hydrogenation  of  Oils  (I/hidrog6nation  des  huiles), 
\  Mailhe.  Journal  des  Usines  a  Gaz,  vol.  43,  no.  3,  Feb.  5,  1919,  pp.  33-36. 
Survey  of  patents;  choice  of  nickel,  cobalt,  iron  and  copper  as  catalyzer. 
(Concluded). 

Nitrogen.  Nitrogen  Fixation.  Times  Eng.  Supp.,  year  15,  no.  531,  Jan.  1919, 
p.  25.  Suggests  immediate  use  by  British  Government  of  semi-technical 
research  work  concerning  synthetic  production  of  ammonia  and  nitrate,  which 
has  been  carried  in  past  three  years. 

The  Production  of  Nitrogen  Compounds,  Jack  P.  Montgomery.  Chem. 
Engr.,  vol.  27,  no.  2,  Feb.  1919,  pp.  35-39.  Review  of  sources  of  nitrogen 
compounds  and  processes  of  utilizing  them  with  special  reference  to  methods 
employed  to  meet  waste  of  nitrogenous  material. 

I'ickling.  Removing  Oxide  Scale  by  Pickling,  E.  E.  Corbett.  Iron  Trade  Rev., 
vol.  64,  no.  9,  Feb.  27,  1919,  pp.  564-568.  Comparison  of  steel-cleaning  liquors 
made  of  nitre  cake  and  sulphuric  acid;  mode  of  working  solutions  and  chemical 
and  mechanical  reactions  which  take  place  in  pickling  process. 

Radium.  The  Radium  Industry  and  Reconstruction,  John  S.  MacArthur.  Min. 
Jl.,  vol.  124,  no.  4352,  Jan.  18,  1919,  pp.  39-40.  Points  out  some  possible 
uses  of  low-grade  radium  residues. 

Rubber.  The  Ageing  of  Vulcanized  Plantation  Rubber — II,  Henry  P.  Stevens. 
Jl.  Soc.  Chem.  Ind.,  vol.  37,  no.  24,  Dec.  31,  1918,  pp.  340T-342T,  8  figs.  Expe- 
riments are  said  to  have  proved  that  vulcanized  rubber  commences  to  change 
in  physical  properties  from  the  moment  vulcanization  process  is  completed. 

Silicon  Products.  Metallic  Silicides  (les  siliciures  mdtalliques),  Jean  Escard. 
Metaux,  Alliages  et  Machines,  vol.  12,  no.  1,  Jan.  1919,  pp.  8-10.  Preparation 
in  electric  furnace  of  silicon  alloys;  their  industrial  utilization.  (To  be 
continued). 

\Y\ter  G*s.  Control  of  Water  Gas  Sets,  H.  Vittinghoff.  Gas  Rec,  vol.  15,  no.  4, 
Feb.  20,  1919,  pp.  109-112,  1  fig.  Essentials  in  operation  of  small  plants. 
Paper  before  N.  E.  Gas  Assn. 

Providence  Water  Gas  Plant,  W.  M.  Russell.  Gas  Rec,  vol.  15,  no.  4, 
Feb.  26,  1919,  pp.  119-123.  Construction  and  operation  of  sets  recently 
installed.     Paper  before  N.  E.  Gas  Assn. 

MUNITIONS  AND  MILITARY  ENGINEERING 

Ahmy  Basks.  Brooklyn  Army  Base  Is  Largest  Port  Terminal.  Eng.  News-Bee., 
vol  82,  no.  7,  Feb.  13,  1919,  pp.  317-323,  15  figs.  Description  of  freight-handling 
unit  designed  for  overseas  service.  It  has  138  acres  of  pier  and  warehouse 
floor  and  track  space  for  1,300  cars. 


372 


JOURNAL    OF    THE     ENGINEERING     INSTITUTE    OF     CANADA 


(amps.  The  Operation  of  the  Utilities  at  Camp  Devens,  Mass.,  Edward  W.  Brims. 
.11.  Boston  Soc.  Civ.  Engrs.,  vol.  (i,  no.  2,  Feb.  1919,  pp.  25-60,  4  figs.  Organiza- 
tion and  operation  of  various  departments.  Entire  reservation  contains 
111,000  acres,  of  which  2,000  are  occupied  by  camp  proper. 

CONSTRUCTION  Work,  IT.  S  Government  War  Construction  Work  in  the  United 
States,  H.  C.  Marshall.  Proc.  Am.  Soc.  Civil  Engrs.,  vol.  45,  no.  2,  Feb.  1919, 
pp.  104-171.     Outline  of  work  done  by  Construction  Division  of  the  Army. 

Coast  Defense.  Notes  on  the  Use  of  the  Aeroplane  in  Coast  Defense,  John  Hays 
Hammond.  Jl.  U.  S.  Artillery,  vol.  49,  no.  4,  Sept.-Dec.  1918,  pp.  286-291. 
Functions  of  different  types  of  aircraft  in  coast  defense;  problems  of  winter 
flying;  twin-motored  aeroplanes  in  coast-defense  work. 

Depth-Bomb  Throwers.  Thornycroft  Depth  Charge  Throwers.  Engineer,  vol.  127, 
no.  2391,  Jan.  24,  1919,  pp.  86-88,  5  figs.     Description. 

Fire  Control.  Radio  Apparatus  for  Artillery  Fire  Control,  G.  Francis  Gray  and 
John  W.  Reed.  Elec.  Wld.,  vol.  73,  no.  9,  Mar.  1,  1919,  pp.  408-412,  0  figs 
Development;  description  of  transmission  apparatus  and  air-driven  generator. 

Artillery  Co-Ordinate  Computation  Charts,  S.  H.  Simpson.  Jl.  U.  S. 
Artillery,  vol.  49,  no.  4,  Sept.-Dec.  1918,  pp.  274-279,  2  figs.  Intended  to 
simplify  computations  involved  in  trigonometric  solutions  of  triangles. 

Probability  Chart,  George  E.  Shipway.  Jl.  U.  S.  Artillery,  vol.  49,  no.  4, 
Sept.-Dec.  1918,  pp.  280-285,  1  fig.  Devised  for  determining  number  of  rounds 
to  be  provided  to  destroy  target  under  given  conditions  of  range  and  gun  and 
also  hits  that  may  be  expected  if  a  certain  number  of  rounds  are  fired. 

Gas  Warfare.  Chemical  Warfare— A  New  Weapon,  Ellwood  Hcndrick.  Chem. 
&  Metallurgical  Eng.,  vol.  20,  no.  4,  Feb.  15,  1919,  pp.  152-154.  Discusses 
"  humanity  "  and  effectiveness  of  gas  warfare. 

Mustard  Gas.  Natural  Gas  &  Gasoline  Jl.,  vol.  13,  no.  2,  Feb.  1919,  pp. 
61-62.  Part  of  annual  report  of  Director  of  Bur.  of  Mines  dealing  with  this 
substance. 

Gun  Forgings.  Flaky  and  Woody  Fractures  in  Nickel-Steel  Gun  Forgings,  Charles 
Y.  Clayton,  Francis  B.  Foley  and  Francis  B.  Laney.  Bui.  Am.  Inst.  Min. 
Engrs.,  no.  140,  Feb.  1919,  pp.  203-237,  50  figs.  Information  concerning  their 
nature,  their  effect,  and  some  of  the  conditions  that  favor  their  development, 
obtained  from  metallographic  examinations  undertaken  cooperatively  by 
Ordnance  Dept.,  U.  S.  A.,  U.  S.  Bur.  of  Mines,  and  U.  S.  Geol.  Survey.  Material 
studied  was  from  different  steel  plants  throughout  the  country  and  consisted 
both  of  forgings  that  had  been  accepted  by  Ordnance  Dept.  and  those  that 
had  failed  to  pass  specified  physical  tests. 

Howitzers.  How  the  155-Mm.  Howitzer  Is  Made,  J.  V.  Hunter.  Am.  Mach., 
vol.  50,  no.  7,  Feb.  13,  1919,  pp.  303-300,  22  figs.  Operations  on  breech-block 
carrier.     Sixth  article. 

inspection.  How  Ordnance  Is  Inspected,  Fred  H.  Colvin.  Am.  Mach.,  vol.  50, 
no.  7,  Feb.  13,  1919,  pp.  311-310,  7  figs.  Work  of  small-arms  group.  Second 
article. 

Machine  Shop  Trucks.  Machine  Shop  Trucks  Reclaim  Guns.  Iron  Trade  Rev., 
vol.  64,  no.  6,  Feb.  0,  1919,  pp.  376-380,  9  figs.  Shops  mounted  on  trucks 
for  repairing  of  artillery  in  field.     Designed  by  Ordnance  Dept. 

Railway  Gun  Mounts.  Railway  Gun  Mounts,  G.  M.  Barnes.  Am.  Mach.,  vol.  50, 
no.  8,  Feb.  20,  1919,  pp.  329-325,  14  figs.  Description  of  railway  mounts 
for  8-in.  guns,  12-in.  sliding  mount,  12-in.  mortar,  16-in.  howitzer  and  ammuni- 
tion cars  and  locomotives. 

Submarines.  The  Submarine  Situation,  C.  H.  Clandy.  Sci.  Am.,  vol.  120,  no.  9, 
Mar.  1,  1919,  pp.  198-199,  5  figs.  British  types  of  submarines,  one  340  ft. 
in  length  mounting  three  4-in.  guns  and  one  mounting  a  12-in.  50-ton  gun. 

Transportation.  What  Our  Railway  Forces  Did  in  France.  Ry.  Maintenance 
Engr.,  vol.  15,  no.  2,  Feb.  1919,  pp.  55-59,  6  figs.  Account  of  transportation 
organization  and  scope  of  its  activities. 

MINING  ENGINEERING 

BASE    MATERIALS 

Bauxite.  Bauxite  (La  bauxite),  Ed.  Decamps.  M£taux,  Alliages  et  Machines, 
vol.  12,  no.  1,  Jan.  1919,  pp.  3-8.  Patented  processes  of  precipitating  aluminum 
from  bauxite,  manufacturing  artificial  emery  (crystallized  aluminum)  and 
making  refractory   products. 

Black  Sand.  Notes  on  the  Black  Sand  Deposits  of  Southern  and  Northern  California, 
R.  R.  Hornor.  Department  of  Interior,  Bur.  of  Mines,  tech.  paper  196,  42 
pp.,  14  figs.  Investigation  conducted  by  Bur.  of  Mines  in  order  to  determine 
whether  any  of  deposits  are  large  enough  to  be  profitably  exploited,  and  also 
possibility  of  commercial  utilization  of  base  minerals. 

Clays.  Microscopic  Examination  of  Clays,  R.  E.  Somers.  Jl.  Wash.  Acad.  Sci., 
vol.  9,  no.  5,  Mar.  4,  1919,  pp.  113-120.  Report  of  microscopic  examinations 
undertaken  in  order  to  determine  minerals  contained  in  clays,  and  study  of 
thin  sections  of  burned  samples. 

Magnesite.  Magnesite  and  Dolomite  in  Australia  and  New  Zealand,  P.  G.  Morgan. 
New  Zealand  Jl.  Sci.  &  Technology,  vol.  1,  no.  6,  Nov.  1918,  pp.  359-372. 
Reports  of  mines  departments  of  Australian  states  concerning  supply  of  mag- 
nesite or  dolomite;  New  Zealand  occurrences. 

Magnesite,  Its  Occurance  and  Uses,  T.  Crok.  Min.  Mag.,  vol.  20,  no.  2, 
I >1>.  1919,  pp.  11-5-120.  Historial  account  of  magnesite  applications  and 
utilization  in  smelting  industry.  (To  be  continued).  Paper  before  Swan- 
sea meeting  of  Ceramic  Soc. 

Rock  Quarries.  Maori  Rock-Quarries  on  D'Urville  Island,  J.  Allan  Thomson. 
New  Zealand-.!!.  Sci.  &  Technology,  vol.  1,  no.  6,  Nov.  1918,  pp.  321-322, 
1  fig.  Quarries  consist  mainly  of  serpentine,  associated  in  some  parts  with 
amphibolites  derived  from  doleritic  or  gabbroid  rocks. 


COAL   AND    COKE 

Breakers  and  Cleaners.  Bradford  Coal  Breakers  and  Preliminary  Mechanical 
Cleaner.  Coal  Age,  vol.  14,  no.  8,  Feb.  20,  1919,  pp.  352-355,  2  figs.  Construc- 
tion and  operation;  account  of  results  obtained  at  various  commercial  plants. 

Canada.  Coal  Production  in  Canada— Its  National  Signifiancce,  F.  W.  Gray. 
Can.  Min.  Jl.,  vol.  40,  no.  5,  Feb.  5,  1919,  pp.  73-74.  Urges  that  mining 
industry  be  represented  in  federal  parliament. 

The  Production  of  Coal  and  Coke  in  Canada  During  the  Calendar  Year 

1917,  John  McLeish.     Can.  Dept.  of   Mines,  no.  501,  39  pp.     Report  of  chief 
of  Division  of  Mineral  Resources  and  Statistics. 

Coke  Ovens.  Some  Ecomonic  Considerations  in  Coke-Oven  Practice,  W.  Colquhoun. 
Tran.  Inasn.  Min.  Engrs.,  vol.  56,  part  2,  Dec.  1918,  pp.  61-79  and  (discussion) 
pp.  79-90,  6  figs.  Claims  that  process  of  coking  cannot  be  called  economically 
perfect  until  some  inventor  devices  a  more  direct  application  of  the  he:it 
necessary  to  dstill  the  coal. 

Costs,  Mining.  Anthracite  Mining  Costs,  R.  V.  Norris.  Bui.  Am.  Inst.  Min. 
Engrs.,  no.  146,  Feb.  1919,  pp.  249-262,  5  figs.  Adjustments  of  cost  from  a 
reported  to  a  price-fixing  basis;  charts  showing  cost  of  production;  accounting 
suggestions.     Based  on  cost  reports  for  6-months'  period,  Dec.   1917  to    May 

1918,  as  compiled  by  Federal  Trade  Commission. 

Great  Britain,  1918.  Coalmining  Times  Eng.  Supp.,  year  15,  no.  531,  Jan.  1919, 
p.  21.  Conditions  in  United  Kingdom  in  1918  and  comparison  with  conditions 
in  previous  years. 

Impurities.  Impurities  in  Raw  Coal  and  Their  Removal  T.  J.  Drakely.  Colliery 
Guardian,  vol.  117,  no.  3031,  Jan.  31,  1919,  p.  245.  Three  methods  of  separating 
impurities  from  coal;  hand  picking;  mechanical  shale  pickers;  coal  washers. 
Also  in  Iron  &  Coal  Trades  Rev.,  vol.  98,  no.  2657,  Jan.  31,  1919,  p.  131. 

Water  Supply.  Water  Supply  at  Coal  Mines,  Carl  Scholz.  Coal  Age,  vol.  15,  no  9. 
Feb.  27,  1919,  p.  391,  1  fig.  Location  of  well  and  pipe  line  at  Valier  Coal  Co's 
mine. 

Western  Europe.  Coal  Resources  of  the  Western  Front,  H.  H.  Stock.  Black 
Diamond,  vol.  61,  no.  26,  vol.  62,  no.  1,  Dec.  28,  1918,  Jan.  4,  1913,  pp.  576-578 
and  5-7,  10  figs.  Maps  and  statistics  of  coal  and  iron  fields  in  Northern  France 
(including  Alsace-Lorraine)  Belgium  and   Western  Germany. 

Lens — The  Coal  Field  of  France,  Frank  Haas.  Coal  Age,  vol.  15,  no.  9, 
Feb.  27,  1919,  pp.  392-394,  11  figs.  How  French  coal  mining  at  Lens  was 
conducted  before  German  invasion. 

COPPER 

Copper  Industry.     The  Position  of  Copper  Analyzed.     Min.  &  Sci.  Press,  vol.  18, 

no.  8,  Feb.  22,  1919,  pp.  243-244.     Official  statement  of  Federal  Government. 

World    Production   and    Consumption   of   Copper    (La   production   et   la 

consommation  mondiales  du  cuivre).     Metaux,  Alliages  et  Machines,  vol.  12, 

no.  1,  Jan.  1919,  pp.  12-13. 

Michigan.  The  Porphyry  Instrusions  of  the  Michigan  Copper  District,  Thomas 
S.  Woods.  Eng.  &  Min.  Jl.,  vol.  107,  no.  7,  Feb.  15,  1919,  pp.  299-302,  3  figs. 
Relation  of  fine-grained  volcanics  to  mineralization  of  Michigan  copper-bearing 

formations. 

EXPLOSIVES 

Explosives.  Explosives,  Robert  S.  Lewis.  Min.  &  Sci.  Press,  vol.  118,  no.  8, 
Feb.  22,  1919,  pp.  245-253,  14  figs.  Compilation  of  data,  tables  and  manu- 
facturing methods.     From  various  Bur.  of  Mines  bulletins. 

GEOLOGY 

Chanarcillo.  The  Veins  of  Chanarcillo,  Chile,  W.  L.  Whitehead.  Economic 
Geol.,  vol.  14,  no.  1,  Jan. -Feb.  1919,  pp.  1-45,  6  figs.  Based  upon  tests  of  ores 
in  laboratories  of  Mass.  Inst.  Technology  and  supplemented  with  geological 
studies  of  district.     Ores  contain  silver  and  copper. 

Copper  Silicates.  Plancheite  and  Shattuckite,  Copper  Silicates,  are  not  the  same 
Mineral,   Waldemar  T.  Schaller.     Jl.   Wash.  Acad.  Sci.,  vol.  9,  no.  5,   Mar.  4, 

1919,  pp.    131-134.     Results    of    investigation    of    United    States    Geological 
Survey. 

Earth  Structure.  On  the  Internal  Structure  of  the  Earth,  J.  T.  Morrison.  South 
African  Jl.  vol.  15,  no.  2,  Sept.  1918,  pp.  31-44,  3  figs.  Discussed  from  view- 
point of  geophysics.  Curves  of  earth-wave  paths,  longitudinal  vibrations,  and 
transverse  vibrations. 

Haiti.  A  Geological  Reconnaissance  in  Haiti.  A  Contribution  to  Antillean  Geologv, 
William  F.  Jones.  Jl.  Geol.,  vol.  26,  no  8,  Nov.-Dec.  1918,  pp.  728-752, 
10  figs. 

Volcanoes.  Sancy  Volcano:  Its  Secondary  Volcanoes  and  Lavas  (Le  Volcan  du 
Sancy.  Ses  volcans  secondares  et  ses  laves),  Ph.  Glangeaud.  Comptes 
rendus  des  stances  de  l'Academie  des  Sciences,  vol.  167,  no.  27,  Dee.  30,  1918, 
pp.  1076-1078,  1  fig.     Geological  characteristics. 

Volcano  Model  (Un  modele  de  volcan),  Robert  W.  Sayles.  Revue  G6n(rale 
des  Sciences,  vol.  29,  no.  23,  Dec.  15,  1918,  pp.  001-000,  6  figs.  Construction 
of  12-ft.  model  of  Kilauea  volcano  in  Hawaii. 

IRON 

Arizona.  Magnetic  Iron  Ore  in  Arizona,  Sydney  H.  Ball  and  T.  M.  Broderick. 
Eng.  &  Min.  Jl.,  vol.  107,  no.  8,  Feb.  22,  1919,  pp.  353-354,  2  figs.  Geological 
characteristics  of  gabbro  differentiates  in  Eureka  district. 

Chinese  Methods.  Chinese  Blast  Furnace  Iron  Conversion,  C.  T.  Huang.  Blast 
Furnace,  vol.  7,  no.  3,  Mar.  1919,  pp.  125-126.  Smelting  of  native  white 
iron  into  foundry  pig  iron. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


373 


Goodmam  Shortwall  Machines.  Virginia  Iron,  Coal  and  Coke  Company  and 
Its  Goodman  Shortwall  Machines.  Elec.  Min.,  vol.  16,  no.  1,  Jan.  1910, 
pp.  3-22,  50  figs.     Details  of  mining  operation  and  electric  power  house. 

Magnetic  Concentration.  The  Magnetic  Concentration  of  Iron  Minerals  at 
Mineville,  United  States  (La  concentration  magnetique  des  minerals  de  fcr  a 
Mineville  (E.-U).  Genie  Civil,  vol.  73,  no.  2."),  Dec.  21,  1919,  pp.  495-490, 
3  figs.     Equipment  of  Barton  Hill  mine. 

Statistics.  Iron  Ore  Production  for  1918  Decreased.  Iron  Trade  Rev.  vol.  f>4, 
no.  8,  Feb.  20,  1919,  p.  514.     72,192,000  tons  in  1918;  75,573,207  tons  in  1917. 

LEAD 

Rirma.  Operations  of  the  Burma  Mines,  Ltd.,  A.  B.  Parsons.  Eng.  &  Min.  Jl., 
vol.  107,  no.  6,  Feb.  8,  1919,  pp.  257-262,  2  figs.  Lead-silver-zinc  mining  in 
Namtu,  Northern  Shan  States,  Upper  Burma. 

Mis.souri-Kansas-Oklahoma.  Mining  and  Milling  of  Lead  and  Zinc  Ores  in  the 
Missouri-Kansas-Oklahoma  Zinc  District,  Clarence  A.  Wright.  Department 
of  Interior,  Bur.  of  Mines,  bul.  154,  134  pp.,  30  figs.  Methods  used  and  indica- 
tion of  conditions  that  affect  their  efficiency. 


Bui.    Am. 

character, 


8,  Feb.  22, 


MAJOR    INDUSTRIAL    MATERIALS 

Manganese.  Manganese  Ore  Deposits  in  Cuba,  Ernest  F.  Burchard. 
Inst.  Min.  Engrs.,  no.  147,  Mar.  1919,  pp.  591-595.  Location, 
quantity,  and  availability  of  manganese — and  chrome-ore  deposits. 

Manganese  Ore  in  Uruguay.      Min.   &  Sci.  Press,  vol.  118, 
1919,  p.  253.     U.  S.  Consular  report  from   Montevideo. 

Problems  Involved  in  Concentration  and  Utilization  of  Domestic  Low- 
Grade  Manganese  Ore,  Edmund  Newton.  Bul.  Am.  Inst.  Min.  Engrs.,  no.  146, 
Feb.  1919,  pp.  379-389.  Manganese  deposits  in  U.  S.;  metallurgical  require- 
ments of  steel  industry;  concentration  of  demestic  low-grade  manganese  ores; 
characteristics  of  ore  affecting  beneficiation. 

Manganese  and  Chromium.  Manganese  and  Chromium  in  California,  Walter  \V. 
Bradley,  Emile  Huguenin,  C.  A.  Logan,  W.  Burling  Tucker  and  Clarence  A 
Waring.  Cal.  State  Min.  Bur.,  bul.  76,  Aug.  1918,  247  pp.,  56  figs.  Character- 
istics of  deposits  classification  and  description  of  mines,  and  report  on  economical 
conditions  of  mining  these  two  minerals. 

MINES   AND    MINING 

Africa.  The  Mineral  Industry  of  the  Union  of  South  Africa  and  Its  Future,  P.  A. 
Wagner.  South  Africa  Jl.  Sci.,  vol.  15,  no.  2,  Sept.  1918,  pp.  45-78.  Survey 
of  resources;  statistics  of  production:  expected  future  developments. 

The  Mineral  Resources  of  Rhodesia,  F.  P.  Mennell.  S.  A.  Jl.  Industries, 
vol.  1,  no.  15,  Nov.  1918,  pp.  1411-1417.  Asbestos;  coal;  arsenic;  barites; 
diamonds  and  other  precious  stones;  corundum;  graphite;  magnesite;  mioa; 
salt;  soda;  talc.     (Second  article). 

Canada.  Mining  Development  in  Northern  Manitoba,  R.  C.  Wallace.  Bul.  Can. 
Min.  Inst.,  no.  83,  Mar.  1919,  pp.  287-296.  Proposes  building  of  railway 
along  mineral  belt. 

Caps,  Steel.  The  Crushing  of  Steel  Caps,  A.  C.  Stoddard.  Min.  &  Sci.  Press,  vol 
118,  no.  8,  Feb.  22,  1919,  pp.  258-259,  3  figs.  Operations  in  rearrangement  ol 
haulage  drifts  at  Inspiration  Consolidated  Copper  Co. 

Cement  Gcn.  Use  of  the  Cement  Gun  in  a  Bituminous  Coal  Mine,  M.  S.  Sloman. 
Eng.  World,  vol.  14,  no.  4,  Feb.  15,  1919,  pp.  56-57,  1  fig.  Figures  showing 
costs  on  length  of  900  ft.  of  slope;  results  obtained. 

Co-operation.  Co-operation  Among  Small  Mines  with  a  View  to  Increasing  Efficiency 
of  Operation.  R.  W.  Brigstocke.  Bul.  Can.  Min.  Inst.,  no.  83,  Mar.  1919, 
pp.  283-286.     Its  value  in  permitting  employment  of  staff  of  specialists. 

Development.  Examining  and  Developing  the  Mine  Prospect,  Harrv  T.  Curran. 
Eng.  &  Min.  Jl.,  vol.  107,  no.  8,  Feb.  22,  1919,  pp.  343-348.  Writer's  views 
concerning  what  should  constitute  sufficient  information  to  justify  development 
of  a  prospect. 

Dredging  Areas.  Topography  and  Geology  of  Dredging  Areas — III,  Charles 
Janin.  Min.  &  Sci.  Press,  vol.  118,  no.  4,  Jan.  25,  1919,  pp.  122-123,  4  tigs. 
Dredgings  areas  in  Colo.,  Mont.,  Idaho  and  Oregon.  Abstract  from  bul.  127, 
U.  S.  Bur.  of  Mines. 

Financial  Problems.  The  Banker  and  Mining,  Frank  B.  Anderson.  Min.  &  Sci. 
Press,  vol.  118,  no.  8.  Feb.  22,  1919,  pp.  254-256.  National  economy  as  a  solu- 
tion of  financial  problems  created  by  war.  Claims  mere  increase  of  metal 
will  not  suffice.     Address  delivered  before  Cal.  chapter,  Am.   Min.  Congress. 

Health  Control.  Prevention  of  Illness  Among  Employees  in  Mines,  A.  J.  Lanza. 
Bul.  Am.  Inst.  Min.  Engrs.,  no.  146,  Feb.  1919,  pp.  435-437.  Points  out 
advisibility  of  securing  for  underground  work  employees  who  are  free  from 
organic  and  anatomical  defects  and  of  maintaining  working  conditions  under- 
ground on  a  high  plane  of  sanitation  and  efficiency. 

Humidity.  Humidity  of  Deep  Mines,  Sydney  F.  Walker.  Eng.  World,  vol.  14, 
no.  4,  Feb.  15,  1919,  pp.  43-44.  Suggests  that  each  mine  be  treated  in  same 
manner  as  cold-storage  plants. 

Laws.  Abstracts  of  Current  Decisions  on  Mines  and  Mining,  J.  W.  Thompson. 
Dept.  of  Int.,  Bur.  of  Mines,  bul.  172,  law  serial  16,  160  pp.  Minerals  and 
mineral  lands;  eminent  domain;  mining  terms;  mining  corporations  and  partner- 
ships; mining  claims;  statutes  relating  to  mining  operations;  leases  and 
properties;  quarry  operations;  damages  for  injuries  to  miners;  publications 
relating  to  mining  lands. 

Discharging  Water  from  Mining  Plants,  Chesla  C.  Sherlock.  Eng.  & 
Min.  Jl.,  voL  107,  no.  7,  Feb.  15,  1919,  pp.  311-312.  Legal  aspect  of  pollution 
of  streams  by  mining  operations.  Reference  is  made  to  similar  discussion  in 
Eng.  &  Min.  Jl.  Nov.  16,  1918,  p.  861. 

Mining  Law  and  Economics — V,  David  Bowen.  Colliery  Guardian,  vol. 
117,  no.  3029,  Jan.  17,  1919,  p.  133.  Ownership  of  minerals  in  British  colonies 
and  other  countries. 


Longwall.  Regarding  Longwall,  F.  A.  Pocock.  Coal  Age,  vol.  15,  no.  9,  Feb.  27, 
1919,  pp.  395-396,  1  fig.  Proposes  five-entry  system  of  mining,  employing 
longwall  faces  both  advancing  and  retreating. 

Prospecting.  Concreting  Prospect  Drill  Holes,  Roy  II  Postorj  Dug.  &  Min. 
J!.,  vol.  107,  no.  7,  Feb.  15,  1919,  pp.  309-311,  4  figs  Plugging  with  concrete 
exploratory  drill  penetrations  through  strata  in  order  to  prevent  formation  "I 
Channels  for  underground  water, 

Safety  Devices.  Safety  Lamp  Gauzes,  T.  J.  Thomas,  pts.  II  and  III.  Colliery 
Guardian,  vol.  117,  nos.  3029  and  3031,  Jan.  17,  and  31,  1919,  pp.  131-135 
and  p.  24li,  1  fig.  Jan.  17:  Survey  of  tests  with  Davy  lamps.  Jan.  31:  State- 
ments from  report  of  Royal  Commission  on  Accidents  in  Mines. 
The  Eudiogrisoumeter  Gas  Tester,  E.  Hauser.  Colliery  Guardian,  vol.  117, 
no.  3031,  Jan.  31,  1919,  p.  247,  3  figs.  Researches  to  simplify  volumetric 
determination,  by  combustion,  of  quantity  of  inflammable  gas  contained  in 
a  gaseous  mixture. 

Savoy.  The  Ore  Minerals  of  Savoy,  J.  Morrow  Campbell  Min  Mag.,  vol.  20, 
no.  2,  Feb.  1919,  pp.  76-88  and  (discussion)  pp.  8S-89,  2  figs.  Occurrence- 
source  and  method  of  segregation;  origin  of  veins  and  how  they  are  filled; 
order  in  which  minerals  developed  in  wing;  decomposition  of  wolfram. 

Shaft  Pillars.  Removal  of  a  Vertical  Shaft  Pillar.  Eng.  World,  vol.  14,  no.  4, 
Feb.  15,  1919,  pp.  50-52,  1  fig.  Account  of  collapse  of  shaft  pillar  and  work 
done  to  remove  it,  at  Village  Main  Reef  Gold  Mine,   Witwatersrand. 

Shoveling.  A  Study  of  Shoveling  as  Applied  to  Mining.  G.  Townsend  Harlev 
Coal  Age,  vol.  15,  nos  7  and  8,  Feb.  13  and  20,  1919,  pp.  314-322  ami  356-364, 
36  figs.  Series  of  tests  to  determine  under  what  condition  a  laborer  would 
handle  greatest  tonnage  of  muck  in  a  given  time,  both  underground  ami  on  the 
surface. 

Statistics.  A  General  Summary  of  the  Mineral  Production  of  Canada  During  the 
Calendar  Year  1917,  John  McLeish.  Can.  Dept.  of  Mines,  no.  499,  27  pp. 
Report  of  Chief  of  Division  of  Mineral  Resources  and  Statistics. 

Metal  Production  for  1918  in  Some  of  the  Western  States.  Min.  &  Oil 
Bul.,  vol.  5,  no.  2,  Jan.  1919,  pp,  87-88.  Ariz  ,  Utah,  New  Mexico  and  Oregon. 
From  estimates  prepared  by  U    S.  Gebl.  Survey 

Taxation.     Principles    of    Mining    Taxation,  Thos.    W.    Gibson.     Bul.    Can.     Min. 

Inst.,  no.  83,    Mar.    1919,  pp.   273-282,  Discussion  of  methods  of  evaluating 

mines  and  of  plans  of  establishing  tax  rates.      Before  joint  session   Am.    Inst. 
Min.  Engrs.  and  Can.   Min.  Inst. 

Timber  Handling.  Economical  Timber-Handling  Plant  at  an  Anthracite  Mine, 
Ralph  A.  Smith.  Coal  Age,  vol.  15,  no.  8,  Feb.  20,  1919,  pp.  350-351,  8  figs. 
Timber  shipped  in  to  plant  from  a  distance  is  unloaded  by  haulage  transfer 
system,  and  cut  into  lengths  suitable  to  use  as  props. 

Timbering.  Inclined-Shaft  Timbering  and  a  Method  of  Alignment.  Arthur 
NYuslaedter.  Eng.  &  Min.  JL,  vol.  107,  no.  8,  Feb.  22,  1919,  pp,  349-351, 
1  fig.      Method  of  inclined-shaft  instrumental  alignment. 

Timbering  in  English  Mines.  Coal  Age,  vol.  15,  no.  9,  Feb.  27,  1919, 
pp.  400-403,  K  figs.  Methods  of  timbering  in  longwall  workings.  Steel  ami 
concrete  are  used  as  substitutes  in  roof  support.  w 

Tit  knsportation.  Linking  Up  Isolated  Mineral  Districts  by  the  Loco. -Tractor 
Transport  System,  Frank  Dutton.  Eng.  &  Min.  Jl  ,  vol.  107,  no.  7,  Feb.  15, 
1919,  pp.  313-314,  1  fig.  System  uses  trucks  running  wholly  on  light  rails. 
From  South  Africa  Jl.  of  Industries. 

Tunnels.  The  Tintic  Drain  Tunnel  and  Its  Objects,  E.  E.  Grimes.  Salt  Lake 
Min.  Rev.,  vol.  20,  no.  21,  Feb.  15,  1919,  pp.  21-23,  4  tigs  Tunnel  provides 
drainage  for  deeper  levels  of  Tintic  mining  district  and  double-track  haulage 
facilities. 

Tunnel  Driving  at  Copper  Mountain,  B.  C,  Oscar  Lachmund.  Bul. 
Am.  Inst.  Min.  Engrs.,  no.  117,  Mar  1919,  pp.  579-583,  1  lig.  Details  of 
straight  adit  2,900  ft.  long. 

Ventilation.  Effect  of  the  Velocity  of  Ventilating  Current  Upon  Mine  Explosions, 
G.  8.  Rice  and  W.  L.  Egy.  Coal  Age.  vol.  15,  no  7,  Feb  13,  1919,  pp.  308-309. 
1  fig.  Experiments  carried  on  at  experimental  mine  of  Bur.  of  Mines  are  reported 
to  disprove  theory  that  ventilation  should  be  reduced  during  firing. 

MINOR    INDUSTRIAL     MATERIALS 

Hum  u.  Future  of  the  Barium  Industry,  William  H.  Rollin.  Chem.  &  Metallurgi- 
cal Eng.,  vol.  20,  no.  1,  Feb.  15,  1919,  pp.  163-164.  How  industry  would  be 
affected  by  action  of  Government  in  raising  a  protective  tariff.  Before  Am. 
Inst.   Chem.   Engrs. 

The  Barite  Deposits  of  Missouri,  W.  \  'Tarr.  Economic  Geol.,  vol.  14, 
no.  1,  Jan. -Feb.  1919,  pp.  46-67,  4  figs  Writer  advances  theory  that  barite 
lias  been  deposited  by  rising  thermal  solutions  which  derived  their  barium 
and  other  mineral  content  from  deep-seated  igneous  rocks. 

ELECTRIC  Power.  Oil  Production  Increased  by  the  Electric  Motor.  Min.  &  Oil 
Bill.,  vol.  5,  no.  2,  Jan.  1919,  pp.  77-79  and  91,  2  ligs.  Installation  of  variable 
speed  15-30  hp.  oil  well  motor  with  controller  and  equipment,  used  for  pumping, 
swabbing,  pulling  and  cleaning  oil  wells. 

Okoi.ogy.  Magnetic  Disturbances  and  Oil  Pools,  Hamilton  E.  Anderson.  Oil  & 
Gas  Jl.,  vol.  17,  no.  37,  Feb.  1  1,  1919,  pp.  52  and  56,  1  fig.  Survey  of  researches 
undertaken  and  available  data  concerning  petroleum  geology.  Work  done  with 
a  magnetic  declinometer  of  writer's  invention. 

Oraphite.  The  Graphite  Industry,  Charles  Spearman.  Can.  Min.  Jl.,  vol.  40, 
no.  6,  Feb.  12,  1919,  pp.  87-88.     Flotation  process  of  concentration. 

Molybdenum.  Standard  Minerals  Molybdenum  Mine  and  Mill.  Min.  &  Oil  Bul., 
vol.  5,  no.  2,  Jan.  1919,  pp.  73-74  and  102,  4  figs.  Operations  and  flow  sheeet 
of  Standard   Minerals  Co.,  Ariz. 


374 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Nickel.  Nickel  in  South  Africa,  T.  G.  Trevor.  Min.  Mag.,  vol.  20,  no.  2,  Feb.  1919, 
pp.  120-122.     Deposits  and  their  possibilities. 

Nickel,  T.  G.  Trevor,  S.  A.  .11.  Industries,  vol.  1,  no.  1.5,  Nov.  1918.  pp. 
1385-1394.  Occurrences  of  nickel  in  Union  of  South  Africa;  description  of 
deposits. 

Nitrates.  The  Chilean  Nitrate  Industry  During  1918.  Donald  F.  Irvin.  Eng. 
&  Min.  JL,  vol.  107,  no.  6,  Feb.  8,  1919,  pp.  205-207.  Processes  of  mining; 
forecasts  of  future  development. 

TUNGSTEN.  Experiments  Relating  to  the  Enrichment  of  Tungsten  Ores.  R  W. 
Gannett.  Economic  Geol.,  vol.  14,  no.  1,  Jan. -Feb.  1919,  pp  (18-78.  Data 
obtained  from  leaching  of  tungsten  minerals  (scheelite,  ferberitc,  wolframite, 
and  hiibnerite);  data  obtained  from  precipitating  tungsten  from  solution; 
writer's  interpretations  of  data. 

Production  and  Import  of  Tungsten  Ores.  Automotive  Industries, 
vol.  40,  no.  5,  Jan.  30,  1919,  p.  252.  Statistics  show  slight  falling  off  as  compared 
with  two  preceding  years. 

Wolfram  Mining  in  Bolivia,  G.  F.  J.  Preumont.  Instn.  Min  &  Metallurgy, 
bill.  173,  Feb.  13,  1919,  9  pp.     Occurrences  and  system  of  mining. 

OIL 

Maps  and  Oil  Location.  Map  Making,  It  T.  Wells.  Natural  Gas  &  Gasoline 
Jl.,  vol.  13,  no.  2,  Feb.  1919,  pp.  53-56,  0  figs.  Value  of  maps  in  oil  location 
ami  production. 

Mexico.  Mexico  as  Source  of  Petroleum  and  Its  Products,  R.  De  Golyer.  Auto- 
motive Industries,  vol.  40,  no.  8,  Feb.  20,  1919,  pp.  420-422.  Development 
of  Mexican  oil  fields  since  1910. 

On.  Refinery.  Sidelights  on  Oil  Refinery  Practice,  E.  W.  Dean.  Automotive 
Industries,  vol.  40,  no.  0,  Feb.  6,  1919,  pp.  315-310.  Discussion  of  four  methods 
of  increasing  supply  of  fuels  available  for  use  in  present  types  of  automotive 
engines.  Paper  before  Soc.  Automotive  Engrs.  Also  in  Natural  Gas  & 
Gasoline  Jl.,  vol.  13,  no.  2,  Feb.  1919,  pp.  63-64. 

Determination  of  Gasoline  in  Gas,  W.  P.  Dykema  and  Roy  O.  Neal.  Chem . 
Engr.,  vol.  27,  no.  1,  Jan.  1919,  pp.  5-7.  Method  of  testing  natural  gas  for  its 
gasoline  content,  evolved  at  Bartlesville  Experimental  Station  of  Bur.  of  Mines. 

United  States.  Oil  in  Peace  and  War,  Van  II.  Manning.  Natural  Gas  &  Gasoline 
.11.,  vol.  13,  no.  2,  Feb.  1919,  pp.  73-74.  U.  S.  position  in  regard  to  world 
petroleum  situation. 

The  Unmined  Supply  of  Petroleum  in  the  United  States,  David  White 
Automotive  Industries,  vol.  40,  no.  7,  Feb.  13,  1919,  pp.  301,  370  and  385. 
Estimates  vary  from  5,703,000,000  to  24,500,000,000  bbl. 

PRECIOUS    MINERALS 

Australia.  Gold  Mining  in  Western  Australia — IV.  Thomas  Butement.  Chem. 
Eng.  &  Min.  Rev.,  vol.  10,  no.  120,  Sept.  1918,  pp.  304-308,  2  figs.  Present 
position  and  outlook  of  Kalgoorlie  mines. 

Dredging.  Possibilities  of  Dredging  in  the  Orcville  District,  California,  Charles 
H.  Thurman.  Min.  &  Sci.  Press,  vol.  118,  no.  8,  Feb.  22,  1919,  pp.  257-258. 
Reasons  why  earlier  type  of  dredge  did  not  recover  all  of  the  gold. 

Gold  Ores.  Larder  Lake  Gold  Area,  Percy  E.  Hopkins.  Can.  Min.  Jl.,  vol.  40, 
no.  5,  Feb.  5,  1919,  pp.  08-71,  3  figs.  Brief  history  and  geological  summary 
of  camp. 

Lightning  River  Gold  Area  and  a  Remarkable  Series  of  Lava  Flows,  A.  G. 
Burrows  and  C.  W.  Knight.  Can.  Min.  Jl.,  vol.  40,  no.  6,  Feb.  12,  1919,  pp. 
83-86,  3  figs.     Account  of  gold  deposits  and  general  geology  of  district. 

Gold  Precipitation.  Gold  Precipitation  on  Charcoal  with  an  Accelerator,  G.  D. 
Reid.  Chem.  Eng.  &  Min.  Rev.,  vol.  10,  no.  120.  Spt.  1918,  pp.  374-375, 
2  figs.     Describes  type  of  box  for  charcoal  precipitation. 

Platinum.  The  Sources  of  Placer  Platinum  in  the  Tulameen  District  of  British 
Columbia,  R.  M.  Macauly.  Eng.  &  Min.  Jl.,  vol.  107,  no  7,  Feb.  15,  1919, 
pp.  303-306,  1  fig.  Claims  that  origin  of  Talameen  platinum  is  due  to  mag- 
matic  differentiation  in  peridotile  and  declares  commercial  extraction  of  platinum 
is  doubtful. 

Silver  Ores.  The  Smelting  and  Refining  of  Cobalt  Silver  Ore,  Sydney  B.  Wright. 
Eng.&  Min.  Jl.,  vol.  107,  no.  0,  Feb.  8,  1919,  pp.  263-204.  Operation  at  Deloro 
Reduction  Co.'s  works  of  high  and  low-grade  silver-cobalt  ore  in  lump  form, 
jig  and  table  concentrate,  and  ore  residues. 

Statistics.  Graphics  of  Gold  and  Silver,  M.  W.  von  Bernewitz.  Min.  &  Sci.  Press, 
vol.  118,  no.  7,  Feb.  15,  1919,  p.  223.     Production  of  world  from  1889-1918 

Gold  Production  in  the  British  Dominions,  William  Frecheville.  Min. 
&  Sci.  Press,  vol.  118,  no.  7,  Feb.  15,  1919,  pp.  220-222.  Appendix  to  Inchcape 
Commission's  Report  on  status  of  gold. 

Mineral  Production  of  British  Columbia  for  1918.  Eng.  &  Min.  Jl., 
vol.  107,  no.  7,  Feb.  15,  1919,  pp.  320-322.  Official  report  of  gold  commis- 
sioners and  resident  engineers  of  the  province. 

The  Mining  and  Metallurgy  of  Cobalt  Silver-Ores.  R.  W.  Leonard, 
Jl.  Eng.  Inst.  Can.,  vol.  2,  no.  2,  Feb.  1919.  pp.  86-90.  Ore  treatment  in 
districts  of  Temiskaming  &  Northern  Ontario  Ry. 

The  Production  of  Copper,  Gold,  Lead,  Nickel,  Silver,  Zinc,  and  Other 
Metals  in  Canada  During  the  Calendar  Year  1917.  Can.  Dept.  of  Mines, 
no.  497,  71  pp.     Report  of  Chief  of  Mineral  Resources  and  Statistics. 


RARE    MINERALS 


Hake 


Metals. 

pp.  58-59 


Some  of  the  Rarer  Metals.     Brass  World,  vol.  15,  no.  2,  Feb.  1919, 
1  fig.     Characteristics  and  properties  of  barium,  bismuth,  cadmium, 

calsium,  cerium,  cobalt,  gallium,  glucinum,  iridium,  lanthanum,  lithium,  osmium 

;iik1  palladium.     (To  be  concluded). 

TIN 

Concentration.  The  Comparison  of  Concentration  Results  with  Special  Reference 
to  the  Cornish  Method  of  Concentrating  Cassiterite,  Edwin  Kdser.  Instn. 
Min.  A  Metallurgy,  bul.  173,  Feb.  13.  1919,  17  pp.,  5  tigs.  Mathematical 
analysis  of  ratio  of  assay  of  tailings  increment  to  assay  ol  concentrate;  tests 
to  determine  variation  of  fractional  loss  of  cassiterite  or  tin  in  terms  of  enrich- 
ment ratio. 


Slime  Treatment.  Slime  Treatment  on  Cornish  Frames:  Supplements,  S.  J.  Truscott. 
Instn.  Min.  &  Metallurgy,  bul.  173,  Feb.  13,  1919,  31  pp.  5  figs  Further 
experiments  to  determine  circumstances  in  which  plane  and  fluted  surfaces 
were  respectively  better,  the  one  than  the  other;  and  to  try  policy  of  rapid 
enrichment  against  more  usual  practice  of  continued  retreatment  of  concentrate; 
also,  results  on  fine  grinding  of  both  sand  residue  and  original  ore. 

Tasmania.  The  Giblin  Tin  Lode  of  Tasmania.  Cyril  W.  Gudgeon.  Instn.  Min. 
<fc  Metallurgy,  bul.  173,  Feb.  13,  1919,  12  pp.,  2  figs.  Situation,  early  history, 
and  description  of  deposits. 

CIVIL  ENGINEERING 

BRIDGES 

Franklin-Orleans  Bridge.  The  Franklin-Orleans  Bridge.  Eng.  World,  vol.  14, 
no.  2,  Jan.  15,  1919,  pp.  10-18,  7  figs.  Plans  and  details  of  double-leaf  trunnion 
bascule  structure  over  Chicago  river. 

Howe  Truss  Spans.  Strengthening  Howe  Truss  Spans.  Ry.  Maintenance  Engr., 
vol.  15,  no.  2,  Feb.  1919,  pp.  45-40,  3  figs.  Designs  prepared  by  Northern 
Pacific. 

Inspection.  Periodic  Inspection  of  Bridges.  Eng.  &  Contracting,  vol.  51,  no.  9, 
Feb.  20,  1919,  pp.  212-210.  From  a  paper  by  Herbert  C.  Keith  before  the 
Brooklyn  Engineers'  Club. 

Masonry  Bridges.  Reconstruction  of  Masonry  Bridges  Destroyed  During  the 
War  (La  reconstruction  ilcs  ponts  en  maeonnerie  detruits  au  cours  des  hosti- 
lites),  M.  Lutton.  Genie  Civil,  vol.  74,  no  2,  Jan.  11,  1919,  pp.  24-20,  4  figs. 
Suggests  building  of  an  arched  reinforced-concrete  segments  capable  of  being 
conveniently  suspended  and  put  in  place  without  necessitating  building  of 
heavy  falsework. 

BUILDING    AND    CONSTRUCTION 

ARCHITECTS.  Post-War  Committee  on  Architectural  Practice.  Jl.  Am.  Architects, 
vol.  7,  no.  1,  Jan.  1919,  pp.  6-8.  Announcement  of  preliminary  program  for 
inquiry  into  status  of  architect. 

The  New  Architectural  Education.  Am.  Architect,  vol  115:  no. 2249,  Jan.  29, 
1919,  pp.  157-100.  Report  of  Sub-Committee  on  Education  of  Reconstruction 
Committee  of  Illinois  Chapter.     Am.  Inst.  Architects  and  111.  Soc.  Architects. 

Booms.  Simple  Method  for  Designing  Booms,  Arthur  Raymond.  Eng.  &  Contract- 
ing, vol.  51,  no.  9,  Feb.  20,  1919,  pp.  209,  1  fig.  Presents  method  and  solves 
illustrative  problem. 

Flat-Slab  Construction.  Design  of  Exterior  Panels  in  Flat  Slab  Construction, 
Albert  M.  Wolf.  Eng.  World,  vol.  14,  no.  2,  Jan.  15,  1919,  pp.  27-30,  2  figs. 
Survey  of  requirements  and  rulings  by  various  institutions. 

Floors.  Test  of  a  Flat  Slab  Floor,  Western  Newspaper  Union  Building  at  Chicago, 
U.  S.  A.,  Arthur  N.  Talbot  and  Harrison  F.  Gonnerman.  Contract  Rec, 
vol.  33,  no.  7,  Feb.  13,  1919,  pp.  127-131,  5  figs.  Abstract  from  bul.  100,  Univ. 
of  II. 

Girders.  New  and  Little-Known  Methods  of  Calculation  of  Girders,  Beams  and 
Arches,  James  S.  Martin.  Pro.  Engrs.  Soc.  of  Western  Pennsylvania,  vol.  34, 
no.  9,  Dec.  1918,  pp.  579-633  and  (discussion)  pp.  634-639,  22  figs.  Survey  of 
literature;  graphic  determination  of  rivet  pitch  in  flanges  of  riveted  girders; 
principles  of  graphic  integration  applied  to  beams  and  arches  graphic  integration 
applied  to  elastic  arches. 

Long  Girders  and  High  Columns  Designed  as  Rigid  Frame,  A.  E.  Wynn. 
Eng.News-Rec,  vol.  82.  nc.  7.  Feb.  13.  1919,  pp.  340-342,  4  figs.  Gymnasium 
requiring  52-foot  span  and  20-foot  clearance  in  height  carried  as  third  story 
of  building. 

The  Patterns  for  Crane  Girders,  Joseph  Horner.  Mech.  World,  vol.  65, 
nos.  1670  and  1672,  Jan.  3  and  17,  1919,  pp.  7-8  and  31,  12  figs.  Details 
of  girders  by  which  main  checks  of  girders  are  connected.  First  and  second 
installments.      (To  be  continued). 

Roofs.  Reinforced  Concrete  Roof  for  Craneways  in  Buildings,  Albert  M.  Wolf. 
Eng.  World,  vol.  14,  no.  4,  Feb.  15,  1919,  pp.  18-19.  1  fig.  Description  of 
reinforced-concrete  trusses  used  to  span  craneway  and  shipping  court  in  Ford 
Motor  Co.  service  building  in  Chicago. 

Roof  Construction  for  Factories  with  Excessive  Moisture.  Frederick  J. 
Hoxie.  Am.  Architect,  vol.  115,  no.  2249,  Jan.  29,  1919,  pp.  181-187,  20  figs. 
Varieties  of  wood-destroying  fungi;  examples  of  rot  formation  and  destruction 
of  beams;  reduction  of  relative  humidity  by  designing  for  increased  tempera- 
ture, putting  more  heating  pipes  near  roof  or  preventing  escape  of  heat  through 
poorly  insulated  roof  planks. 

School  Buildings.  Construction  and  Equipment  of  Portable  School  Buildings, 
John  Howatt  and  Samuel  R.  Lewis.  Heat  &  Ventilating  Mag.,  vol.  16,  no.  2, 
February,  1919,  pp.  24-32,  7  figs.  Experiences  with  the  use  of  this  type  of  build- 
ing with  suggestions  for  its  heating  and  ventilating.      t 

Tanks  Tank  Construction  Ernest  G.  Beck.  Mech.  World,  vol.  65,  no.  1671,  Jan.  10, 
1919,  pp.  18-19,  6  figs.  Side  walls  of  rectangular  tankj.  Twenty-fourth 
installment.      (Continuation  of  serial). 

Trestles.  Reinforced  Concrete  Trestles  at  North  Toronto.  Ry.  Gaz.,  vol.  30, 
no.  1,  Jan.  3,  1919,  pp.  15-16,  3  figs.  Details  of  structure  involving  13,500  cu. 
yd.  of  concrete  and  670  tons  of  reinforcing  steel. 

VIADUCTS.  Design  and  Construction  of  Reinforced  Concrete  Viaducts,  at  Mileages 
0.9  and  1.8  North  Toronto  Subdivision,  of  the  Canadian  Pacific  Railway, 
R.  ().  Eriksen  and  H.  S.  Deubelbeiss.  Jl.  Eng.  Inst.  Can.,  vol.  2,  no.  2,  Feb. 
1919,  pp.  93-101,  20  figs.  Slabs  30  ft.  long  were  premolded  and  bulk  of  concrete 
cast  in  forms  on  the  ground. 

Walls.  Conditions  for  Economy  in  Reinforced  Concrete  Wall  Design,  George 
Paoswell.  Eng.  &  Contracting,  vol.  51,  no.  9,  Feb.  20,  1919,  pp.  220-227, 
1  fig.  Develops  a  method  of  comparing  an  "  L  "  or  "  T  "  shaped  wall  with 
a  counterforted  wall  to  determine  the  height  at  which  the  latter  becomes  the 
most  economical. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF      CANADA 


375 


Wharves.  Construction  of  the  St.  Louis  Municipal  Wharf  Ry.  Rev.,  vol.  04,  no.  8, 
Feb.  22,  1919,  pp.  275-279,  8  figs.  Description  of  engineering  features  of 
construction,  with  drawings  and  photographs  of  details  of  work  in  progress. 

CEMENT   AND   CONCRETE 

Cement  Production.  The  Production  of  Cement,  Lime,  Clay  Products,  Stone,  and 
Other  Structural  Materials  in  Canada  During  the  Calendar  Year  1917.  Can. 
Dept.  of  Mines,  no.  500,  44  pp.  Report  of  Chief  of  Mineral  Resources  and 
Statistics. 

Gravity  Concreting.  Placing  Concrete  by  Gravity  in  Block  Frames  (La  mise  en 
place  du  beton  par  gravite  dans  les  chantiers  de  constructilns  civiles  ou  de 
travaux  publics).  Genie  Civil,  vol.  74,  no.  2,  Jan.  11,  1919,  pp.  21-24,  13  figs. 
Details  of  falsework  and  auxiliary  machinery.  Schemes  of  various  American 
builders. 

Pneumatic  Concreting.  The  Pneumatic  Method  of  Concreting,  H.  B.  Kirkland. 
Jl.  Western  Soc.  Engrs.,  vol.  23,  no.  5,  May  1918,  pp.  319-349  and  (discussion! 
pp.  349-355,  27  figs.  Method  consists  in  blowing  batches  of  concrete  through  a 
pipe  from  a  central  point  of  supplies  to  their  place  in  concrete  forms;  materials 
for  a  batch  of  concrete  (1-2  cu:  yd.)  are  proportioned  in  a  measuring  device 
and  dropped  into  the  pneumatic  mixer  without  previous  mixture. 

Progress  in  1918.  Concrete  and  Cement.  Times  Eng.  Supp.,  year  15,  no.  531,  Jan. 
1919,  p.  27.  New  applications  given  to  concrete  and  reinforced  concrete  in 
1918. 

Slag  Concrete.  Blast  Furnace  Slag  in  Concrete  and  Reinforced  Concrete,  J.  E. 
Stead.  Eng.  World,  vol.  14,  no.  4,  Feb.  15,  1919,  pp.  36-38.  Laboratory 
tests  to  determine  whether  blast-furnace  slag  has  any  corrosive  action  on  iron 
and  steel  placed  in  contact  with  it.     (To  be  continued).     From  Lond.  Eng. 

Solubility  of  Cement.  The  Solubility  of  Portland  Cement  and  Its  Relation  to 
Theories  of  Hydration,  J.  C.  Witt  and  F.  D.  Reyes.  Philippine  .11  Sci.,  vol.  13, 
sec.  A,  no.  4,  July  1918,  pp.  147-161,  1  fig.  It  is  reported  as  result  of  experi- 
ments that  when  cement  is  shaken  with  water  in  a  closed  vessel  large  amounts 
of  calcium  with  relatively  small  amounts  of  most  other  elements  present  go 
into  solution,  and  that  the  factors  that  effect  results  are  (1)  absence  of  carbon 
dioxide,  (2)  method  of  agitation,  (3)  fineness  of  grain,  (4)  volume  of  water,  and 
(5)  time. 

Wasteful  Construction.  Useless  Waste  in  Concrete  Construction  Due  to  Legal 
Requirements,  W.  Stuart  Tait.  Am.  Architect,  vol.  115,  no.  2249,  Jan.  29, 
1919,  pp.  187-189,  1  fig.  Criticism  of  basing  design  methods  on  strength  for 
1-2-4  concrete  at  28  days  of  2,000  lb.  per  sq.  in.     (Continuation  of  serial). 

HARBORS 

Seattle.  Seattle  Starts  Large  Expansion  of  Her  Public  Port  Facilities,  Frank 
Carleton  Teck.  Marine  News,  vol.  5,  no.  9,  Feb.  1919,  pp.  98-99,  1  fig.  Type 
and  equipment  of  proposed  additional  pier  2,700  ft.  long. 

The  Port  of  Seattle,  W.  A.  Scott.  Eng  World,  vol.  14,  no.  2,  Jan.  15, 
1919,  pp.  61-63,  4  figs.     Freight-handling  equipment. 

Shore  Protection.  Coastal  and  Shore  Protection,  H.  Colin  Campbell.  Eng 
World,  vol.  14,  no.  4,  Feb.  15,  1919,  pp.  11-17,  7  figs.  Breakwaters,  sea  walls, 
and  revetment  work  in  various  locations  and  under  various  conditions. 

MUNICIPAL   ENGINEERING 

Town  Planning.  Town  Planning,  Thomas  Adams.  Can.  Engr.,  vol.  36,  no.  7, 
Feb.  13,  1919,  pp.  215-216.  Concerning  town  development  in  Quebec.  From 
South  Shore  Board  of  Trade  Rev. 

ROADS   AND   PAVEMENTS 

Brick  Paving.  Latest  Seattle  Specifications  for  Brick  Paving  Are  for  the  Monolithic 
Type,  W.  H.  Tiedeman.  Mun.  &  County  Eng  ,  vol.  56,  no.  1,  Jan.  1919, 
pp.  13-14.  Writer  prefers  cement-grout  filler  and  believes  sand-cement 
"  cushion  "  fails. 

The  Brick  Highways  of  Ashtabula  County,  Ohio,  Ray  N.  Case.  Mun. 
&  County  Eng.,  vol.  56,  no.  2,  Feb.  1919,  pp.  53-57,  17  figs.  County  engineer 
believes  slag  bed  desirable  to  give  stability  and  gives  account  of  developments 
and  results. 

Canada.  Federal  Aid  for  Highways,  J.  D.  Reid.  Can.  Engr.,  vol.  36,  no.  7,  Feb.  13, 
1919,   pp.   223-224.     Plans  of  the  Dominion  Government. 

Good  Roads  in  Lanark  County,  C.  J.  Foy.  Contract  Rec.  vol  33,  no.  7, 
Feb.  12,  1919,  pp.  141-144,  2  figs.  Account  of  developments.  Ik-fore  conven- 
tion of  Eastern  Ontario  Good  Roads  Assn. 

Construction.  Arching  an  Underground  Roadway  With  Concrete  Blocks,  W. 
Ross  Iron  &  Coal  Trades  Rev.,  vol.  98,  no.  2657,  Jan.  31,  1919,  p.  141,  4  figs. 
Method  to  conduct  excavating  and  building  simultaneously,  the  packing 
being  done  as  material  is  produced  at  face. 

Road  Contractor  Successfully  Employs  Portable  Charging  Bins  to 
Eliminate  Dumping  and  Wheeling  on  Subgrade  in  Concrete  Road  Construction^ 
George  A.  Burley.  Mun.  &  County  Eng.,  vol.  56,  no.  1,  Jan.  1919,  pp.  11-12, 
2  figs.     Comparison  of  bin  method  and  dumping  on  subgrade. 

Utilizing  More  Mechanical  Devices  on  Road  Construction,  Frank  F. 
Rogers.  Mun.  &  County  Eng.,  vol.  56,  no.  1,  Jan.  1919,  pp.  18-20.  Reports 
of  various  county  engineers  of  Michigan. 

Earth  Roads.  Can  Earth  Roads  Be  Made  Satisfactory?  H.  S.  Carpenter.  Jl. 
Eng.  Inst.  Can.,  vol.  2,  no.  2,  Feb.  1919,  pp.  102-104.  Suggestions  in  regard 
to  selection  of  material,  placing  it  on  roadbed  and  estimates  of  cost  of  earth, 
sand  clay,  gravel  and  macadam  roads. 

Financing.  How  the  Successful  Campaign  for  the  $60,000,000  Good  Roads  Bond 
Issue  was  Conducted  in  Illinois,  S.  E.  Bradt.  Mun.  &  County  Eng.,  vol.  56, 
no.  1,  Jan.  1919,  pp.  3-5,  1  fig.     Organization  chart  of  workers. 

Florida.  Lessons  Taught  by  Road  Building  Experience  in  Florida,  G.  Robert 
Ramsey.  Mun.  &  County  Eng,  vol.  56,  no.  2,  Feb.  1919,  pp.  73-74.  Influence 
of  distance  from  manufacturing  centers,  productive  area,  assessed  valuations, 
etc. 


Foundations.  Engineers  Must  Study  Road  Foundations.  Eng.  World,  vol.  14, 
no.  4,  Feb.  15,  1919,  pp.  31-35  Suggests  that  foundations  be  constructed 
with  a  view  to  bearing  the  greatest  possible  load  under  all  conditions. 

Good-Roads  Movement.  National  Highways  and  Good  Roads,  J.  A.  Duchastcl 
de  Montrouge.  Jl.  Eng.  Inst.  Can.,  vol.  2,  no.  2,  Feb.  1919,  pp.  91-92.  Com- 
parison of  situations  in  U.  S.  and  Canada  with  reference  to  act,  passed  by 
U.  S.  Congress,  destined  to  aid  several  states  in  road  construction. 

The  Federal  Aid  Road  Law;  Experience  to  Date  and  Suggestions  for 
Better  Co-operation,  Logan  Waller,  Page.  Mun.  &  County  Eng.,  vol.  56, 
no.  1,  Jan.  1919,  pp.  20-23,  10  figs.  Various  federal  aid  road  projects;  amend- 
ments to  law.  Written  for  presentation  before  Am.  Assn.  State  Highway 
Officials. 

Twenty-Five  State  Highway  Engineers  Report  Their  Plans  for  1919. 
Mun.  &  County  Eng.,  vol.  50,  no.  2,  Feb.  1919,  pp.  46-51.  Letters  state 
funds  available  and  plans  in  detail 

Highway  Pavements.  City  Pavements  for  State  Highway  in  Connecticut,  Charles 
J.  Bennett.  Mun.  &  County  Eng.,  vol.  56,  no.  2,  Feb.  1919,  pp.  62-03,  Sheet 
asphalt  on  concrete  base. 

New  Yory.  Highway  Work  in  Four  New  York  Boroughs,  Good  Roads,  vol.  17, 
no.  8,  Feb.  22,  1919,  pp.  09-71  and  84,  4  figs.  Resume  of  outstanding  features 
of  road  and  street  work  in  Brooklyn,  Bronx,  Queens  and  Richmond. 

Roads  of  New  York,  E.  A.  Bonney.  Good  Roads,  vol.  17,  no.  8,  Feb.  22, 
1919,  pp.  73-76  and  84,  8  figs.  Historical  sketch  of  development  of  N.  Y.  State 
Highway  Department  with  review  of  its  organization  and  accomplishments. 

Street  Work  in  Manhattan.  Good  Roads,  vol.  17,  no.  8,  Feb.  22,  1919, 
pp.  67-68  and  78,  3  figs.   Historical  sketch  of  development  of  highway  operations. 

Sand-Clay  Roads.  Experience  with  Sand  Clay  Road  Surfacing  in  Nebraska,  George 
E.  Johnson.  Mun.  &  County  Eng.,  vol.  56,  no.  1,  Jan.  1919,  pp.  9-11,  3  figs. 
Location  of  materials  and  their  properties. 

Snow  Removal.  Snow  Removal  from  New  York  State  Highways,  Edwin  Duffey. 
Mun.  &  County  Eng.,  vol.  56,  no.  1,  Jan.  1919,  pp.  23-24.  Concerning  snow- 
removal  legislation. 

Wood-Block  Paving,  Base  for.  Method  Employed  in  Minneapolis  in  Constructing 
Smooth  Surfaced  Concrete  Base  for  Wood  Block  Paving,  Ellis  R.  Dutton. 
Mun.  &  County  Eng,  vol.  56,  no.  2,  Feb.  1919,  pp.  51-52,  2  figs.  Concrete 
surface  smoothed  over  with  small  roller  on  templets. 

SANITARY   ENGINEERS 

Drain  Pipe.  Aligning  Drain  Pipe,  Harry  Gardner.  Eng  Wrold,  vol.  14,  no.  4, 
Feb.  15,  1919,  pp.  45-46,  1  fig.  Method  of  giving  grade  and  line  for  pipe  sewer 
construction. 

Latrines.  A  Mine  Latrine,  William  W.  Cort.  Min.  &  Sci.  Press,  vol.  118,  no.  5, 
Feb.  1,  1919,  pp.  155-167,  3  figs.  Details  of  latrine  and  sanitary  arrangements 
connected  with  it  From  bul  28  of  Cal.  State  Board  of  Health.  Sanitation 
in  Mines  for  the  Prevention  and  Eradication  of  Hookworm. 

Sanitation.  Sanitation  in  Emergency  Shipyards,  W.  L.  Stevenson.  Mun.  & 
County  F.ng.,  vol.  56,  no  2,  Feb.  1919,  pp.  70-71,  2  figs.  Methods  of  distribut- 
ing drinking  water;  collection  and  disposal  of  wastes;  fly  and  mosquito  exter- 
mination. 

Sewage  Disposal.  Sewage  Disposal  in  Kansas,  F  M.  Veatch,  II.  P.  Evans  and 
L.  E.  Jackson.  Bul.  Univ.  Kan.,  vol.  18,  no.  18,  Dec.  1,  1917,  40  figs.  Discus- 
sion of  practice  in  certain  numicipalities,  together  with  instructions  to  plant 
operators. 

Sewage  Disposal  at  Manchester,  Can.  Engr.,  vol.  36,  no.  7,  Feb.  13,  1919, 
pp.  222-223.  Results  of  operation  and  activitated  sludge  investigations  at 
Withiugtou  and  Davyhulme  works.      F'rom  Surveyor,  London. 

Sewage  Disposal  Works  in  Reconstruction  Period,  Harrison  P.  Eddy, 
Mun.  &  County  Eng.,  vol.  50,  no.  2,  F'eb.  1919,  pp.  60-62.  Data  relating  to 
cost  of  certain  sewage  disposal  projects  built  under  ante-war  conditions,  and 
proportion  of  budget  likely  to  be  required  to  meet  annual  charges. 

Sewers.  Some  Design  and  Constructional  Features  of  the  Rideau  River  Inter- 
cepting Sewer,  Ottawa,  Canada,  L.  McLaren  Hunter.  Mun.  &  County  Eng., 
vol.  56,  no.  2,  Feb.  1919,  pp.  63-65,  4  figs.  Sewer  is  17,900  ft.  long  with  400-ft. 
tunnel  section  under  railway  tracks. 

The  Selection  of  the  Value  of  the  Factor  "n"  in  Sewer  Design,  Paul  E. 
Green.  Mun.  &  County  Eng.,  vol.  56,  no.  2,  Feb.  1919,  pp.  52-53.  Attempt 
to  demonstrate  that  n  (in  Kutter  formula)  has  wrongly  been  recommended  by 
experimenters  as  varying  between  0,013  and  0.015  for  vitrified-tile  pipe  sewers. 
Writer  believes  construction  conditions  determine  value  of  n. 

Swimming  Pools.  Keeping  Swimming  Pools  Pure  and  Wholesome — IV.  Metal 
Worker,  vol.  91,  no.  3,  Jan.  17,  1919,  pp.  80-87,  1  fig.  Installation  of  ozouiug 
apparatus.      (Concluded.) 

SURVEYING 

Chains.  Metallic  Chains  Used  in  Geodic  Surveys  (Fili  e  nastri  metallic!  nella  misura 
delle  basi  geodetiche),  G.  Cicconetti.  II  Nuovo  Cimento,  vol.  15,  nos.  5-6, 
May-June,    1918,  pp.    180-190.      Remarks  on  Jadering's  method  for  obtaining 

accurate  base  measurements 

WATER   SUPPLY 

Conservancy.  Water  Works  Conservancy,  Arthur  A.  Rcimcr.  Mun.  &  County 
Eng.,  vol.  56,  no.  1,  Jan.  1919,  pp.  21-29.  Economical  utilization  and  salvaging 
undertakings. 

Electrical  Control.  Automatic  Electrical  Control  at  the  Deer  Trail,  L.  Bran- 
denburger.  Salt  Lake  Min.  Rev.,  vol.  20,  no.  21,  Feb.  15,  1919,  pp.  25-26,  3  figs. 
Diagrammatical  sketch.  Plant  supplies  30,000  gal.  water  per  day  to  flotta- 
tion  and  cyanide  mill. 

Filter  Plant.  Need  of  Certain  Investigations  for  Increasing  the  Efficiency  of 
Water  Filter  Plant  Design  and  Operation,  James  W.  Armstrong.  Mun.  & 
County  Eng.,  vol.  56,  no.  1,  Jan.  1919,  pp.  5-6.  Most  efficient  mix  with  least 
loss  of  head;  time  and  intensity  of  agitating;  coagulation-basin  design. 


376 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Hardness.  Advantages  and  Disadvantages  of  Hard  City  Water.  (Vorteile  uml 
Nachteile  der  Wasserhaerte)  Dr.  Carl  Opitz.  Journal  fuer  Gasbeleuchtung 
uml  Wasser-Versorgung,  vol.  61,  no.  41,  Oct.  12,  1918,  pp.  482-485.  Reviews 
the  relative  effects  of  the  water  supplied  upon  the  physical  condition  of  87,017 
school  children  in  158  towns  in  Germany  and  finds  that  the  harder  the  water, 
the  better  preserved  are  t  lie  teeth,  nervousness  and  other  ills  are  also  diminished. 

PURIFICATION.  Features  of  Present-Das  Water  Purification  Practice,  Milton  F. 
Stem  Mun.  &  County  Eng.,  vol.  .50,  no.  2,  Feb.  1010,  pp.  57-00,  4  figs.  Non- 
technical review  written  for  municipal  officials. 

Notes  on  Chlorine  Treatment  of  London,  England,  Water  Supply,  A.  C. 
Houston.  Mun.  &  Coun.  Eng.,  vol.  56,  no.  1,  Jan.  1919,  pp.  29-30.  From 
report  of  Director  of   Water  Examination, 

Chlorination  of  Chicago's  Water  Supply,  John  Ericson.  Mun.  &  County 
F.ng.,  vol.  .50,  no.  1,  Jan.  1919,  pp.  58,  '-'  fix-.  Diagram  indicating  operation 
of  Millet  aei  iostat 

Reservoir.  The  Water  Supply  for  Montevideo.  Eng.  World,  vol.  14,  no.  2,  Jan.  15, 
1919.  pp.  23-20,  lti  figs.  Design  and  construction  of  concrete  reservoir  at 
I  ruguay  capital. 

An  Interesting  Nile  Scheme.  Flee.  Times,  vol.  55,  no.  1422,  Jan.  Hi, 
1919.  pp.  3.5-37,  1  fig.  Reservoir  project  in  Sudd  region,  Paper  before  Sul- 
tanieh  Geographical  Soc,  Cairo. 

Waterworks  Operation  Reservoir  Maintenance.  Mun.  Jl.,  vol.  Hi,  no  1, 
Jan.  2."),  1919.  pp.  65-67.      Methods  costs,  figures  and  results. 

Water-Works  Operation.  Effect  of  War  Conditions  on  the  Operation  aid 
Maintenance  of    Water    Works.      Mun.    &  County   Eng.,  vol.   .50,   no.    1,   Jan 

1919,  i>p  10-17.  Cost  of  principal  materials  and  supplies.  1911-1918:  uns- 
killed labor  prices  per  hour. 

WATERW  IYS 

Hudson  River.  Government  Work  on  Hudson  River.  Eng.  World,  vol.  11,  no.  2, 
Jan  15,  1919.  pp.  11-15,  7  figs  Removal  of  old  works  and  construction  work 
involved  in  erection  of  dam  in   N.  Y.  State  barge  canal  at  Troy. 

Niagara.  Mapping  Niagara  at  the  Brink.  Eng.  World,  vol.  14,  no.  4.  Feb.  15, 
1919,  pp    39-40,  2  figs       Apparatus  used  in  sounding  river  just  above  fall. 

Saone  River.  The  Navigable  System  of  the  Saona  River  (I,e  reseau  navigable  de 
laSsone)  Genie  Civil,  vol.  73,  no.  24,  Dec.  14,  1918,  pp.  400-408,  1  fig.  System 
consists  of  five  routes  disposed  in  fan  shape.  Data  are  given  on  organization, 
arrangement  and  operation. 

IRRIGATION    AND    RECLAMATION 

Amu  Lands.  Post- War  Reclamation  of  Arid  Lands,  S.  0.  Andros.  Eng,  World, 
vol.  It,  no.  2,  Jan.  15,  1919,  pp,  19-22,  8  figs.  Butte  project,  other  Govern- 
ment projects  and  private  projects. 

Irrigation  Project.  Preliminary  Project  for  Irrigating  the  Chancay  Pampas 
(ProvectO  prcliminar  de  irrigation  de  las  pampas  de  Chancay),  Carlos  W. 
Sutton  and  Juan  N.  Portocarrero  y  C.  lioletin  del  Cuerpo  de"  Ingenieros  de 
Alinas  del  Peru,  no.  91,  1918,  21  pp.,  2  figs.  Involves  irrigation  of  15,000 
hectares. 

Irrigation    Prospects.     Some    Financial.    Agricultural    and    Engii ring    Aspects 

of  Irrigation.  Charles  Kirby  Fox  Mun.  &  County  10ng.,  vol.  .">0,  no.  1, 
Jan.  1919,  pp.  30-31.  Statistics  in  United  States;  question  of  transportation: 
outlook  of  future  developments. 

PRELIMINARY  WORK.  Preparing  Six  Hundred  Acres  of  Land  for  Irrigation.  V.  \\ 
Herron.  Eng.  News-Rcc,  vol.  82,  no.  7,  Feb.  13,  1919,  pp.  337-339,  2  figs. 
Soil  studies,  surveys,  supply  and  drainage  ditches;  land  levelling  and  ditch 
construction  operations. 

Swamp  Lands.  Reclamation  of  Swamp  Lands  in  Dane  County.  Wisconsin,  W  'J. 
Kirchoffer.  Mun.  &  County  Eng.,  vol.  56,  no.  2.  Feb.  1919,  pp.  65-66.  Work 
in  straightening  and  deepening  main  drainage  line  of  marsh  and  in  providing 
a  main  outlet;  129,319  acres  drained  since  1908. 


GENERAL  SCIENCE 
CHEMISTRY 


Ami  moss  Analysis.  \  Bibliography  on  the  Analysis  of  Antimony,  id  ton  R.  Darling 
Cheru.  Kngr.,  vol.  27,  no.  1,  Jan.  1919,  pp.  11-12  and  21.  Articles  which  have 
appeared  in  scientific  periodicals  arranged  alphabetically  by  authors'  names 
(Part  1,  from  A  to  Ke). 

ARGON.  Specific  Weight  of  Argon  (Leber  das  speeifische  Gcwicht  ties  Argons),  Dr. 
Hugo  Schaltze,  Zeitschrift  fuer  Kompruinerte  und  fluessige  Case,  vol.  lit, 
no  I,  1917,  pp.  1-3,  Mean  specific  weight  for  the  pure  gas.  0.00178371  at 
735  m.m,  mercury,  or  0,001783  at  700  m.m.  Coefficient  of  compressibility 
between  0  and  700  m.m  ,  0.00091  at  0  (leg.  C.  Molecular  weight  referred  to 
32  for  oxygen — 39.945.  Communication  from  the  Physikalisch-Technische 
Reichsatistalt. 

COLLOIDS.  Metals  anil  Alloys  from  a  Colloid-Chemical  Viewpoint,  Jerome  Alexander 
Bui.  Am  Inst  Min  Kngrs,  no  1 10,  Feb.  1919,  pp.  127-130.  Regards  them  as 
sponge-like  structures,  the  viscosity  or  stiffness  of  which  at  ordinary  tempera- 
tures is  exceedingly  great. 

CRUCIBLES,  CORROSION  of.  Action  of  Alkalies  on  Crucibles  of  Platinum  and  Gold 
Alloys  (Action  des  alcalis  sur  les  creusets  en  alliages  de  platine  et  d'or),  Paul 
Niclardot  and  Claude  Chatelot.  Bulletin  de  la  Soci6te  Chimique  de  France, 
vols.  2.">-20,  no.  1,  Jan.  1919,  pp.  4-9.  Experiments  to  determine  influence  of 
age  oil  resistance  of  platinum  to  alkaline  attack,  also  effect  of  presence  of  iridium 
and  similar  other  metals;  tests  were  extended  to  gold,  silver  and  palladium 
alloys. 

Glass  Analysis.  A  Contribution  to  the  Methods  of  Class  Analysis,  with  Special 
Reference  to  Boric  Acid  and  the  two  Oxides  of  Arsenic,  E.  T.  Allen  and  E.  G. 
Ziee.  .11  Am.  Ceramic  Soc,  vol.  1,  no.  11,  Nov.  1918,  pp.  739-786,  1  fig.  Separa- 
tion of  trivalent  and  pentavalent  arsenic  in  glasses  depends  on  volatilization  of 
trivial  arsenic  as  A;  F...  when  glass  is  heated  with  hydrofluoric  and  sulphuric 
acids,  while  pentavalent  arsenic  remains  in  residue.  For  determination  of 
boric  acid  Chapin's  method  is  recommended  as  reliable  and  accurate. 


Radiation.  Ionization  and  Excitation  of  Radiation  by  Electron  Impact  in  Nitrogen, 
Bergen  Davis  and  F.  S.  Goucher.  Phys  Rev.,  vol.  13,  no.  1,  Jan.  1919,  pp.  1-5, 
3  figs.  From  experiments  it  is  found  that  radiation  can  be  stimulated  in 
nitrogen  molecules  by  electron  bombardment  without  ionizing  them  up  to 
about  18  volts  when  ionization  sets  in. 

Structure  of  Matter.  The  Conception  of  the  Chemical  Element  as  Enlarged  by 
the  Study  of  Radio-Active  Change.  Jl.  Soc.  Chem.  Indus.,  vol.  38,  no.  2, 
Jan.  31,  1919,  pp.  19R-20R.  Significance  of  disintegration  and  the  discovery 
of  elements  which  differ  in  their  radioactive  properties  but  are  chemically 
identical. 

Ultra-Violet  Light.  Ultra  Violet  Light  in  the  Chemical  Arts,  Carleton  Ellis  and 
A.  A.  Wells.  Chem.  Engr.,  vol.  27.  no.  1,  Jan.  1919,  pp.  19-20  and  11  ad. 
Conclusions  regarding  absorption  spectra  of  some  aromatic  compounds;  conflict- 
ing views  concerning  spectra  of  nitro  compounds.     (Continuation  of  serial). 

Valence.  Valence,  William  Albert  Noyes.  Science,  vol.  44,  no.  1260,  Feb.  21, 
1919,  pp.  17.5-182.  Presidential  address  before  Am.  Assn.  for  Advancement 
of  Science. 

MATHEMATICS 

Algebraic  Surfaces,  On  Surfaces  Containing  a  System  of  Cubics  that  do  not 
Constitute  a  Pencil,  C.  H.  Sisam.  Am.  Jl.  Math.,  vol.  41,  no.  1,  Jan.  1919, 
pp,  19-59.  Classifies  types  of  algebraic  surfaces  generated  by  an  algebraic 
system  of  r  of  ool  cubic  curves  so  that  two  generic  curves  of  given  system 
intersect  in  v  z  variable  points. 

The  Classification  of  Plane  Iuvolutions  of  Order  (3),  Anna  Mamye  Howe. 
Am.  Jl.  Math.,  vol.  41,  no  1,  Jan.  1919,  pp.  25-48.  Discusses  the  different 
algebraic  (1.3)  point  correspondences  between  two  planes. 

On  plane  Algebraic  Curves  with  a  Given  System  of  Foci,  Arnold  Einch. 
Bui.  Am.  Math.  Soc,  vol.  25,  no.  4,  Jan.  1919,  pp.  157-161.  Suggests  method 
for  finding  foci  of  an  n-ic  and  illustrates  it  by  applying  it  to  a  circular  cubic. 

Continuous  Functions.  Continuous  Sets  that  Have  No  Continuous  Sets  of  Con- 
densation, R.  L.  Moore.  Bui.  Am.  Math.  Soc,  vol.  25,  no.  4,  Jan.  1919,  pp. 
174-176.  Establishes  theorem;  every  bounded  continuous  set  of  points  that 
has  no  continuous  set  of  condensation  is  a  continuous  curve. 

Derivitiveless  Continuous  Functions,  M.  B.  Porter.  Bui.  Am.  Math. 
Soc.,  vol.  25,  no.  4,  Jan.  1919,  pp.  170-180.  Proposes  simplification  of  treatment 
of  Weirstrass's  and  similar  functions. 

IsoPERIMETRIC PROBLEM.  An  Ipsomeric  Problem  with  Variable  End-Points,  Archibald 
Shepard  Merrill.  Am.  Jl.  Math.,  vol.  41,  no.  1,  Jan.  1919,  pp.  60-78,  3  figs. 
Discusses  necessary  and  sufficient  conditions  for  a  maximum  (minimum)  for 
a  type  of  problems  in  the  calculus  of  variations  which  are  related  to  usual 
isoperimetric  problems  and  in  which  both  end-points  are  allowed  to  vary  along 
a  given  fixed  curve. 

Non-Euclidean  Geometry.  Quadratic  Systems  of  Circles  in  Non-Euclidean 
Geometry,  D.  M.  Y.  Sommerville.  Bui.  Am.  Math.  Soc,  vol.  25,  no.  4,  Jan. 
1919,  pp.  101-173. 

PARABOLIC  Arcs  Comparison  of  Formulas  for  Computing  Parabolic  Arcs,  Robert 
C.  Strachan.  Eng.  News-Rec.  vol.  82,  no.  7,  Feb.  13,  1919,  pp.  25-326,  2  figs. 
Studies  limit  of  applicability  of  common  formula. 

Point  are  Surfaces.  On  Poincare.  Surfaces  of  the  Sixth  Order  (Sur  les  surfaces  de 
Poincare  d'ordre  0),  Pierre  Humbert.  Comptes  rendus  des  Seances  de  l'Aca- 
demic  des  Sciences,  vol.  107,  no.  22,  Nov.  25,  1918,  pp.  776-778.  Comment 
on  Liapounov's  researches  on  possible  number  of  Poincare  surfaces  in  vicinity 
of  critical  Jacobian. 

Spectral  Determination  of  Functions.  Spectral  Determination  of  Functions 
(Determination  spectrale  de  fonctions),  Michael  Petrovitch.  Comptes  rendus 
des  seances  de  l'Academie  des  Sciences,  vol.  107,  no.  22,  Nov.  2.5,  1918,  pp.  774- 
776.     Determination  of  /  (z)  a  region  of  Z-plane  by  one  numcrial  datum. 

Voiterra's  Functions.  On  Function  of  Lines  and  a  Set  of  Curves,  Soichi  Kakaeya. 
Sci.  Reports  Tohoku  Imperial  Univ.,  First  Series,  vol.  7,  no.  3,  Dec.  1918, 
pp.  177-196. 

Weierstrass  Formula.  On  the  Evaluation  of  the  Elliptic  Transcendents  n~  and 
n2,  Harris  Hancock.  Bui.  Am.  Math.  Soc,  vol.  25,  no.  4,  Jan.  1919,  pp.  150-157. 
Discusses  value  of  Weierstrassian  formulce  when  applications  of  general  theory 
are  involve  or   whenever   any   kind  of  numerical   computation  is  derived. 

PHYSICS 

Air.  Some  Recent  Contributions  to  the  Physics  of  the  Air,  W.  T.  Humphreys 
Science,  vol.  44,  no.  12.59  and  1200,  Feb.  14  and  21,  1919,  pp.  1.55-163  and  182- 
188,  6  figs.  Feb.  14;  Temperatures  of  air  at  different  elevations;  isothermal 
state  of  upper  air;  relation  of  temperatures  to  barometric  pressures  both  in 
summer  and  in  winter;  law  of  wind  increase  with  elevation.  Feb.  21:  Barometric 
fluctuations;  atmospheric  electrical  phenemona. 

Black  Body.  A  New  Experimental  Determination  of  the  Brightness  of  a  Black 
Body,  and  of  the  Mechanical  Equivalent  of  Light,  Edward  P.  Hyde,  W.  E. 
Forsythe  and  F.  E.  Cady.  Phys.  Rev.,  vol.  13,  no.  1,  Jan.  1919,  pp.  45-48, 
4   figs.     Set   of-  values   of  brightness  of   black  body  from    1,700   to   2,600  deg, 

CORBINO  Effect.  Double  Induction  Balance  to  Study  the  Corbino  Effect  (Doppia 
hilancia  di  induzione  per  lo  studio  dellf  effetto  Corbino),  Luizi  Puccianti.  II 
Nuovo  Cimento,  vol.  15,  nos.  5-0,  May-June  1918,  pp.  249-257,  1  fig.  Suggests 
explanation  for  electro-magnetic  effect  in  a  magnetic  field. 

Crystals.  An  Apparatus  for  Growing  Crystals  under  Controlled  Conditions,  J.  C. 
Hastetter.  Jl.  WasSh.  Acad.  Sci.,  vol.  9,  no.  4,  Feb.  19,  1919,  pp.  85-94,  2  figs. 
Consists  essentially  of  two  thermostats, —  saturator  and  crystallizer;  saturator 
is  maintained  at  a  temperature  slightly  higher  than  crystallizer  and  is  about 
one-third  filled  with  crystals  which  keep  solution  saturated:  liquid  is  pumped 
from  saturator  into  crystallizer  where  excess  material  is  deposited  into  crystals, 
after  which  solution  is  returned  to  saturator. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


377 


Cyclones.  Prevention  of  Columnar  Crystallization  by  Rotation  During  Solidifica- 
tion, Henry  M.  Howe  and  E.  C.  Groesbeck.  Bui.  Am.  Inst.  Min.  Engrs.,  vo.  140, 
Feb.  1910,  pp.  361-365,  0  figs.  Theory  of  mechanism  of  solidification;  experi- 
ments with  strong  hot  solution  of  ammonia  alum  both  with  quiescent  ami 
with  rotating  solidification. 

Reply  to  Dr.  Fulton's  Discussion  of  the  Assignment  of  Crystals  to  Sym- 
metry Classes.  Edgar  T.  Wherry.  .11.  Wash.  Acad.  Sci.,  vol.  9,  no.  4,  Feb.  19, 
191>J.  pp.  99-KI2. 

Sulfur  Crystal,  F.  Russell  Bichowsky.  .11.  Wash.  Acad.  Sci.,  vol.  9,  no.  .">, 
March  4,  1919,  pp.  120-131,  2  figs.  Obtained  by  mixing  a  hot  alcoholic  solution 
of  ammonium  polysulhde  with  a  mixture  of  bonzonitrile,  hydroxylaminc  hydro- 
chloride and  ether. 

X-Ray  Analysis  and  the  Assignment  of  Crystals  to  Symmetry  Classes, 
Alfred  E.  H.  Tutton.  Jl.  Wash.  Acad.  Sci.,  vol.  9,  no.  4,  Feb.  19,  1919,  pp. 
94-99.  Criticism  of  Edgar  T.  Wherry's  memoir  on  above  subject  in  Jl.  Wash. 
Acad.  Sci.,  vol.  8,  1918,  p.  480. 

Cyclones.  On  Travelling  Atmospheric  Disturbances.  Harold  Jeffreys.  Lond., 
Edinburgh  &  Dublin  Phil.  Mag.,  vol.  37,  no  217,  Jan.  1919,  pp.  1:8.  Mathe- 
matical study  of  propagation  of  a  cyclone  and  specially  of  the  conditions  which 
produce  the  circularity  of  its  isobars. 

Diffracting  Apertures.  On  the  Radiation  of  Light  from  the  Boundaries  of  Diffract- 
ing Apertures,  Sudhansukumar  Banerji.  Fond.,  Edinburg  &  Dublin  Phil. 
Mag.,  vol.  37,  no.  217,  Jan.  1919,  pp.  112-128,  0  figs.  Experimental  and  theo- 
retical analysis  of  problem.  Finds  that  in  all  cases  in  which  apertures  in  focal 
plane  through  which  rays  pass  are  symmetrically  disposed  about  center  of 
field,  this  latter  being  excluded, [image  of  boundary  of  diffracting  surface  appears 
as  a  perfectly  black  line  surrounded  on  either  side  by  luminous  bands. 

On  the  Theory  of  Superposed  Diffraction — Fringes,  Chandi  Prasad. 
Phys.  Rev.,  vol.  13,  no.  1,  Jan.  1919,  pp.  27-33,  4  figs  Shows  how  principle 
of  superposition  suggested  by  C.  F.  Brush  (Proc  Am.  Phil.  Soc,  1913,  pp.  270- 
282)  may  be  formulated  mathematically  and  its  validity  tested  in  experiment. 

Doppler  Effect.  Experimental  Demonstration  of  the  Constancy  of  Velocity  of 
the  Light  Emitted  by  a  Moving  Source,  Q.  Majorana.  Lond.,  Edinburgh 
&  Dublin  Phil.  Mag.,  vol.  37.  no.  217,  Jan.  1919,  pp.  145-150,  1  fig.  Experi- 
mental verification  of  Doppler  effect  with  artificial  movement  of  common 
luminous  source. 

Elastic  Solids.  Deformation  Resulting  from  the  Contact  of  Two  Elastic  Solids 
(Sulla  deformazione  conseguente  al  contatto  di  due  solidi  elastici) ,  Elena  M  annei 
II.  Nuovo  Cimento,  vol.  15,  nos.  5-0,  May-June  1918,  pp.  171-179.  Study  of 
Hertz'  discussion  of  problem.     (Gesammeldte  Werke,  vol.  1,  pp.  164-169) 

Elastostatics.  A  Problem  in  the  Elastostatics  of  a  Semi-Infinite  Solid,  Kwan-ichi 
Terazawa.  Sci.  Reports  Tohoku  Imperial  Univ  ,  First  Series,  vol.  7,  no.  3, 
Dec.  1918,  pp.  205-215,  7  figs.  Distribution  of  normal  pressure  on  boundary 
of  a  semi-infiinte  elastic  solid. 

Electromotive  Forces.  Reciprocal  Relations  Following  from  Kirchhoff's  Laws 
(Relations  de  reciprocity  decoulant  des  lois  de  Kirchoff),  J.  B.  Pomey.  Revue 
Generate  de  l'Electricite,  vol.  5,  no  3.  Jan.  18,  1919,  pp.  83-87.  4  figs.  Mathe- 
matical equations  establishing  relations  between  electrical,  mechanical  and 
kinetic  magnitudes  in  network  of  conductors.  Derived  for  various  arrangements 
and  distributions.  Supplementarv  to  writer's  study  of  electromotive  forces  in 
branches  of  network.     (Sec  R.  G.  E.  vol.  4,  Aug.  3,  1918,  pp.  131-132  1 

Electrons.  On  the  Mechanical  and  Elect  rodynamieal  Properties  of  the  Electron, 
Megh  Nad  Saha.  Phys.  Rev.,  vol.  13,  no.  i,  Jan.  1919,  pp.  34-44.  Investigation 
if  scalor  and  vector  potentials  of  moving  electron,  electric  and  magnetic  fields 
due  to  a  moving  electron,  Maxwell's  stresses,  law  of  attraction  between  two 
moving  electrons  and  equations  of  motion  of  the  electron,  by  Minkowski's  method 
of  fourdimensional  analysis. 

Gas  Equations.  Molecular  Attraction  and  Attration  of  Mass.  and  Some  New  Gas 
Equations,  James  Kam.  Lond.,  Edinburgh  &  Dublin  Phil  Mag  ,  vol.  37, 
no.  217,  Jan.  1919,  pp.  65-97,  2  figs.  Deviations  from  gaseous  laws  lead  to 
establishing  that  cohesive  forces  are  proportional  to  the  square  of  molecular 
weight  and  obey  inverse  square  law;  thus  an  analytical  value  is  derived  for  the 
tensile  strength  of  iron  which  is  of  same  order  as  experimental  value 

The  Laws  of  Perfect  Gases  in  Relation  to  the  Theory  of  Heat  (Sulle  Kutri 
die  gas  perfetti  in  relazione  alia  teoria  del  ealorel,  M.  Ascoli.  II  Nuovo  Cimentol 
vol.  15,  nos.  5-6,  May-June  1918,  pp.  212-220,  1  fig.  Derivation  of  general 
differential  of  thermodynamic  changes  from  the  gas  equation  and  also  from  the 
first  thermodynamic  law. 

Hydrodynamics.  Integral  Invariant  of  Hydrodynamics  and  Its  Application  to  the 
Theory  of  General  Relativity  (Sur  un  invariant  integral  de  I'Hydrodynamique 
et  sur  son  application  a  la  theorie  de  la  relativity  generale).  E.  Veesiot.  Comptes 
rendus  des  seances  de  l'Academie  des  Sciences,  vol.  107,  no  27.  Dec .30,  1919, 
pp.  1005-1008.     Concerning  Einstein's  hypothesis  on  nature  of  fluids. 

Induction  Coils.  The  Optimum  Secondary  Capacity  of  an  Induction  Coil,  E. 
Taylor  Jones.  Elec,  vol.  82,  no.  2122,  Jan.  17,  1919,  pp.  99-101.  A  mathe- 
matical article. 

Interferential  Contact  Lever.  Interferential  Contact  Lever  Experiments 
Relating  to  the  Elastics  of  Small  Bodies,  Carl  Barus.  Proc.  Nat  Acad  Sci  , 
vol.  5,  no.  2.  Feb.  1919.  pp.  44-49,  9  figs.  Apparatus  designed  by  witer  in  which 
interferential  contact  lever  measures  strain  corresponding  to  stress  imparted 
by  pushing  springs. 

Mercury-Vapor  Light.  The  Light  From  Mercury  Vapor,  C.  D.  Child  Lond  , 
Edinburgh  &  Dublin  Phil.  Mag.,  vol  37,  no.  217.  Jan.  1919,  pp.  01-04,  1  fig. 
Comparison  of  writer's  experiments  with  similar  experiments  by  Strutt  (Proc. 
Roy.  Soc,  1917,  A.  94,  p.  88)  on  the  luminous  vapor  coming  from  discharge 
through  gases  at  low  pressure. 

Thermal  Conductivities.  Thermal  Conductivity  of  Various  Materials,  T.  S.  Taylor 
Phys.  Rev.,  vol.  13,  no.  2,  Feb.  1919,  pp.  150-151.  Table  of  values  for  hard 
rubber,  white  fiber,  various  species  of  wood,  solid  and  powdered  graphite  and 
lamp  black. 

Tuning  Forks.  A  Method  of  Comparing  Tuning  Forks  of  Low  Frequency  and  of 
Determining  their  Damping  Decrements,  Albert  Campbell.  Proc.  Phys. 
Soc,  Lond.,  vol.  31,  part  2.  Feb.  15,  1919,  pp.  87-89.  Method  consists  in  putting 
windings  of  maintaining  magnets  in  series  with  each  other  and  with  a  sensitive 
vibration  galvanometer:  beat*  are  shown  by  pulsations  of  band  of  light  on  scale. 


Welsbach  Mantle.  Physical  Study  of  the  Welsbach  Mantle.  Engineer,  vol.  107, 
no.  2709,  Jan.  24,  1919,  pp.  100-103.  Develops  the  physical  theory  of  the 
Welsbach  mantle 

X-Kavs.     Energy   of  the   Characteristic   X-Ray   Emission   from    Molybdenum   and 

Palladium  as  a  Function  of  Applied  Voltage,  Benhamin  Allen  Woolen.  Phys. 
Rev.,  vol.  13,  no.  1,  Jan.  1919,  pp.  71-86,  5  figs.  It  was  found  that  in  molyb- 
denum 3C  aiid  B  radiation  appeared  at  19.2  kv.  and  in  palladium  at  24  kv.; 
ratio  ot  intensity  of  °G  line  to  that  of  B  line  was  found  to  become  constant  as 
voltage  increased  for  each  metal;  absorption  coefficients  for  wave  lengths  of  °C 
miicI  B  linos  of  molybdenum  and  palladium  in  glass  and  in  molybdenum  and 
palladium  respectively  were  determined 

MECHANICAL  ENGINEERING 

MECHANICAL  PROCESSES 

BAKELITE  PRODUCTS.  Making  Moulded  Bakclite  Products.  Machinery,  vol.  13, 
no.  331.  Jan.  30,  1919,  pp.  481-485,  9  figs  Concerning  design  atid  manu- 
facture of  dies  with  provision  for  heating  with  steam. 

Boilers.  How  to  Design  and  Lay  Out  a  Boiler — IV,  William  C.  St  rot  t.  Boiler 
Maker,  vol.  19,  no.  2,  Feb.  1919.  pp.  40-47,  2  figs.  Size  of  rivets;  efficiency  of 
joint.     (Continuation  of  serial). 

BRIQUETTES.  Notes  on  the  Manufacture  of  Briquettes,  E.  II.  Robertson.  Colliery 
Guardian,  vol.  117,  no.  3029,  Jan.  17,  1919,  pp.  130-137,  3  figs.  Rolls  for 
briquetting;  cohesion  testing  machine  and  arrangement  of  bars.  From  Tran. 
Min.  Geol    Inst.  India. 

COPPER  DRIVING  Bands.  The  Manufacture  of  Copper  Driving  Hands,  Wm.  J. 
Reardon.  Metal  Industry,  vol.  17,  no  2,  Feb.  1919,  pp.  03-OS,  0  tigs.  How 
wartime  needs  developed  way  to  produce  pure  copper  castings  in  large 
quantities. 

Crushing,  Fine  Crushing  in  Hall-  Mills,  ]•'..  W.Davis,  Bui.  Am.  Inst.  Min.  Engrs.,  no. 
1 10,  Feb.  1919,  pp.  111-150,  17  figs.  Theoretical  mechanics  of  fine  crushing,  ball- 
wear  formulae  and  operating  tests  on  siliceous  rock  comprising  35  per  cent 
magnet  He,  the  remainder  being  chiefly  quartzite  and  iron  silicates. 

PRESSES.  Manufacturing  the  Whitlock  Pony  Press,  Robert  Mawson  Can.  Machv., 
vol.  21,  no.  7,  Feb.  13,  1919,  pp.  159-101,  9  figs.  Jigs  and  fixtures  intended 
to  simplify  machining  operations. 

ROLLING  Mills.  Builds  Huge  Plate  Mill  for  Japan.  Iron  Trade  Rev.,  vol.  04, 
no.  0,  Feb.  1919,  pp.  387-388,  1  fig.  180-in.  plate  mill  recently  built  by  Morgan 
Eng     Co'.",    Alliance,    Ohio. 

Nov  el  Plate  Turnover  for  Tandem  Mill.  Blast  Furnace,  Vol.  7,  no.  3,  Mar. 
1919,  pp.  128-129,  2  figs.  Arrangement  at  Youngstown  Sheet  &  Tube  Co.'s 
plate  mill. 

The  Strip  Mills  of  Trumbull  Steel  Co.  Iron  Age,  vol.  103,  no.  8,  Feb.  20, 
1919,  pp.  475-479,  6  tigs  Hot  mill  of  wide  range  of  speeds;  interesting  arrange- 
ment of  finishing  stands;  motor  speed  control  a  feature. 

TRACTORS.  Manufacturing  the  Caterpillar  Tractor,  Frank  A.  Stanley,  Am.  Mach., 
vol.  50,  no.  7,  Feb.  13,  1919,  pp.  299-302,  7  figs.  Cylinders,  pistons  and  crank- 
shafts.    Sixth  article. 

\\  BEELS,  CAB.  Slick  Machines  for  Rolling  Car  Wheels  at  Johnstown  Mill  of  Cambria 
Steel  Company  (I.e  taminage  des  roues  de  wagons  par  les  machines  Slick,  aux 
uainee  de  la  Cambria  Steel  Co.  a  Johnstown,  Pensylvanie,  E.-U.),  P.  Calfas. 
(  lenie  Civil,  vol.  73,  no.  24,  Dee.  1  f.  1918,  pp.  401-400,  IS  figs.  Description  of 
a  process  of  making  car  wheels  in  which  they  are  formed  directly  from  large 
rolled  bars  lis   a  rolling-forging  process  as  applied  at  the  Cambria  Steel   Works. 

ABRASIVES 

Mic  ROSTRUI  1 1  he.  The  Microstructure  of  Abrasives,  J.  Scott.  Mech.  World,  vol  til, 
no.  1060,  Dec.  0,  1918,  pp.  200-207,  2  figs.  Remarks  on  physical  and  chemical 
phenomena  in  polishing,  grinding  and  sharpening;  photomicrographs  of  emery 
cloth  and  tripoli  powder. 

AIR    MACHINERY 

Blowers      Snow   Gas   Engine  Blower  at  Parkgate    Works.     Iron  &   Coal   Trades 

Rev.,  vol.  98,  no.  2057,  Jan.  31,   1919,  pp.'  132-133,  2  figs.  Arrangement  of 

twin-tandem  gas-driven  blowing  engine  at  Parkgate  Iron  &  Steel  Works, 
Rotherdam. 

Compressed-Air  Application.    Compressed-Air  in  a  Shell  Plant,  R.  E.  C.  Martin 

and  S.  B.  King  Am.  Mach.,  vol  50,  no.  9,  Feb.  27.  1919,  pp.  395-390,  3  figs. 
Illustrates  convenience,  adaptability  and  economy  of  air  power  for  industrial 
and  manufacturing  purposes 

Compressors.     Hydraulic    Air    Compressors.      (Hydrokom-pressoren).      Engineer 

llcinriih  Zeitschr,  fuel  komprimierte  und  fluessige  Gase,  vol.  19,  no.  5, 
June  20.  1918,  pp.  15-49,  4  figs.  Part  II.  Conclusion  to  follow.  Describes 
C.  H.  Taylor's  compressor,  German  types,  Pohlc's  air-lift  pump.  Gives  the 
theory  of  hydro-compressors  and  their  efficiency  curves  derived  from  tests. 
Part  I  in  vol.  18,  page  33. 

Fans.  Influence  of  Blade  Inclination  in  the  Power  of  a  Centrifugal  Fan  (Influence 
de  l'inclinaison  des  aubes  sur  la  puissance  des  vcntilateurs),  M.  Karrer.  G6nie 
Civil,  vol.  73,  no.  25,  Dec  21,  1919,  pp.  480-489,  6  figs.  Mathematical  formula 
for  the  pressure  exerted  by  blade  and  graps  showing  volume  against  pressure 
for  various  inclinations  of  the  blades. 

LUBRICATION.  Lubrication  of  Air  Compressors,  H.  V.  Conrad.  Power  Plant  Eng., 
vol  23,  no.  5,  Mar  1,  1919,  pp.  247-249,  and  Elec.  Ry.  Jl.,  vol.  53,  no.  9,  Mar.  1, 
1919,  i)    424.     Difficulties  encountered;  suitable  oils;  proper  quantities. 

PNEUMATIC  Delivery.  Pneumatic  Postal  Delivery  Systems.  (Die  Verwendung 
der  Pressluft  in  der  Verkehrsteehnik  mit  besonderer  Beruexksichtigung  der 
Robr-post  Anlagen),  Baurat  Kasten.  Zeitschrift  fuer  Komprinierte  und 
fluessige  Gase,  vol.  19,  no.  3,  1917-1918,  part  2,  pp.  25-29,  8  figs.  Compares 
i In  systems  in  use  in  the  various'large  cities  of  the  world,  and  claims  more 
efficient  performance  for  the  systems  in  use  in  Berlin  and  Munich,  Gives 
diagrams  of  air  pressure  fluctuations  and  switchboards.      (To  be  continued) 


378 


JOURNAL     OF     THE    ENGINEERING     INSTITUTE     OF    CANADA 


CASE-HARDENING 

Shimeh's  Process.  Sliimcr  Case-Hardening  Process,  Joseph  W.  Richards.  Iron 
Trade  Rev.,  vol.  64,  no.  7,  Feb.  13,  1919,  pp.  437-438,  and  Bui.  Am.  Inst.  Min 
Engrs.,  no.  146,  Feb.  1919,  pp.  431-433.  Process  employes  bath  of  easily  fusible 
non-case-hardening  salts  (usually  a  mixture  of  sodium  chloride,  calcium  chloride, 
and  barium  chloride  in  equal  preportions  by  weight)  and  fresh  calcium  cyanide, 
which   latter  imparts  case-hardening  properties. 

CORROSION 

RuSTPROOPINO.  Kiist-Proofing  of  Iron  and  Steel,  Elmer  S.  Whitticr.  Metal 
Industry,  vol.  17,  no.  2,  Feb.  1919,  pp.  79-82.     Description  of  Parker  process. 

FORGING 

Hollow  Forging.  Improved  Methods  of  Hollow  Forging  S.  A.  Hand.  Am.  Much., 
vol.  50,  no.  9,  Feb.  27,  1919,  pp.  377-382,  20  figs.  Methods  described  were 
used  in  France  for  making  the  75-mm.  shell.  They  have  been  adapted  to 
American  practice  and  it  is  asserted  that  they  have  been  found  more  economical 
than  former  methods. 

Smithing.  The  Engineer's  Smithy.  Joseph  Horner,  Mech.  World,  vol.  65,  no.  1673, 
Jan.  24,  1919,  pp.  42-43,  6  figs.  Drawing-down  process  in  anvil  forging.  Tenth 
installment.     (Continuation  of  serial). 

FOUNDRIES 

Brass  Foundry  Practice.  Materials  and  Chemicals  Used  in  Brass  Foundry 
Practice,  Charles  Vickers.  Brass  World,  vol.  15,  no.  2,  Feb.  1919,  pp.  35-37, 
1  fig.  History,  properties,  appearance,  physiological  action  and  commercial 
use.     Feathered  tin;  phosphor  tin;  phosphor  copper.     Third  article. 

Cores.  Core  Mixtures  for  Large  Marine  Engine  Cylinder  Cores,  John  F.  Kellogg. 
Pacific  Marine  Rev.,  vol.  16,  no.  1,  Jan.  1919,  pp.  128-129,  2  figs.  Practices 
followed  at  various  foundries. 

Die  Casting.  Die  Castings  and  Their  Application  to  the  War  Program,  Charles 
Pack.  Bui.  Am.  Inst.  Min.  Engrs.,  no.  146,  Feb.  1919,  pp.  239-248,  9  figs. 
Survey  of  developments  in  manufacture  of  metal  castings  by  forcing  molten 
metal,  under  pressure,  into  a  metallic  mold  or  die,  with  brief  descriptions  of 
several  casting  machines  and  of  methods  used  to  avoid  blowholes. 

Ferrosilicon.  Ferrosilicon  as  an  Aid  to  the  Iron  Foundry,  W.  F.  Sutherland. 
Can.  Foundryman,  vol.  10,  no.  2,  Feb.  1919,  p.  39.  Manufacture  and  properties 
of  ferrosilicon. 

Foundry  Design.  Foundry  and  Shops  of  Striking  Design,  Charles  T.undberg.  Iron 
Iron  Age,  vol.  103,  no.  7,  Feb.  13,  1919,  pp.  417-422,  11  figs. Result  of  studious 
effort  to  attain  ideal  in  Michigan  plant;  storage  building  contains  bins  for  all 
materials  used. 

Manganese-Steel  Castings.  Manufacture  of  Manganese-Steel  Castings,  B.  S. 
Carr,  Mech.  World,  vol.  65,  no.  1674,  Jan.  31,  1919,  pp.  56-57.  Physical 
characteristics;  heat  treatment;  cleaning  and  machining.     From  Armour  Engr. 

Pattern  Making.  Contraction  and  Expansion,  G.  W.  Lynes.  Mech.  World,  vol. 
65,  no.  1673,  Jan.  24,  1919,  pp.  43-44,  4  figs.  As  affecting  patternmaker. 
Paper    before    Sheffield    Branch    British    Foundrymcn's    Assn. 

Substitutes.  Meeting  the  Situation  with  Substitute  Formula?,  R.  R.  Clarke.  Brass 
World,  vol.  15,  no.  2,  Feb.  1919,  pp.  47-48.       Conditions  in  foundry   industry. 

Tool  Casting.  New  Way  to  Cast  High  Speed  Tools,  J.  E.  Johnson.  Bui.  Am. 
Inst.  Min.  Engrs.,  no.  146,  Feb.  1919,  pp.  353-360,  6  figs.,  and  Iron  Trade  Rev., 
vol.  64,  no.  7,  Feb.  13,  1919,  pp.  435-437,  7  figs.  Also  Iron  Age,  vol.  103,  no.  8, 
Feb.  20,  1919,  pp.  481-483,  5  figs.  The  Davidson  process  and  its  advantages 
over  method  of  shaping  tools  from  forgings;  the  structure  and  its  effect. 

Waste.  Modern  Method  Applied  to  the  Foundry,  W.  R.  Dean.  Metal  Industry, 
vol.  17,  no.  2,  Feb.  1919,  pp.  69-70,  4  figs.  Causes  of  waste;  classification  and 
prevention  of  losses.     Second  article. 

FUELS  AND  FIRING 

Anthracite.  Burning  Steam  Sizes  of  Anthracite  With  or  Without  Admixture  of 
Soft  Coal.  U.  S.  Fuel  Administration,  eng.  bul.  5,  8  pp.,  1  fig.  Furnace  equip- 
ment required  for  burning  various  percentages  of  steam  anthracite  and  soft  coal. 

Ash,  The  Relation  Between  the  Calorific  Values  and  the  Ash- Yields  of  Coal-Samples 
from  the  Same  Seam,  Thomas  James  Drakelcv.  Tran.  Instn.  Min.  Engrs., 
vol.  56,  part  2,  Dec.  1918,  pp.  45-56  and  (discussion)  pp.  56-60,  3  figs.  From 
experiments  and  graphs  the  following  formula  is  suggested,  y=  C  (l-X)  S,  where 
C  is  a  factor  for  the  seam  and  stands  for  calorific  value  of  mineral-free  coal : 
S  the  percentage  of  ash  yielded  by  impurities;  y  the  required  calorific  value  of 
sample,  and  X  the  percentage  of  ash  yielded  by  sample. 

Blending.  The  "  Sandwich  "  System  of  Fuel  Blending,  10.  W.  L.  Nicol.  Colliery 
Guardian,  vol.  117,  no.  3030,  Jan.  24,  1919,  pp.  192-193,  3  figs.  Apparatus  for 
mixing  various  grades  of  solid  fuel  as  thev  are  fed  to  burners. 

Fuel  Blending,  E.  W.  L.  Nicol.  times  Eng.  Supp.,  year  15,  no.  531, 
Jan.  1919,  pp.  40-41.  3  figs.  Arrangement  of  "  sandwich  "  system  designed  to 
cause  blending  of  various  grades  of  solid  fuels  as  they  are  fed  to  furnace. 
Working  results  are  given. 

Briquetting.  Economy  of  Briquetting  Small  Coal,  J.  A.  Yeadon.  Mech.  World, 
vol.  64,  no.  1668,  Dec.  20,  1918,  pp.  293.  Abstract  of  paper  before  Min.  Inst. 
Scotland. 

Combustion  Control.  Combustion  and  Flue  Gas  Analysis.  U.  S.  Fuel  Adminis- 
tration, eng.  bul.  4,  12  pp.,  5  figs.  Combustion-control  apparatus;  necessity  of 
instructions  to  firemen. 

Control  of  Combustible  and  Air  in  Burning  Powdered  Coal,  W.  G.  Wilcox. 
Power  Plant  Eng.,  vol.  23,  no.  5,  Mar.  1,  1919,  pp.  237-239.  From  a  paper 
before  the  Western  New  York  Section  of  the  American  Chemical  Society. 


Fuel  Conservation.  Fuel  Conservation.  Southern  &  Southwestern  Ry.  Club, 
vol.  14,  no.  12,  Nov.  1918,  pp.  10-20  and  (discussion),  pp.  20-38.  Discusses 
necessity  of  locomotive  maintenance,  constant  education  of  enginemen  and 
firemen,  co-operation  and  necessity  of  complete  understanding  of  importance 
of  fuel  conservation  by  operating  officials. 

Fuel  Utilization.  Times  Eng.  Supp.,  year  15,  no.  531,  Jan.  1919,  p.  24. 
Reviews  of  efforts  in  coal  conservation,  particularly  pulverizing  coal  and  oil 
production  and  gas  works. 

Methods  for  More  Efficiently  Utilizing  Our  Fuel  Resources,  C.  G.  Gilbert 
and  J.  E.  Pogue,  Gen.  Elec.  Rev.,  vol.  22,  no.  2,  Feb.  1919,  pp.  149-151.  Part  25. 
The  need  for  a  constructive  economic  policy  in  developing  the  coal  products 
Industry.  Extract  from  U.  S.  Nation  Museum  Bulletin  102,  Part  5;  "  Power: 
Its  Significance  and  Needs,"  1918. 

Worcester's  Fuel  Saving  Campaign,  S  E.  Balcome.  Power  Plant  Eng  , 
vol.  23,  no.  5,  Mar.  1,  1919,  pp.  236-237,  2  figs.  First  article  of  a  series  on  the 
organization,  work  of  committees  and  results  obtained  in  industrial  plants. 

Conservation  of  Fuel,  D.  C.  Randolph.  Proc.  Central  Ry.  Club,  vol.  27, 
no.  1,  Jan.  1919,  pp.  529-536  and  (discussion),  pp.  536-554.  Contrasts  what  are 
termed  good  and  bad  railway  fuel  practices  in  locomotives,  shops,  roundhouses, 
yards  and  on  the  road. 

Low-Grade  Fuels.  On  the  Utilization  of  Low-Grade  Fuels  at  the  Montrambert 
Collieries  (Note  sur  l'utilisation  des  combustibles  pauvres  par  la  societe  des 
houilleres  de  Montrambert.  Bulletin  de  la  Societe  d'Encouragement,  vol.  130, 
no.  6,  Nov.-Dec.  1918,  pp.  376-378.  Materials  tested  contain  42  to  50  per 
cent  ash  and  18  to  20  per  cent  volatile  matter. 

Motor-Car  Fuel.  Gas  as  Automobile  Fuel  (1'emploi  du  gaz  dans  les  automobiles), 
A.  Grebel.  Genie  Civil,  vol.  74,  no.  5,  Feb.  1,  1919,  pp.  81-84,  11  figs.  Appli- 
cations in  France  and  in  England;  experiments  of  the  Societe  du  Gaz,  Paris. 

Fuel.  Automotive  Industries,  vol.  40,  no.  7,  Feb.  13,  1919,  pp.  356-357. 
Possibilities  of  benzol,  alcohol  and  shale  distillate  as  substitutes  for  gasoline. 

An  Interpretation  of  the  Engine-Fuel  Situation,  Joseph  E.  Rogue.  Auto- 
motive Industries,  vol.  40,  no.  7,  Feb.  13,  1919,  pp.  357-361,  3  figs.  Believes  that 
lesser  gasoline  output,  which  writer  considers  as  inevitable,  can  be  met  only  by 
modifying  engine  design  so  as  to  secure  higher  thermal  efficiency  and  to  use  less 
specified  fuel. 

Pacific  Coast  Problems.  Fuel  Problems  of  the  Pacific  Coast.  Mech.  Eng.,  vol 
41,  no.  3,  Mar.  1919,  pp.  264-269  and  292.  Possibilities  of  fuel-oil  conservation 
through  its  economic  utilization  and  development  of  hydraulic  power. 

Peat.  Possibilities  ©f  Peat,  C.  C.  Osborne.  Jl.  Am.  Peat  Soc,  vol.  12,  no.  1,  Jan. 
1919,  pp.  7-16  and  17-47.  General  conditions  in  industry;  production  in  U.  S., 
1908-1917;  manufacture  of  peat  products;  occurrence  properties  and  uses; 
comparative  calorific  value  of  peat  and  other  fuels;  methods  of  preparation; 
peat  industry  in  principal  foreign  countries.     From  U.  S.  Geol.  Survey. 

Powdered  Coal.  A  Review  on  the  Use  of  Powdered  Coal,  W.  O.  Renkin.  Blast 
Furnace,  vol.  7,  no.  2,  Feb.  1919,  pp.  114-116  and  119,  3  figs.  Graph  showing 
comparative  value  and  advantages  of  different  fuels;  comparison  of  installation 
and  operating  costs  of  producer  gas,  natural  gas  and  hano-fired  coal;  early  uses 
of  powdered  coal. 

Powdered  coal  as  a  Substitute  for  Fuel-Oil.  Min.  &  Sci.  Press,  vol.  118, 
no.  7,  Feb.  15,  1919,  pp.  235-236,  1  fig.  Layout  of  experimental  plant  using 
Buell-Sautmyer  system. 

Pulverized  Coal  and  Its  Utilization,  H.  G.  Barnhurst.  Eng.  World, 
vol.  14,  no.  2,  Jan.  15,  1919,  pp.  45-40.  Developments  in  pulverized-coal 
burning;  plants  using  pulverized  coal. 

Pulverized  Coal  in  an  Industrial  Plant,  C.  A.  Dille.  Power  Plant  Eng  , 
vol.  23,  no.  4,  Feb.  15,  1919,  pp.  188-189,  1  fig.  Its  parepration  and  method  of 
application   at  plant  of    Mansfield   Sheet  and   Tin   Plate   Co. 

Characteristics  of  Powdered  Coal,  W.  G.  Wilcox.  Brick  &  Clay  Rec,  vol. 
51,  no.  2,  Jan.  28,  1919,  pp.  127-131.  Essentials  of  good  combustion;  flame 
length  and  air  control;  mixing  coal  with  air;  velocity  of  combustion. 

U.  S.  Fuel  Administration.  Distribution  of  Coal  Under  U.  S.  Fuel  Administration, 
J.  D.  A.  Morrow.  Bul.  Am.  Inst.  Min.  Engrs.,  no.  147,  Mar.  1919,  pp.  585-589. 
Method  of  controlling  directing  districtuion. 

Work  of  National  Production  Committee  of  U.  S.  Fuel  Administration, 
James  B.  Neale.  Bul.  Am.  Inst.  Min.  Engrs.,  no.  146,  Feb.  1919,  pp.  439-444. 
Method  adopted  for  increasing  production;  need  of  stimulating  ambition  in 
workmen;  industrial  obligations  of  employers  to  men. 

Wet  Coal.  Birds-Nesting  of  Boiler  Tubes,  James  Scott,  Nat.  Engr.,  vol.  23,  no.  2, 
Feb.  1919,  pp.  66-67,  3  figs.  Suggests  avoidance  of  wet  coal  highly  impregnated 
with  sulphur;  also  suppression  of  very  high  temperatures  until  sulphur  has 
volatilized  away.     From  Practical  Engr. 

FURNACES 

Annealing  Furnaces.  Heating  Furnaces  and  Annealing  Furnaces — -II  and  III,  W. 
Trinks.  Blast  Furnace,  vol.  7,  nos.  2  and  3,  Feb.  1919,  and  Mar.  1919,  pp. 
98-101,  9  figs  ,  and  pp.  134-137,  7  figs.  Speed  of  heat  transmission  and  required 
brick  surface;  curves  showing  rate  of  heat  abstraction  from  exterior  of  furnace. 

Heating  Furnaces.  Practical  Pointers  on  Heating  Furnaces,  George  J.  Hagan. 
Blast  Furnace,  vol.  7,  no.  3,  Mar.  1919,  pp.  153-155  and  163.  Changes  in  hearth 
areas  capacities  and  walls  to  improve  product  and  reduce  losses.  Paper  before 
Engrs.'  Soc.  Western  Pa. 

Kilns.  Ovens  and  Kilns  With  a  High  Thermal  Efficiency,  A.  Bigot.  Engineering, 
vol.  107,  no.  2768,  Jan.  17,  1919,  pp.  80-82,  6  figs.  Paper  before  Refractory 
Materials  Section  of  Ceramic  Soc. 

Open-Hearth  Furnaces.  Open-Flame  Furnaces  at  Government  Gun  Plant  Accom- 
plish Results  That  Munitions  Specialist  Believed  Possible  Only  with  Muffled 
Furnace  or  Electric.  Am.  Gas  Eng.  Jl.,  vol.  110,  no.  5,  Feb.  1,  1919,  pp.  91-94, 
4  figs.  Large  units  measuring  37  ft.  in  depth  and  9.5  fit.  outside  diameter  are 
used  to  heat-treat  big  guns. 

HANDLING  OF  MATERIALS 

Coaling  Station.  Coaling  Stations  of  the  Philadelphia  &  Reading  Railway.  Eng. 
World,  vol.  14,  no.  4,  Feb.  15,  1919,  pp.  47-49,  6  figs.  $270,000  locomotive 
coaling  plant  arranged  to  handle  both  anthracite  and  bituminous  coal. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


379 


Coal  Yard.  An  Efficient  Chicago  Coal  Yard.  Black  Diamond,  vol.  62,  no.  4, 
Jan.  25,  1919,  p.  65,  3  figs.  Operates  auto-crane  in  place  of  having  elevated 
tracks. 

Paper  Mill.  Handling  Material  in  a  Paper  Mill,  Henry  J.  Edsall.  Indus.  Man  . 
vol.  57,  no.  3,  Mar.  1919,  pp.  183-189,  18  figs.  Boilerhouse  machinery,  conveyors 
for  wet  and  dry  pulp,  machinery  for  handling  black  ash:  track  hauler,  monorails 
and    cranes.      (Concluded.) 

Steel  Works.  Handling  Fuel  and  Materials  in  Iron  and  Steel  Works.  Frank  Somers 
Colliery  Guardian,  vol.  117,  no.  3029,  Jan.  17,  1919,  p.  111.  Concerning 
avoidance  of  passing  materials  backwards.  Paper  before  Staffordshire  Iron 
&  Steel  Inst 

GAGES 

Limit  Gages.  Limit  Gages,  W.  E.  Wilson.  Mech.  World,  vol.  65,  no.  1672.  Jan. 
17,  1919,  p.  27.  Correction  of  gages  for  wear.  First  instalment.  (To  be 
continued.)      From  Commonwealth  Emir. 

HEAT-TREATING 

Critical  Points.  Critical  Points.  Proc.  Steel  Treating  Research  Soc,  vol  2,  no. 
2,  1919,  pp.  32-40,  1  fig.  Discussions  held  before  Detroit  section  on  shrinkage 
and  warpage  in  hardening  steel  parts  and  on  development  of  soft  spots  in  case- 
hardened  parts. 

Low-Carbon  Steel.  Heat  Treatment  of  Low-Carbon  Steel,  W.  M.  Wilkie.  Mech. 
Eng.,  vol.  41,  no.  3,  Mar.  1919,  pp.  230-244,  12  figs.  Photomicrographs  showing 
change  in  grain  structure  caused  by  annealing  to  various  temperatures;  effect 
of  these  structures  on  quality  of  steel 

Mass,  Effect  of.  Effect  of  Mass  on  Heat  Treatment,  E.  F.  Law.  Proc  Steel 
Treating  Research  Soc,  vol.  2,  no.  2,  1919.  pp.  11-18  and  (discussion),  pp. 
18-19  and  31,  3  figs.  Chemical  analyses,  heating  and  cooling  curves,  and 
mechanical  tests  of  cubes  taken  from  25-in.  square  ingot  10  ft.  long  alter  it  was 
cogged  down  to  IS  in.  square.     Paper  before  Iron  &  Steel  Inst. 

Springs.  Manufacture.  Heat  Treatment  and  Physical  Tests  of  Automobile  Springs, 
N.  E.  Hendrickson.  Proc.  Steel  Treating  Research  Soc,  vol.  1,  no.  10,  July 
1918,  pp.  39-42  and  (discussion),  pp.  42-44  Calls  attention  to  inconsistency  of 
combining  high-grade  materia!  with  poor  workmanship  or  heat  treatment 

Steel  Selection.  The  Composition  and  Properties  of  Steels,  Howard  Ensaw. 
Mech.  World,  vol  65.  no.  1671,  Jan.  10,  1919,  pp.  15-17.  Suggests  selection  of 
few  types  of  steel  in  order  to  avoid  error  in  hardening  and  tempering  Tests  of 
physical  and  chemical  properties  of  steel. 

Tempering.  Phases  on  Tempering,  E.  W  1'pham.  Iron  &  Steel  Can.,  vol.  2.  no  1. 
Feb.  1919,  pp.  25-27.  Discussion  of  methods  of  treatment  and  temperature 
control.      Paper  before  Steel  Treating  Research  Soc. 

HEATING  AM)   VENTILATION 

ECONOMICS.  Engineering  Economics  of  Heating,  M.  William  Ehrlich.  Heat  & 
Ventilating  Mag.,  vol.  16,  no.  2,  February  1919,  pp.  17-23,  6  figs  Containing 
also  a  method  of  predetermining  coal  requirements  for  steam  anil  hot  water 
heating  systems.  Abstract  of  a  paper  presented  at  the  annual  meeting  of  the 
American  Society  of  Heating  and  Ventilating  Engineers,  New  York,  January 
1919. 

Electricity.  Heating  Our  Homes  with  Electricity.  Elec  News,  vol.  28,  no.  3, 
Feb.  1,  1919,  pp  23-25  and  30,  7  figs.  Pioneer  installation  in  Toronto  said  to 
prove  that  electric  heating  is  practical. 

H  k  Ming  Plants.  The  Enormous  Heating  Plant  at  the  Great  Lakes  Naval  Training 
Station,  J.  C.  Foster.  Domestic  Eng.,  vol.  86,  no  7,  Feb.  15,  1919,  pp.  299-300. 
Plant  supplies  heat  to  950  buildings  covering  area  of  1210  acres. 

Low-pressure  System.  Saving  Steam  in  Industrial  Heating  Systems  D.  B.  Fuel 
Administration,  eng.  bul.  6,  14  pp.,  9  figs.  Suggests  utilization  of  exhaust 
steam  and  discusses  chief  requirements  for  a  good  low-pressure  healing  system 

HOISTING  AND  CONVEYING 

Conveyors.  Conveyors  in  Relation  to  Engineering  Works,  W  W  Atherton.  Eng 
World,  vol.  14.  no.  4,  Feb.  15,  1919,  pp.  27-30,  4  figs.  Illustrations  showing 
various  types  of  conveyors. 

Floating  Cranes.  Floating  Crane  of  75-Ton  Capacity.  Eng.  World,  vol.  14.  no.  2, 
Jan.  15,  1919,  pp.  63-64,  1  fig.     Dimensions  and  arrangement  of  auxiliary  parts. 

Grain  Elevators.  Some  Modern  German  Grain  Elevators  (Neuzeitlicher  deutscher 
Getreideepeicherbau) ,  Prof.  M.  Buhle.  Zeitscbrift  fuer  Baumwesen,  vol.  68, 
no.  7  to  9,  1918,  pp.  3195-314.  19  figs.  Gives  views  and  details  of  mechanical 
equipments  of  a  number  of  grain  elevators  erected  in  Germany,  Austria,  Russia 
and  Holland. 

Wall  Cranes.  Wall  Cranes,  Ernest  G.  Beck.  Mech.  World,  vols.  64  and  66 
nos.  1669  and  1674,  Dec  27,  1918,  and  Jan.  31,  1919,  pp.  306-307  and  54. 
Computation  of  stresses  in  members.  Twentieth  and  twenty-first  installments. 
(Concluded.) 

HYDRAULIC   MACHINERY 

China.  Age-Long  Engineering  Works  of  China,  Middleton  Smith.  Engineer,  vol. 
127,  no.  3291,  Jan.  24,  1919,  pp.  72.  A  description  of  some  of  the  ancient 
hydraulic   works  in   China. 

Gates.  Automatic  Gates  a  Factor  in  Safety  of  Spillway  Dams,  Robert  H.  Moulton 
Safety  Eng.,  vol.  37,  no.  2,  Feb.  1919,  pp.  58-60,  4  figs.  Gates  are  operated  by 
the  water  pressure. 


INTERNAL-COMBUSTION  ENGINES 

Diesel  Engine.  The  Diesel  Engine  on  Shipboard,  Bruce  Lloyd.  .11.  Electricity, 
vol.  42,  no.  3,  Feb.  1,  1919,  pp.  116-119,  5  figs.  Discussions  of  results  obtained 
in  trials  on  vessels  built  in  Pacific  Coast.  Writer's  opinion  concerning  marine 
acceptance  of  Diesel  engine.  Paper  before  San  Francisco  Section.  Am.  Soc. 
Mech.  Engrs. 

The  Diesel  Engine — I,  Herbert  Hans.  South-Engr  ,  vol.  30,  no.  6,  Feb. 
1919,  pp.  48-50,  4  figs.  Three  general  types  of  liquid-fuel  engines;  explosion 
engines  having  four-stroke  cycle;  engines  having  two-stroke  cycle. 

Junkers  Engine.  The  Junkers  Engine,  Philip  Lane  Scott.  Pacific  Marine  Rev  , 
vol.  16,  no.  1,  Jan.  1919,  pp.  112-114,  4  figs.  Operation  of  engine  (Diesse! 
type)  having  two  pistons  in  one  cylinder. 

Semi-Diesel  Engine.  Combustion  Engines  and  Their  Applications  (Les  moteurs  a 
combustion  et  leurs  applications),  M.  Droesne.  Revue  Geiierale  des  Sciences, 
vol.  29,  no.  23,  Dec  15,  1918,  pp.  666-673,  1  fig  Origin  and  development  of 
semi-Diesel  engines;  survey  of  results  obtained  in  France  and  elsewhere  in  the 
construction  of   Diesel  engines  of  various  types. 

The  Leading  Features  of  Semi-Diesel  Oil  Engine,  James  Richardson.  Mar. 
Eng.  Can.,  vol  8.  no.  12.  Dec.  1918,  pp.  295-300.  10  figs.  Definition;  nomencla- 
ture; classification;  compression  pressure;  effect  of  compression;  cycle  of  opera- 
tion. 

LUBRICATION 

GRINDING  LUBRICANTS.  Proper  Care  of  Grinding  Lubricants,  Howard  W.  Dunbar. 
Iron  Trade  Rev.,  vol.  64,  no.  6.  Feb.  6,  1919,  p.  375.  Contends  that  a  tank  for 
each  machine  is  best  way  to  handle  grinding  compounds  and  lubricants 

Lubricating  Oils.  Lubricating  Oils,  G.  R.  Rowland.  Nat.  Engr  .  vol  23,  no.  2, 
Feb.  1919,  pp.  68-71,  1  fig.  Physical  characteristics  and  application;  selection 
of  oil  most  suitable  for  work  required;  distillation. 

MACHINE  ELEMENTS  AM)  DESIGN 

Bearings,  Thrust.  Single-Collar  vs.  Multi-Collar  Thrust  Bearings  for  Propeller 
Shafts,  H  G.  Reist.  Gen.  Elec.  Rev.,  vol.  22.  no.  2,  Feb.  1919,  pp.  133-137, 
3  figs.  From  data  available  author  assumes  that  substituting  of  single  for  multi- 
collar  thrust  bearings  on  average  merchant  ship  would  result  in  saving  about 
one-half  of  one  per  cent  of  the  total  power,  coal  and  size  of  boilers. 

Flywheels.  How  Much  Should  a  Flywheel  Weigh?  Rufus  T.  Strohm.  Power, 
vol.  49,  no.  8,  Feb.  25,  1919,  pp.  269-273,  7  SgS.  Simple  method  of  calculating 
approximately  weight  of  flywheel. 

GEARS,  The  Properties  of  Worm  Axle  Gears.  Machinery,  vol  13,  no  331,  Jan.  30, 
1919,  pp.  479-480.      Formula"  and  calculations. 

Springs.  Calculation  of  Helical  Springs.  (  Berechnung  zylindrischer  SohraubeRfedern 
u  liter  Ver  wend  img  von  Schaulinien  )  Riohard  Seem  an,  Dinglerfl  Polytechnisches 
Journal,  vol.  333,  no  11,  June  1.  1918,  pp.  91-96,  11  figs  ,  5  tables  Concluded 
in  no  12,  June  15,  1918,  pp.  99-101  Lame  diagrams  tor  solving  all  usual  prob- 
lems occurring  with  helical  compression  and  tension  springs  The  second  pail 
contains  typical  examples,  considering  also  the  element  of  time,  as  in  the  dosing 
ot  valves. 

M  VCHINE  shop 

Boring  imi  I. i\iN-,:  War-Time  Repairs  in  the  Navy,  Frank  V  Stanley.  Am. 
Mach  ,  vol.  50.  no,  9.  Feb.  27,  1919.  pp.  383-387,  14  figs.  Boring  and  lining 
operations.      Fifth  article. 

Com  HOI.  OK  Tools.  The  Control  of  Electrically  Operated  Machine  Pools,  F.  Ashton. 
Mech.  World,  vols.  64  and  65,  nos.  1663,  1665,  166s,  1669,  1671  and  167.'. 
Nov.  15,  29,  Dec  20,  27,  1918,  Jan.  II)  and  17.  1919,  pp.  236-237,  259-260. 
292-293,  304-305.  20-21  and  28-29,  17  ligs.  Description  of  various  types  in 
use;  remarks  on  their  operation;  methods  of  starting;  dangers  from  overloads. 

Drive.  Industrial  Motor  Installation,  W.  II.  Wftkeman.  Southern  Engr.,  vol 
30,  no.  6,  Feb.  1919,  pp.  56-59.  HI  figs.  Detail  of  construction  work  in  changing 
from  belt  drive  to  electric  drive. 

GRINDING.      Grinding  as  a  Machine  Operation.      Ry.  GaZ.,  vol.  31).  no.  I.  Jan.  3.  1919, 

pp.   25-27,  3  figs       Suggestions  in  regard   to  designing  ami  operating  grinding 

machines. 
Grouting   of    Masks.     Grouting    Electrical     Machinery     liases — I,    Terrell    Croft. 

Southern  Engr.,  vol.  30,  no  6,  Feb.  1919,  pp.  52-55.  3  figs.      Function  of  grouting; 

mixing  the  grout;  various  materials  for  grout;  preparing  a  machine  bedplate  for 

grout. 


Hammering. 
2  figs. 


Handier  Hammering      Sci.  Am.,  vol.  120,  no.  9,   Mar.  1,  1919,  p.  208, 
Hammer  provided  with  device  to  hold  nail. 


Shaft  Pressing.  Recent  Developments  in  Shaft  Pressing  at  Destination.  N.  L.  Rea. 
Gen.  Elec.  Rev.,  vol.  22,  no.  2,  Feb.  1919,  pp.  138-140,  3  figs.  Description  of 
methods  that  have  been  found  successful  in  pressing  on  shafts  at  destination. 

MACHINERY,  METAL- WORKING 

Dnn.Ls.  A  New  Method  of  Gang  Drilling.  Iron  Age,  vol.  103,  no  S,  Feb.  20,  1919, 
pp.  489-492,  7  ligs  Radical  design  based  on  detachable  drill  heads  and  chain 
drive;  cutting  cycle  automatic;  application  in  boiler  shop. 

Lathe,  Roll.  Japan  to  Have  Massive  Roll  Lathe.  Iron  Trade  Rev.,  vol.  64,  no.  7, 
Feb.  13,  1919,  pp.  451-452,  1  fig.  Tool  is  motor-driven  and  is  provided  with 
several  spindle  speeds;  bed  is  made  in  sections  to  facilitate  transportation;  total 
weight,  275,000  lb. 

Lathe,  Scbew-Cutting.  High-Precision  Screw-Cutting  Lathe.  Mech.  World, 
vol.  64,  no.  1667,  Dec  13,  1918,  p.  282,  1  fig.  Machine  built  by  Commission 
of  Machine  Tool  Dept.,  Ministry  of  Munitions.  Among  other  features  "  live  " 
center  is  "dead,"  drive  being  obtained  by  catchplate  revolving  about  spindle 
extension. 


380 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


MILLING  Machine.  Double-Spindle  Milling  Machine  for  Wrench  Slot  in  Detonator 
Socket.  Machinery,  vol.  13,  no.  331,  Jan.  .SO,  1910,  p.  495,  2  6gs.  Described 
as  permitting  manufacture  of  4000  to  5000  fuse  parts  per  day. 

TRIMMER.  Bliss  Flat-Edge  Trimmer  for  Sheet  Metal.  Am.  Mach.,  vol  ."><),  no.  0, 
Feb.  27,  1919,  pp.  412-414,  4  figs.  Description  of  a  machine  that  will  trim  the 
scrap  from  metal  stampings  and  leave  a  smooth,  flat  edge  suitable  for  soldering, 
welding,  brazing  or  other  operations. 

MACHINERY,  SPEC!  \  I. 

Evaporators.  Industrial  Vacuum  Evaporators,  Frank  Coxon.  Mech.  World, 
vol.  65,  nos  1670  and  107:1  Jan.  :i  and  24,  1919,  pp.  ">  and  to,  7  figs.  Classi- 
fication and  description.      First   and  second  installments.      (To  be  continued.) 

Reserving  Machine.  Reversing  Value  of  Water-Sealed  Type.  Iron  Trade  Rev., 
vol.  (14,  no.  7,  Feb.  13,  1919,  pp.  452  and  467,  1  Eg.  Reversal  of  36-in.  hand- 
operated  furnace  valve  is  accomplished  by  a  balanced  hood  and  counterweights, 

Trench-Digging  Machine.  German  Excavating  Machine  for  Tunnels  and  Mine 
Galleries  (  Machine  allemande  pour  ]e  ereusement  des  tunnels  et  des  galeries  i\c 
mines),  Francis  Schmitt  Genie  Civil,  vol.  7:!,  no.  22,  Nov.  30,  1918,  pp.  421- 
123,  10  fins.  Details  of  excavator  and  of  shaft  with  spiral  blade  for  automatic 
removal  of  material, 

MATERIALS  OF  CONSTRUCTION    \.\'1>  TESTING  OF    MATERIALS 

Alternating  Stresses.  Effect  of  Cold-Working  ami  Rest  on  Resistance  of  Steel 
to  Fatigue  Under  Reversed  Stress,  II.  F.  More  anil  W.  J.  Putnam.  Bul.  Am 
Inst  Miii.  Engrs.,  no.  146,  Feb.  1919,  pp  391-404,  9  figs.  Report  of  research 
under  auspice- of  Nat.  Research  Council. 

Cast  Ikon  Cast  Iron  in  Bending:  Variation  in  Ream  Strength,  ,1.  Harland  Billings. 
(  an  Machy.,  vol.  21,  no.  7.  Feb.  13, 1919, pp.  102-103.  2  figs  Tests  to  determine 
effect    of  varying  cross  section  upon  strength  of  beams  in  bending. 

Glass  Strength  Tests  of  Plain  and  Protective  Sheet  Glass,  T.  L,  Sorey.  .11.  Am. 
Ceramic  Soc,  vol.  1,  no.  11,  Nov.  1918,  pp.  801-808,  4  figs.  Claims  that  in 
both  impact  and  cross-bend  tests  blown  window  glass  was  stronger  than  plate 
glass. 

TOUGHNESS,  Static,  Dynamic,  and  Notch  Toughness,  Samuel  I,.  Hoyt.  Bui.  Am. 
Inst.  Min  Engrs.,  no.  140,  Feb.  1910,  pp.  339-351,  10  figs.  Considers  toughness 
as  an  independent  property  and  proposes  quantitative  determinations  of  tough- 
ness by  notched-bar  impact  tests  (Charpy  tests). 

MEASUREMENTS  AND   MEASURING  APPARATUS 

Dynamometers.  Commercial  Dynamometers,  P.  Field  Foster.  Mech.  World,  vol. 
65,  no.  1670,  Jan.  3,  1010,  pp.  6-7,  2  figs.  "  Transmission  "  types.  Eighth 
installment.     (Continuation  of  serial.) 

Screw  Measurements.  A  Machine  for  Measuring  Screws.  P.  E.  Shaw.  Engineering, 
vol.  107,  no.  2760,  Jan.  24,  1010,  pp.  104-108,  16  figs.  Methods  describe.! 
depend  upon  a  simple  point  contact  in  all  cases.  The  machine  used  deals  with 
the  diameters  and  the  pitch  and  is  of  a  simple  type,  easy  to  use. 

Sphf.rometers.  Mechanical  Measure  of  a  Spherical  Surface.  Spherometers.  Mesurc 
mecanique  d'une  aire  spherique.  Les  spherimetresl.  Paul  Vanet.  Genie  Civil 
vol.  74,  no.  5,  Feb.  1919,  p.  96,  6  figs.  Principle  of  planimeter  applied  to  measure- 
ment of  area  of  closed  figure  drawn  on  a  spherical  surface. 

Temperature  Measurements.  Measuring  Gas  Temperatures  in  Boiler  Settings 
Engineering,  vol.  107,  no.  2768,  Jan.  17,  1919,  pp.  75,  1  fig.  Abstract  of  Bullet  in 
145,  U.  S.  Bureau  of  Mines,  by  Messrs.  Kreisinger  and  Barklev. 

New  Method  of  Measuring  High  Temperatures  by  the  Coloration  of  the 
Light  Emitted  by  an  Incandescent  Body  (Sur  une  nouvelle  mi thode  de  mesurc 
des  temperatures  edevees  d'apres  le  coloration  de  la  lumiere  emise  par  le  corps 
incandescent).  A  Boutaric.  Revue  G6nerale  de  l'Electricite,  vol.  5,  no.  6,  Feb. 
8,  1919,  pp.  210-217,  7  figs.  Based  principally  on  researches  by  Paterson  and 
Dudding.     (Phil.  Mag.,  vol.  30,  July  1915,  p.  34.) 

On  the  Lags  of  Thermometers  with  Spherical  and  Cylindrical  Bulbs  in  a 
Medium  Whose  Temperature  is  Changing  at  a  Constant  Rate,  A.  R.  McLeod. 
Lend.,  Edinburgh  &  Dublin  Phil.  Mag.,  vol.  37,  no.  217,  Jan.  1919,  pp.  134-144. 
Gives  expressions  for  steady  values  of  lags  when  surface  conductivity  is  finite, 
and  for  lags  at  any  instant  when  surface  conductivity  is  infinite.  Expression  for 
surface  conductivity  h  =0.0000515  V,  where  V  is  miles  per  hour,  is  suggested  for 
thermometers  moving  through  air  at  aeroplane  speeds. 

MECHANICS 

Beams.  Theory  of  the  Hyperslatic  Beam  Theorie  de  la  Poutre  Hyperstatique),  D. 
Wolkowitsch.  Genie  Civil,  vol.  74,  no.  5,  Feb.  1,  1919,  pp.  84-80,  7  figs.  Simple 
beam  supported  at  one  end  and  fixed  at  the  other;  continuous  beams  on  supports 
at  same  level.     (Concluded  ) 

Ropes,  Wire,  Stresses  in.  Stresses  in  Wire  Rope,  Shortridge  Hardesty.  Mech. 
Eng.,  vol.  41,  no.  3,  Mar.  1919,  pp.  257-260,  4  figs.  Development  of  new 
formula  for  determination  of  bending  stresses. 

Shafts,  Critical  Velocity  op.  On  the  Critical  Velocity  of  Shafts.  Dunkerley's 
Formula  (Note  sur  la  vilesse  critique  des  arbres.  Formule  de  Dunkerley), 
E.  Halm.  Revue  Generate  de  l'Electricite,  vol.  5,  no.  4,  Jan.  25,  1910,  pp. 
123-130,  3  figs.  Demonstration  of  Dunkerley's  formula  and  calculation  of  its 
accuracy. 

Struts.  Critical  Distributed  Loads  for  Long  Struts.  Arthur  Morley  and  F.  F.  P. 
Bisacre.  Engineering,  vol.  107,  no.  2709,  Jan.  24,  1910,  pp.  90-100,  2  figs. 
Deals  mainly  with  the  compression  flange  or  member  of  cantilevers  or  masts, 
developing  a  general  formula  applicable  to  a  wide  variety  of  distributed  loads. 

MOTOR-CAR  ENGINEERING 

Axles.  Parker  Silent  Internal  Gear  Axle.  Automotive  Industries,  vol.  40,  no.  6, 
Feb.  0,  1019,  pp.  305-300,  3  figs.  Gear  is  completely  enclosed  and  runs  in  oil 
bath. 


C  vkih'retors.  New  Sunderman  Carburetor  Uses  Floating  Venturi.  Automotive 
Industries,  vol.  40,  no.  7,  Feb.  13,  1919,  p.  377,  5  figs.  Employs  mushroom  jet 
and  air  bypass  for  regulating  depression  at  nozzle. 

DESIGN.  Effect  of  Airplane  Construction  on  the  Automobile,  O.  E.  Hunt.  Eng. 
World,  vol.  14,  no.  4,  Feb.  15,  1910.  pp.  53-55.  Claims  that  most  important 
contribution  has  been  the  stimulus  to  thought  of  industry. 

Possible  Effect  of  Aircraft  Experience  on  Automobile  Practice,  Howard 
C.  Marmon,  <>.  E.  Hunt  a  id  Henry  M.  Crane.  Automotive  Industries,  vol.  40, 
no.  6,  Feb.  (i,  1010.  pp.  317-322.  Comparison  of  plane  and  automobile  engines; 
applicability  to  automobile  manufacture  of  experience  gained  in  producing 
light-weight  results;  development  of  alloy  pistons.  Paper  before  Soe.  Automotive 
Engrs, 

ENGINES.  Motor  Transport  Under  Difficulties,  J.  A.  L.  Gallard.  Min.  Mag.,  vol. 
20,  no.  2,  Feb.  1919,  pp.  90-91.  Service  given  by  sleeve-valve  engine  under 
stresses  of  war  conditions. 

Continental  Adaptation  of  Class  B  War  Truck  Engine.  Automotive 
Industries,  vol.  40,  no.  4.  Jan.  23,1919, pp.  21 1-213,  8  figs.  Engine  has  aluminum 
crankcase-and  bell  housing;  designed  originally  for  military  use. 

Gray  Victory  Four-Cylinder  Engine.  Automotive  Industries,  vol.  40,  no 
7.  Feb.  13,  1910.  pp.  370-371,  5  figs.  Block-cast  engine  of  3'^-in.  bore  by  5-in. 
stroke,  of  valve-in-head  type       Intended  for  passenger  cars,  trucks  and  tractors. 

Recardo  Engine  "  Made  Good  "  in  Tanks.  Automotive  Industries,  vol. 
40,  no.  8,  Feb.  20,  1010,  pp.  407-410,  7  figs.  Piston  design;  means  for  cooling 
piston,  for  preheating  carburetor  air,  and  for  preventing  unvaporized  fuel  getting 
into  crank  chamber. 

Fans.  Radiator  Cooling  Fans,  Louis  Sehwitzer.  Automotive  Industries,  vol.  40, 
no.  1,  Jan.  23,  1010,  pp  202-205.  Fan  design,  mounting  and  drive;  location  of 
fan   relative  to  housing. 

GOVERNORS.  Truck  and  Tractor  Engine  Governors,  R.  B.  Shoop.  Automotive 
Industries,  vol.  40,  no.  7,  Feb.  13,  1010,  pp.  37 1-375  and  392,  8  figs.  Classi- 
fication of  various  types;  factors  affecting  design;  adaptation  of  marine  type. 

IIotchkiss  Drive.  An  Analysis  of  the  Hotchkiss  Drive,  Otto  M.  Burkhardt.  Auto- 
motive Industries,  vol.  40,  no.  4,  Jan.  23,  1910,  pp.  200-208,  5  figs.  Resultant 
of  weight  carried  and  torque  or  brake  reaction;  effect  of  torque  on  spring. 

MOTORCYCLES.  Harley-Davidson  Co.  Brings  Out  Sport  Model.  Automotive 
Industries,  vol.  40,  no  7,  Feb.  13,  I  OH),  pp.  302-304,  0  figs.  Design  having  a  two- 
cylinder  opposed  engine,  mult iple-disk  clutch  and  three-speed  transmission. 

Standards.  S.  A.  E.  Discusses  Truck  Subjects,  15.  B.  Baehman,  Cornelius  T.  Myers 
and  G.  E.  Randies.  Automotive  Industries,  vol.  40,  no.  7,  Feb.  13,  1919, 
pp.  349-351.     Pneumatic  tires  for  trucks;  recommended  inflation  pressures. 

Tractors,  Case  15-27  Hp.  Tractor,  P.  M.  Heldt.  Automotive  Industries,  vol.  40, 
no.  5,  Jan.  30,  1010,  pp.  250-201,  9  figs.  Features  of  construction.  Main 
frame  is  single  iron  casting  designed  to  serve  as  main  part  of  transmission  case, 
crank-case  and  rear-axle  housing. 

Operating  a  Traction  Engine,  Thomas  G.  Thurston.  Nat.  Engr.,  vol.  23, 
no  2,  Feb.  1010,  pp.  60-63,  2  figs.  What  is  included  in  field  operations;  skill 
required  in  making  repairs  from  scant  and  unsuitable  materials. 

Principles  of  the  Wheeled  Farm  Tractor,  Edward  R.  Hewitt.  Automotive 
Industries,  vol.  40,  no.  0,  Feb.  0,  1010,  pp.  312-315,  3  figs.  Factors  determining 
maximum  traction  obtainable;  results  of  experiments  to  ascertain  rolling 
resistance.      Paper  before  Soc.  Automotive  Engrs. 

Valves.  Small  Inlet  Valves  Satisfactory  in  Overhead  Valve  Design — I.L.H.Pomeroy. 
Automotive  Industries,  vol.  40,  nO.  8,  Feb.  20,  1919,  pp.  432-435,  G  figs.  Report 
of  tests  made  with  two  engines  of  approximately  same  size,  one  a  valve-in-head 
design  and  the  other  an  Ij-head  valves  side  by  side  in  valve  pocket.  Paper 
before  Instn.  Automobile  Engrs. 

Windshields.  A  New  Windshield  for  Closed  Bodies,  George  J.  Mercer.  Automotive 
Industries,  vol.  40,  no.  8,  Feb.  20,  1019,  pp.  410-417,  3  figs.  Upper  and  lower 
parts  in   inclined  planes  cutting  each   other  in   line  of  vision. 

PIPE 

Standards.  Pipe  Standards  and  Their  Application  to  Commercial  Work,  A.  M. 
Houser  and  C.  C.  Bartlett.  Power  Plant  Eng.,  vol.  23,  no.  5,  March  1,  1919, 
pp.  250-252,  8  figs.  Theoretical  standards;  Briggs  standard  gage;  making  tight 
joints' 

POWER  GENERATION 

Argentina.  Utilization  of  Waterfalls  (Aprovechamiento  de  la  ealdas  de  aqua), 
A.  Di  Cid.  Boletin  de  la  Asociacion  Argentina  de  Electro-T6nicos,  vol.  4,  no. 
9,  Sept.  1918,  pp.  816-820.     Popular  discussion  of  economical  aspect  of  problem. 

France.  Hydraulic  Energy  in  the  Central  Group  of  France  (L'£nergie  hydraulique 
dans  le  Massif  Central  de  la  France),  P.  Morin.  Revue  Generate  de  l'Electricite, 
vol.  5,  no.  6,  Feb.  8,  1910,  pp.  219-227,  4  figs.  Geographical  conditions  and  study 
of  the  water  courses  which  are  susceptible  of  immediate  utilization. 

Maine.  Cost  of  Hydroelectric  Development.  Elec.  Wld.,  vol.  73,  no.  9,  March  1, 
1019,  pp.  413-417.  From  a  report  based  on  the  study  of  Maine  water  powers 
by  H.  K.  Barrows  to  the  Maine  Public  Utilities  Commission.  Effect  of  load 
factor;  costs  of  water  rights,  power  transmission  lines,  storage  reservoirs; 
comparative  utility  of  hydraulic  and  steam  power. 

Tennessee.  The  Larger  Undeveloped  Water-Powers  of  Tennessee,  J.  A.  Switzer  . 
Tennessee  Geol.  Survey,  bul.  20,  1918,  35  pp.,  30  figs.  Report  of  field  and  office 
work;  general  scheme  of  development.     Paper  before  Am.  Electrochem  Soc. 

United  States.  Water  Powers,  O.  B.  Wilcox.  Nat.  Elec.  Light  Assn.  Bul.,  vol.  6, 
no  2,  Feb.  1919,  pp.  55-50.  Estimate  of  available  water  power  in  U.  S.  From 
report  of  chairman  of  Committee  on  Public  Service  Securities,  Investment 
Bankers'  Assn.  Am. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


381 


POWER  PLANTS 

Boiler  Design.  Modern  Boiler  Practice,  F.  A.  Combe.  Jl.  Eng.  Inst.  Can.,  vol.  2, 
no.  2,  Feb.  1919,  pp.  109-119,  9  figs.  Outline  of  principles  governing 
boiler  and  furnace  design,  with  review  of  present  knowledge  of  laws  related 
thereto,  and  trend  of  modern  practice,  together  with  general  notes  regarding 
boiler  installation  and  operation. 

Boiler  Testing.  Boiler  and  Furnace  Testing.  Rufus  T.  Strohm.  U.  S.  Fuel  Adminis- 
tration, Bur.  of  Conservation,  eng.  bul.  1,  20  pp.,  3  figs.  Suggests  tests  to  be 
made  everyday  and  apparatus  required  for  making  them. 

Boilers,  Uptakes  for.  How  to  Lav  Out  a  Large  Uptake  for  Stationary  Boilers, 
Phil  Nesser.  Boiler  Maker,  vol.  19,  no.  2,  Feb.  1919,  pp.  42-45,  7  figs.  Method 
saves  job  of  shearing. 

Condensers.  Condenser  Engineering  Practice,  D.  D.  Pendleton.  Mech.  World, 
vols.  G4  and  65,  nos.  1669  and  1673,  Dec.  27,  1918,  and  Jan.  24,  1919,  pp.  309- 
310  and  41.  Hotwell  of  low-type  jet  machine;  air  in  surface  condensers;  heat 
transfer  in  surface  condensers.  Abstract  of  paper  presented  to  Assn.  Iron 
&  Steel  Elec.  Engrs. 

Vacuum  Trouble  in  Turbine  Condensers.  James  Brakes,  Jr.  Power,  vol. 
49,  no.  8,  Feb.  25,  1919,  pp.  287-288,  4  figs.  Discussion  of  an  article  "  Keeping 
Up  Condenser  Performance,"  Power,  Dec.  17,  1919. 

Cost.  Power  Plant  Costs  Committee.  Nat.  Engr.,  vol.  23,  no.  2,  Feb.  1919,  pp. 
90-95,  4  figs.      N.A.S.E.  committee  cost  and  production  sheets. 

Draft.  Mechanical  Draft,  Charles  L.  Hubbard.  Southern  Engr.,  vol.  30,  no.  6, 
Feb.  1919,  pp.  40-43,  2  figs.  Rates  of  combustion;  draft  pressure;  air  require- 
ments; diagram  of  water-tube  boiler  equipped  with  mechanical  draft. 

Feedwater  Softening.  Boiler  Water  Treatment,  U.  S.  Fuel  Administration,  eng. 
bul.  3,  8  pp.     Examples  of  economies  effected  by  softening  water. 

Water  Softeners,  C.  E.  Stromeyer.  Colliery  Guardian,  vol.  117,  no.  3031, 
Jan.  31,  1919,  pp.  248-249,  2  figs.  Abstracted  from  memorandum  of  chief 
engineer  to  Manchester  Steein  Users'  Assn. 

FinEBOx.  New  Type  of  Firebox  Construction.  Boiler  Maker,  vol.  19,  no.  2,  Feb. 
1919,  pp.  33-37  and  61,  4  figs.  Customary  arch  tubes  are  repalced  by  "thermic 
syphons"  or  tubular  sections  extending  from  lower  part  of  throat  sheet  up  to 
rear  end  of  crown  sheet;  upper  part  of  tubular  section  is  extended  in  form  of 
flat  plates,  spaced  4  in.  apart  up  to  crown  sheet  for  nearly  entire  length  of 
firebox. 

Heat  Losses.  Fuel  Economy  in  the  Boiler  House — I,  John  B.  C.  Kershaw,  Chem. 
&  Metallurgical  Eng.,  vol.  20.  no.  4,  Feb.  15,  1919,  pp.  176-178,  3  figs.  Study 
of  heat  losses  and  their  control. 

High  Steam  Pressures  Use  of  Higher  Steam  Pressures  and  Temperatures  in  Power 
Plants,  J.  H.  Shaw.  Elec.  Rev.,  vol.  74,  no.  7,  Feb.  15,  1919,  pp.  262-256, 
5  figs.  Practical  and  theoretical  considerations  involved;  their  effect  upon 
turbine  efficiency,  design  and  plant  layout.  Abstract  of  paper  before  the  Am. 
Inst,  of  Elec.  Engrs. 

The  Use  of  High-Pressure  and  High-Temperature  Steam  in  Large  Power 
Stations,  J.  H.  Shaw.  Jl.  Instn.  Elec.  Engrs.,  vol.  57,  no.  278,  Jan.  1919. 
pp.  73-82  and  (discussion),  pp.  82-108,  5  figs.  Discussion  of  economical  aspect 
of  question;  quotes  data  of  various  stations  and  suggests  a  schedule  showing 
coal  consumption,  cost  of  coal,  and  amount  of  capital  that  can  be  expended  to 
absorb  estimated  saving. 

Isolated  Plant.  Saving  Coal  in  Steam  Power  Plants.  U.  S.  Fuel  Administration, 
eng.  bul.  2,  8  pp.,  4  figs.  Isolated  plant  vs.  central-station  power;  typical 
distribution  of  heat  in  medium-sized  hand-fired  plant,  chief  losses  in  boiler- 
plant  operation. 

Oil  Elimination.  Oil  Elimination,  Charles  L.  Hubbard.  Nat.  Engr,  vol.  23, 
no.  2,  Feb.  19,  1919,  pp.  75-79,  16  figs.  Discussion  of  various  methods  used 
to  eliminate  oil  from  exhaust  steam  and  condensation  and  their  principles  of 
operation;  exhaust  steam  separators;  purpose  of  baffle  platen  :nul  corrugations; 
steam  filtration;  purifying  condensate. 

Operation.  Improving  Factory  Steam  Plants,  H.  A.  Wilcox.  Power  Plant  Eng., 
vol.  23,  no.  4,  Feb.  15,  1919,  pp.  184-187,  1  fig.  Case  IV.  Putting  old  plant 
into  condition  to  finish  its  years  of  service  efficiently.     Sixth  article. 

Outline  of  Factors  Governing  Economical  Boiler  Operation,  Robert  June. 
Elec.  Rev.,  vol.  74,  no.  7,  Feb.  15,  1919,  pp.  257-260,  2  figs.  Combustion,  loss 
due  to  excess  air  and  losses  in  burning  coal;  accounted-for  and  unaccounted-for 
losses.     Second  article. 

Power  Plants.  New  Philadelphia  Power  Plant,  Walter  C.  Edge.  Nat.  Engr.. 
vol.  23,  no.  2,  Feb.  1919,  pp.  53-57,  6  figs.  Designed  to  eliminate  three  old 
plants  and  to  provide  ample  heat  for  process  work  from  exhaust  steam  of  engines 
and  auxiliaries. 

Safety.  Placing  Valves  in  Unsafe  Positions,  V.  R.  Hughes.  Power,  vol.  49,  no.  9, 
Feb.  25,  1919,  pp.  266-268,  17  figs.     ICxamples  of  safe  and  unsafe  arrangements. 

Service  Records.  Memoranda  of  Office  Records,  Allan  W.  Cuddeback.  Can. 
Engr.,  vol.  36,  no.  7,  Feb.  13,  1919,  pp.  217-218,  2  figs.  Records  of  location 
of  service  pipes,  valves,  hydrants  and  distribution  mains  of  Passaic  Water  Co. 

Stokers.  New  Travelling  Grate  Stoker  for  Forced  Draft.  Power  Plant  Eng.,  vol.  23, 
no.  5,  March  1,  1919,  pp.  262-263,  3  figs.  Illustrated  description  of  the 
Harrington  stoker. 

Design  and  Construction  of  Mechanical  Chain  Grate  Stokers,  W.  H. 
Grantham.  Mech.  World,  vol.  64,  nos.  1668  and  1669,  Dec.  20  and  27,  1918, 
pp.  294  and  307,  7  figs.  Laclide-Christie  design.  Sixth  and  seventh  install- 
ments.    (Concluded.) 

Turbines.  Reliable  Performance  of  Large  Turbines,  Blast  Furnace,  vol.  7,  no.  3, 
Mar.  1919,  pp.  147-148,  3  figs.  Turbine  generator  of  35,000  kw.  installed  in 
Commonwealth  Edison  Co.,  Chicago. 

Steam  Turbine  Operation,  J.  B.  Wilson.  Power  Plant  Eng.,  vol.  23,  no.5, 
Mar.  1,  1919,  pp.  227-231,  5  figs.  Points  to  be  watched  and  conditions  to  be 
sought  for  best  economy. 


Waste  Heat.  The  Utilization  of  Waste  Heat  from  Open-Heart h  Furnaces  for  tin- 
Generation  of  Steam,  Thomas  B.  Mackenzie.  Iron  &  Steel  Can.,  vol.  2,  no.  1, 
Feb.  1919,  pp.  14-24,  3  figs.  Data  obtained  from  experiments  with  acid-lined 
furnaces  or  ordinary  construction.     Paper  before  Iron   &  Steel  Inst. 

POWER    TRANS  MISSION 

Mill  Drive.  Geared  Versus  Direct-Couple  Motors,  R.  \V.  Davis  Blast  Furnace, 
vol.  7,  no.  3,  Mar.  1919,  pp.  138-139,  3  tigs.  Example  of  2000-hp.,  81-r.p.m., 
6600-volt,  3-phase,  25-cycle  motor  built  with  direct-coupled  tandem  plate  mill 
drive. 

PRODUCER   GAS 

Blast  Furnace.  The  Blast  Furnace  as  a  Gas  Producer,  Blast  Furnace,  vol.  7, 
no.  3,  Mar.  1919,  p. 127.  Concerning  German  blast  furnace  practice  From 
Stahl  und  Eisen. 

PUMPS 

Water- Works  Pimps.  Economic  Value  of  Electrically  Driven  Pumps  for  Small 
Water  Works,  D.  D.  Ewing.  Mun.  &  County  Eng.,  vol.  56,  no.  2,  Feb.  1919, 
pp.  68-70.     Illustrative  examples.     Figures  are  of  pre-war  type. 

Electrically  Driven  Pumps  in  Small  Water-works,  D.  D.  Ewing.  Engineer- 
ing and  Concracting,  vol.  51,  no.  7,  Feb.  12,  1919,  pp.  170-171.  Energy  required 
by  electrically  driven  pumps;  power  requirements;  concrete  illustration  oi 
motor-application  principle ;cost  of  charming  to  electrically  driven  pumps 
From  paper  before  Indiana  Eng.  Soc,  1919. 

REFRACTORIES 

Basic-Refractories.  Basic  Refractories  for  the  Open  Hearth,  J.  Spotts  McDowell 
and  Raymond  M.  Howe.  Bid.  Am.  Inst.  Min.  EngTB.,  no.  146,  Feb.  1919, 
pp.  292-309,  7  figs.  Report  of  laboratory  tests,  Low-line  magnesite  showed 
less  tendency  to  slake,  higher  refractoriness  and  greater  resistance  to  attack 
by  firebrick  and  silica  brick  than  high-lime  magnesite;  dolomitic  materials 
highest  in  impurities  and  lowest  in  lime  were  most  resistant  to  slaking;  mag- 
nesites  were  more  resistant  than  dolomites  to  slaking  and  to  action  of  corrosive 
I'e  ,P.  Fe-O-  fireclay  and  silica. 

Firebrick.  How  Slag  Temperatures  Affect  Firebrick,  Raymond  M.  Howe.  Brick 
&  Clay  Rec,  vol.  54.  no.  2,  Jan.  2s,  1919,  pp.  143-144.  Results  of  tests  indicat- 
ing effects  on  life  of  brick.      From  Iron  Trade  Rev. 

Great  Britain.  Refractories.  Times  Eng  Supp.,  year  15,  no.  531,  Jan.  1919,  p  19 
Empire  sources  of  supply;  possibilities  in  manufacturing  reforms. 

REFRIGERATION 

Marine  Refrigeration.  Developments  in  Marine  Refrigeration  ami  Details  ol 
Brunswick  Apparatus,  W.  O.  Whitney.  Jl.  Am.  Soc.  Marine  Draftsmen, 
vol.  6,  no.  3,  Oct.  1918,  pp.  30-40,  6  figs.  Features  of  the  various  types  of 
refrigerating  plants;  discussion  of  their  respective  applicability. 

Meat  Industry.  The  Efficiency  of  the  Frozen-Meat  Industry,  G.  I.  I).  James 
New  Zealand  Jl.  Sci.  &  Technology,  vol.  1,  no.  6,  Nov.  19.18,  pp.  311-315. 
Loss  of  dead  weight  in  railing  and  droving,  freesing  and  transport . 

RESEARCH 

Gas  [NDU8TRT.     The  Place  of  Research  in  the  Gas  In  In  tiv    S     W     P"»n       Gafl    \n'  . 

vol.  43,   no.   3,   Feb.    1,    1919,  pp.    135-136.      Points  out   fields  of  investigation, 
From  paper  before  Western  Soc.  Engrs. 

Great  Britain.  Research  Progress.  Times  Eng.  Supp.,  year  15,  no.  531,  Jan. 
1919.  p.  31.      Work  done  by  Dept.  of  Sci.  &  Indus   Research,  Great  Britain. 

United  States.  American  Engineering  Research,  W.  R  Whitney.  Proc.  Am. 
Inst.  Elec.  Engrs..  vol.  38,  no.  2,  Feb.  1919,  pp.  115-127.  Calls  atlenti.it-  to 
our  national  condition  in  relation  to  engineering  research  and  expresses  conven- 
ience of  crystallizing  research  work  into  an  acceptable  form. 

Research  in  America  After  the  War,  R.  A.  Millikan.  Proc.  Am.  Inst 
Elec.  Engrs.,  vol.  38,  no.  2,  Feb.  1919,  pp.  129-140.  Suggestions  in  regard  Jo 
concert eil  action  between  similar  committees  of  the  various  scientific  societn  a 

STANDARDS    AND    STANDARDIZATION 

Brass  and  Bronze  FOUNDRIES.  Standards  for  Brass  and  Bronze  Foundries  and 
Metal-Finishing  Processes,  Lillian  Eskine.  Bul.  Am.  Inst.  Min.  Engrs.,  no  1  16, 
Feb.  1919,  pp.  263-275.  Study  of  approved  practices  and  equipment  to  sale- 
guard  health  of  workers. 

German  Machinery.  Standardization  in  German  Machine  Building  (Vereinheit- 
lichung  in  deutchen  Maschinenbau).  Zeitschrift  der  Deutscher  Gesellschafl 
fuer  Mechanik  und  Optik,  nos.  1  and  2,  Jan.  15,  1918,  pp.  1-6.  Standardiza- 
tion to  meet  competition  after  the  war.  'This  installment  contains  the  first 
five  standard  tables  intended  to  be  followed  by  "  German  Machine  Industrie," 
including  sizes  of  drawings,  German  standardization,  etc.;  also  list  of  members 
throughout  Germany  engaged  in  this  work.  Effective  since  Feb.  15,  1918. 
From  Zeitschrift  ver  d.  Ins.,  vol.  61,  p.  985,  1917. 

Lengths.  Industrial  Length  Standards  (Les  calibres  indiistriels  de  longueur).  Ch.-Ed. 
Guillaume.  Bulletin  de  la  Societe  Francaise  des  Electriciens,  v<il,  s,  no  75, 
Dec.  1918,  pp.  383-400,  5  figs  Development  of  present,  principles  of  gaging; 
comparison  of  various  standards;  gaging  machines  of  the  Societe  Genevoise 
Writer  believes  advisability  of  ascertaining  from  manufacturers  their  experience 
with  the  various  metals  used  in  manufacture  of  gages  and  deciding  from  study 
of  reports  on  a  standard  which  will  satisfy  all  requirements. 

Motor-Car  Parts.  Standards  Committee  Acts  on  Division  Reports.  Automotive 
Industries,  vol.  40,  no.  6.  Feb.  6,  1919,  pp.  307-311,  8  figs.  Ball-bearing 
electrical,  engine,  spring,  tire  and  rim  S.A.E.  recommended  standards. 

Steel.  British  Adopt  Twenty  Standard' Steel  Specifications.  Automotive  Industrie, 
vol.  40,  no.  8,  Feb.  20,  1919,  pp.  418-419.  Gives  chemical  and  physical 
properties,  together  with  definitions  of  terms  used. 


382 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE    OF     CANADA 


STEAM    ENGINEERING 

Boilers.  Water  Circulation  in  Boilers,  A.  D.  Williams,  Power,  vol.  49,  no.  8,  Feb  .25, 
1919,  pp.  285-286.  Notes  on  water  circulation  in  water-tube  boilers.  Descrip- 
tion of  simple  experiments  by  which  observer  can  obtain  an  idea  of  flow  of 
steam  in  tubes  of  varying  pitch. 

The  Principles  of  Heat  Absorption,  Robert  June.  Brick  &  Clay  Rec, 
vol.  54,  no.  2,  Jan.  28,  1919,  pp.  133-130,  0  figs.  Importance  of  maintaining 
clean  surfaces  inn.  boiler. 

Turbines.  Notes  on  Large  Steam  Turbine  Design,  J.  F.  Johnson.  Elec.  Jl.,  vol.  If., 
no.  1,  Jan.  1919,  pp.  33-38,  4  figs.  Operating  records;  load  capacities;  graph 
of  relative  steam  consumption  of  large-capacity  turbines;  principles  of  turbine 
design.     Paper  before  Phila.     Section,  Am.  Soc.    Mech.  EngrB. 

The  Assembly  and  Adjustment  of  Steam  Turbines,  J.  Humphrey. 
Machinery,  vol.  13,  no.  331,  Jan.  30,  1919,  pp.  486-492.  14  figs.  Turbines 
considered  are  those  working  on  Parsons  principle  and  having  a  large  number 
of  fixed  and  moving  blades,  caulked  into  casing  and  on  periphery  of  rotor. 

High-Power  Steam  Turbines  (Les  turbines  a  vapeur  de  grandes  puissances), 
Jean  Guerner,  Revue  Gene>ale  de  l'Electricite,  vol.  5,  no.  6,  Feb.  8,  1919,  pp. 
227-230,  3  figs.  Development  of  steam  turbines,  with  reference  to  American 
models;  economical  comparison  of  the  various  types,  from  data  obtained  in 
American  practice. 

WELDING 

Acetylene  Welding.  A  Missing  Link  in  Welding  Equipment,  Arthur  W.  Dohmen. 
Jl.  Acetylene  Welding,  vol.  2,  no.  8,  Feb.  1919,  pp.  388  and  392-393,  4  figs. 
Instrument  which  indicates  flow  of  gases  being  used  by  welder. 

Improvements  in  Guides  for  Oxy-Acetylene  Blowpipes.  Acetylene  & 
Welding  Jl.,  vol.  15,  no.  183,  Dec.  1918,  p.  226,  3  figs.  Guide  consists  of 
rotating  plate  having  eccentrically  mounted  tube;  supporting  base  for  plate  is 
provided  with  ball  race. 

Oxy-Acetylene  Welding  and  Cutting.  Eng.  &  Min.  Jl.,  vol.  107,  no.  0, 
Feb.  8,  1919,  pp.  268-269.  Abstract  of  bul.  11  of  Federal  Board  for  Vocational 
Education. 

Oxy-Acetylene  Welding  Problems,  W.  L.  Bean.  Ry.  Mech.  Eng.,  vol.  93, 
no.  2,  Feb.  1919,  pp.  97-100,  3  figs.  Discussion  of  flame  structure  and  methods 
of  handling;  careful  training  of  operators  necessary.  From  paper  before  New 
England  Ry.  Club. 

Oxy-Acetylene  Welding.  Power  Plant  Eng.,  vol.  23,  no.  5,  Mar.  1,  1919, 
pp.  244-246,  2  figs.  Hints  for  beginners  and  pointers  on  power  plant  repair 
jobs.     Second  article. 

Boiler  Welding.  Boiler  Welding,  P.  F.  Willis.  Jl.  Acetylene  Welding,  vol.  2, 
no.  8,  Feb.  1919,  pp.  393-398,  29  figs.  Welding  of  a  half  side  sheet  in  a  locomo- 
tive firebox;  welding  of  simple  crack;  welding  half  door  sheets.  From  book  on 
Oxy-Acetylene  Welding  and  Cutting.     To  be  continued. 

Cast  Iron.  Welding  Cracked  Cast  Iron  Radiators,  David  Baxter.  Metal  Worker, 
vol.  91,  no.  3,  Jan.  17,  1919,  pp.  83-85,  3  figs.  Particulars  of  work  and  skill 
required  for  job.     From  Jl.  Acetylene  Welding. 

Covered  Electrode  Welding.  The  Covered  Electrode  Process,  E.  G.  Rigby. 
Jl.  Engrs.  Club  Phila.,  vol.  35-10,  no.  167,  Oct.  1918,  pp.  472-482,  6  figs.  Its 
adoption  in  English  shipyards;  equipment;  conditions  required  for  good  welding; 
its  application  to  ship's  deck  structures,  bulkhead  structures,  etc.  Fourth 
discussion  under  auspices  of  U.  S.  Shipping  Board  Emergency  Fleet  Corpora- 
tion. 

Electric  Welding.  Electric  Welding — A  New  Industry,  H.  A.  Hornor.  Jl.  Engrs. 
Soc.  Phila.,  vol.  35-12,  no.  169,  Dec.  1918,  pp.  537-543,  12  figs,  and  Elecn., 
vol.  82,  no.  2122,  Feb.  17,  1919,  pp.  96-97.  Present  status;  review  of  sugges- 
tions offered  to  develop  scientific  system  of  testing;  methods  of  electric  welding. 
Electric  Welding  Practice,  Comfort  A.  Adams.  Jl.  Enger.  Club  Phila., 
vol.  35-12,  no.  169,  Dec.  1918,  pp.  531-536,  7  figs.  Testing;  research;  training; 
ship  design  and  costs;  shipyards  committee.  Seventh  discussion  under  auspices 
of  U.  S.  Shipping  Board,  Emergency  Fleet  Corporation. 

Fusion  in  Arc  Welding.  Fusion  in  Arc  Welding,  O.  H.  Escholz.  Proc.  Am.  Inst. 
Elec.  Engrs.,  vol.  38,  no.  3,  Mar.  1919,  pp.  319-327,  16  figs.  Characteristics 
of  metallic  electrode  arc  welding,  and  effect  of  arc  length,  welding  procedure, 
electrode  material,  arc  current  and  electrode  diameter  upon  these  character- 
istics. 


Inspection.  Inspection  of  Metallic-Electrode  Arc- Welds,  O.  S.  Escholz.  Min.  & 
Sci.  Press,  \ol.  118,  no.  8,  Feb.  22,  1919,  p.  26,  7  figs  Methods  for  indicating 
fusion,  slag  content,  porosity,  and  crystal  structure. 

Mild  Steel.  Welding  Mild  Steel,  H.  M.  Hobart.  Bul.  Am.  Inst.  Min.  Engrs., 
no.  146,  Feb.  1919,  pp.  517-561,  17  figs.  Investigation  undertaken  by  welding 
research  sub-committee  of  welding  committee  of  the  Emergency  Fleet  Corpora- 
tion. Object  was  to  extend  use  of  welding  in  construction  of  merchant  ships 
and  to  provide  basis  for  obtaining  the  best  ecomony  and  efficiency  in  employing 
welding  in  place  of  riveting  in  construction  of  hulls. 

Pressure  in  Weld.  Difficulties  Encountered  in  Welding  Steel  ,B.  K.  Smith.  Boiler 
Maker,  vol.  19,  no.  2,  Feb.  1919,  pp.  39-40.  Pressure  of  iron  oxide  in  the 
weld;  problems  of  expansion  and  contraction. 

Pressure  Vessels.  Oxy-Acetylene  Welding  as  Applied  to  Pressure  Vessels. 
Acetylene  &  Welding  Jl.,  vol.  15,  no.  183,  Dec.  1918,  pp.  220-221,  1  fig.  Example 
of  welded  gas  containers.     From  Revue  de  la  Soudure  Autogene. 

Radiograph.  Radiograph  Proves  Successful  "  Jack-of-AU-Operations."  Jl 
Acetylene  Welding,  vol.  2,  no.  8,  Feb.  1919,  pp.  385-387,  6  figs.  Account  of 
exhibition  of  Davis-Bournonville  apparatus. 

Ruptures  in  Welds.  Path  of  Rupture  in  Steel  Fusion  Welds,  S.  W.  Miller.  Bul. 
Am.  Inst.  Min.  Engrs.,  no.  146,  Feb.  1919,  pp.  311-338,  82  figs.  Report  of 
research  under  joint  auspices  of  Nat.  Research  Council  and  Emergency  Fleet 
Corporation. 

Thermit  Welding.  Modern  Welding  and  Cutting  Ethan  Viall.  Am.  Mach.,  vol.  50, 
nos.  7,  8  and  9,  Feb.  13,  20  and  27,  1919,  pp.  283-291,  20  figs.,  pp.  341-31(1, 
10  figs.,  pp.  389-394,  16  figs.  Thermit  welding  of  crankshafts,  mill  pinions, 
etc.     Second,  third  and  fourth  articles. 

WOOD  AND   TIMBER 

Veneer  Manufacture.  The  Manufacture  of  Veneer  and  Plywood,  B.  C.  Boulton. 
Aerial  Age,  vol.  8,  no.  25,  Mar.  3.  1919,  pp.  1240-1241,  1272  and  1285,  7  figs. 
Methods  of  cutting  preparation  of  logs  for  sawing  and  slicing;  sheer  cutting; 
veneer  sawing  and  drying. 

VARIA 

Engineering  Societies.  Address  at  the  Annual  Meeting,  Arthur  N.  Talbot.  Proc. 
Am.  Soc.  Civil  Engrs.,  Papers  &  Discussions,  vol.  45,  no.  2,  Feb.  1919,  pp  29-51. 
Review  of  activities  of  the  year  and  discussion  of  outlook  of  Society. 

Engineer's  Part  in  Reconstruction.  The  Engineer's  Part  in  Af ter-the- War 
Problems,  F.  H.  Newell.  Sci.  Monthly,  vol.  8,  no.  3,  Mar.  1919,  pp.  239-246. 
How  the  engineer  and  organizations  of  engineers,  both  individually  and  collec- 
tively, can  perform  their  largest  service. 

Hotels.  Mechanical  Equipment  of  a  Modern  Hotel.  Power,  vol.  49,  no.  7,  Feb.  18, 
1919,  pp.  230-233,  9  figs.  First  of  series  describing  mechanical  equipment  of 
Hotel  Pennsylvania,  New  York  City. 

Latin-American  Engineering  Conditions.  Relation  Between  Engineering  and 
Agriculture  in  Latin  America,  A.  M.  Shaw.  La.  Planter  &  Sugar  Mfg., 
vol.  62,  no.  7,  Feb.  15,  1919,  pp.  106-107.  Present  conditions  in  Latin  America; 
opportunities  these  nations  offer. 

Licensing  op  Engineers.  The  Registration  of  Professional  Engineers.  Jl.  Electricity, 
vol.  42,  no.  3,  Feb.  1,  1919,  pp.  125-127.  Act  for  licensing  of  engineers,  pre- 
pared by  San  Francisco  local  sections  of  engineering  societies. 

Nomenclature,  Scientific.  Note  on  the  Linguistic  Nomenclature  of  Scientific 
Writers,  Albert  Campbell.  Proc.  Phys.  Soc.  London,  vol.  31,  part  2,  Feb.  15, 
1919,  pp.  80-81  and  (discussion)  pp.  81-83.  Comments  on  anglicizing  terms 
from  Latin  and  Greek  introduced  in  the  language. 

State's  Part  in  Industries.  Engineers  and  the  State.  Times  Eng.  Supp.,  year  15, 
no.  531,  Jan.  1919,  p.  8.  Opinions  concerning  part  Government  should  take  in 
problems  confronting  industry. 


JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 


139 


Made  in  Canada 


r^ 


Preserves  Roads 
Prevents  Dust- 


Westmount  Boulevard,  Westmount,  Montreal. 
Constructed  with  "  Tarvia-X  "  in  WIS. 


Dustless,  Durable  Roads 


A  LL  day  long  the  automobiles  go  whirling 
-*•*■  through  this  street  and  there  is  no  dust — 
the  air  is  clear  and  clean,  the  foliage  stays 
fresh. 

This  means  that  the  road  is  rightly  con- 
structed ;  that  i  t  is  strong  enough  to  withstand 
the  traffic  on  its  surface. 

For  clouds  of  dust  following  an  automobile 
mean  that  the  road  is  "  wasting  away." 

So  also  is  the  ratepayers'  money  that  paid 
for  the  road  originally  and  will  soon  have  to 
pay  for  its  reconstruction. 

Dusty  roads  are  absolutely  unnecessary. 

Build  and  maintain  your  roads  with  Tarvia 
and  instead  of  being  weaker  they  will  be 
stronger  than  the  traffic  which  passes  over 
them. 


Tarvia  is  a  coal-tar  preparation  which  reen- 
forces  the  road-surface  and  makes  it  water- 
proof, dustless  and  mudless. 

Strange  to  say,  it  does  not  add  to  the  cost 
to  make  a  road  dustless  and  durable  with 
Tarvia,  because  the  use  of  the  Tarvia  reduces 
the  annual  up-keep  expense  to  such  an  extent 
that  it  more  than  pays  for  the  cost  of  the 
treatment. 

Many  cities  and  towns  have  adopted  the  use 
of  Tarvia  on  a  large  scale  simply  to  reduce 
their  annual  road  bills. 

If  you  are  interested  in  the  road  proposition, 
write  us  and  we  will  send  you  a  booklet  show- 
ing towns  all  over  the  Dominion  that  have 
used  Tarvia  successfully  and  economically. 


Special  Service  Department 


This  company  has  a  corps  of  trained  engi- 
neers and  chemists  who  have  given  years 
of  study  to  modem  road  problems.  The 
advice  of  these  men  may  be  had  for  the 
asking  by  any  one  interested. 


If  you  will  write  to  the  nearest  office  re- 
garding road  problems  and  conditions  in 
your  vicinity,  the  matter  will  have  prompt 
attention. 


The  $^18'  Company 


MONTREAL 

ST.  JOHN,  N.B. 


TORONTO 


LIMITED 


WINNIPEG 


HALIFAX,  N.S. 


VANCOUVER 
SYDNEY,  N.S. 


140 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Dominion  Bridge  Company,  Limited 

Montreal,    P.  Q. 

Engineers,    Manufacturers,    and    Erectors    of 
STEEL     STRUCTURES 

RAILWAY  AND  HIGHWAY  BRIDGES,  BUILDINGS,  TURNTABLES,  ELECTRIC  AND  HAND  POWER 

TRAVELLING    CRANES,     COAL    AND    ORE    HANDLING    MACHINERY,      LIFT    LOCKS    AND    HYDRAULIC 

REGULATING  GATES,  TRANSMISSION  POLES  AND  TOWERS 

TANK     and      PLATE     WORK 

OF     EVERY     DESCRIPTION 


DIGESTERS 

PAPER     MAKING     MACHINERY 

MARINE      BOILERS      and      ENGINES 

GENERAL.     MACHINE    WORK 


HEAD   OFFICE    AND    WORKS 

LACHINE,     P.  Q. 


P.O.  ADDRESS:   MONTREAL,   P.Q. 
CABLE    ADDRESS     "  DOMINION  " 


branch  offices  and  works: 
Toronto.  Ottawa.  Winnipeg 


Montreal, 


Toronto, 


Sales    Offices  : 
Ottawa,  Winnipeg,  Edmonton.  Regina,  Vancouver 


LARGE    STOCK    OF    STRUCTURAL    MATERIAL    AT    ALL     WORKS 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  141 


Insulating  Granular  Cork 
Invaluable  for  Refrigeration 


The  lightest  material   known   for   efficient  insulation 
and  consequent  saving  of  deadweight  tonnage. 


All    grades    guaranteed    not  to  exceed    6    lbs.    weight 

per  cubic  foot. 


CONTE    HERMANOS 

GIBRALTAR 


FACTORIES      IN     SPAIN 


LONDON  AGENTS: 

CONTE  BROTHERS 

41,  Crutched  Friars,  E.G.  3. 


142 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


44 


SCOTIA 


V 


STEEL  PRODUCTS 


Billets,  Blooms  and  Slabs. 

Heavy  Forgings. 

Car  Axles. 
Locomotive  Axles. 

Sheared  Plates  up  to 
48  in.    wide,  5-8"  thick- 
Weight  up  to   1060  lbs. 

Merchant  Bars  in  Rounds, 
Squares,  Flats,  Ovals,  Half  Ovals 
Tires  and  Sleigh  Shoe. 


Sheet  Bars  up  to  15  in.  wide. 

Square  Twisted  Concrete 
Reinforcing  Bars. 

Agricultural  Shapes. 

Light  Rails 

Angle  and  Splice  Bars 

Tie  Plates. 

Track  Spikes  and  Bolts. 

Cold  Drawn  Shafting  and 
Machinery  Steel. 


Fluid  Compressed  Steel  Forgings 


NOVA  SCOTIA  STEEL  &  GOAL  CO.,  LTD. 


General  Sales  Office  Head  Office 

WINDSOR  HOTEL,  MONTREAL,  QUE.        NEW     GLASGOW,     NOVA     SCOTIA. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  143 


HYDROSTONE 


THE  HALIFAX  RELIEF  COMMISSION  HAVE  ADOPTED  THIS 
STONE  FOR  THE  RE-BUILDING  OF  THE  RESTRICTED  RESIDENTIAL 
PORTION  OF  DEVASTATED  HALIFAX,  MAKING  IT  A  FIRE-PROOF 
DISTRICT. 

THIS  STONE  WAS  ADOPTED  BY  THE  COMMISSION  ON  THE 
ADVICE  OF  THE  ARCHITECT  AFTER  AN  EXTENSIVE  STUDY  OF  NEW 
TOWN  SITES  IN  THE  UNITED  STATES. 

IF  YOUR  PRINCIPALS  ARE  COMTEMPLAT1NG  TOWN  SITE  OR 
FACTORY  CONSTRUCTION  OR  BUILDINGS  OF  A  PERMANENT  NATURE 
LET  US  DISCUSS  THE  PROJECT  WITH  YOU  BEFORE  FINALLY  DECIDING 
YOUR  TYPE  OF  CONSTRUCTION. 


Nova  Scotia  Construction  Co. 

LIMITED 

ENGINEERS  and  CONTRACTORS 
159  UPPER  WATER  STREET,  HALIFAX,    N.  S. 


144 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


"McAVITY" 


Street   Sprinkling 


,eff* 


Valve 

as  adopted  by  the  leading 
Towns  and  Cities  throughout 
Canada  and  U.  S.  A. 


••         ••         ••        •• 


Fig.  1 

Shows  offset  which  gives  full  opening 

of  hydrant  at  nozzle. 


.        Fig  2. 
Shows  Valve  open. 


THIS  Valve  is  used  by  the  fire  department  in  extinguishing  fires,  by  the 
street  works,  for  flushing  of  mains  and  sewers,  and  by  contractors  as 
syphons,  etc.,  without  any  interference  to  the  hydrant. 

The  valve  screws  on  to  the  hydrant  in  the  spring,  the  water  turned  on  at  full 
opening  until  cold  weather  sets  in. 


Established  1834 

Branches  at 

MONTREAL 

T.  McA.  Stewart, 
157  St.  James  St. 


BRASS    AND    IRON    FOUNDERS 

ST.   JOHN,    N.B. 


CANADA 

TORONTO 

Harvard  Turnbull  &Co., 
207  Excelsior  Life  Bldg. 


WINNIPEG 


Incorporated  1907 
VANCOUVER 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA  145 


Bedford   Construction  Company 

Limited 


(P.  PAGANO,  Pres. 


(FORMERLY  CAVICCHI  &  PAGANO) 
V.  J.  CAVICCHI,  Vice-Pres.  and  Gen'l.  Mgr.  J.  J.  HERBERT,  Sect.-Treas.) 


RAILROAD     CONTRACTORS 

NOW  OPERATING: 

Construction  of  Dry  Dock  &  Shipyards  at  Halifax,  N.S. 
Construction  of  Dry  Dock,  Shipyards  &  Breakwater  at 
Courtney  Bay,  East  St.  John,  N.B. 

OFFI CES    AT 

HALIFAX,     N.S.     &     EAST     ST.     JOHN,     N.B. 


COOK   CONSTRUCTION   CO.   Limited 

&  WHEATON  BROS. 


BUILDERS  OF 

HALIFAX    OCEAN 
TERMINALS    RAILWAY 


OFFICES  : 

Montreal,  Que. 
St.  Paul,  Minn. 
Sudbury,  Ont. 
Halifax,    N.S. 


TOWER    ROAD    BRIDGE 
144  foot  span  over  cut  which  is  65  feet  deep.    Suspension  Bridge  also  shown. 


146  JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


GEO.  W.  SADLER 

GEO.  F.  HAWORTII 

WALTER  J.  SADLER 


ESTABLISHED    1876 


Cable  Address    "  SADLER  " 
Western  Union  and   Private   Codes 


SADLER  &>  HA  WORTH 


TANNERS  &  MANUFACTURERS  OF 


OAK    LEATHER    BELTING 

Lace  Leather,  Belt  Dressing,  Belt  Cement,  Belt  Fasteners 


<  t 


LEATHER,  LIKE  GOLD,  HAS  NO  SUBSTITUTE. " 


Factories  at  MONTREAL,  TORONTO. 

Branches:  ST.  JOHN,  N.B.,  CALGARY,  WINNIPEG,  VANCOUVER. 


TURNBULL       m 

Automatic  Control  Design 

as  used  in  the  smaller  type  of  public  buildings  and 
apartment  houses. 

We   have   developed  this  particular   design   to   a   high 
point   of   practical   efficiency.     It    is    absolutely    fool- 
proof,—  perfected  so  that  a  child  can  run  it  without 
danger  to  himself  or  the  elevator. 

The   Turnbull   Automatic   Control   Elevator    warrants 
your  consideration. 

Estimates,  plans  and  prices  on  this  and  other  designs 
sent  free  on  request. 

nil  lill                1     ^  ^^^" 

Turnbull  Elevator 

MANUFACTURING  CO  TORONTO 

202  Mappin  Building,  Montreal 

' 

JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


147 


ACID  AND  BASIC  OPEN  HEARTH 

STEEL    CASTINGS 

FERRO-ALLOY  STEEL  CASTINGS 


MANGANESE  -  STEEL     TRACKWORK 


CANADIAN  STEEL  FOUNDRIES 

LIMITED 
Transportation  Building,  Montreal 


STEEL   FRAME    BUILDINGS 


Roof  Trusses, 

Columns, 
Fire  Escapes, 

Stairs, 
Ladders,  etc. 


Plain  Steel 
Shapes,  I-Beams, 

H-  Beams, 

Channels,  Angles, 

Tees,  Zees  and 

Bars, 

Plates  and  Sheets 


THE    MARITIME    BRIDGE    COMPANY,    LIMITED 


New  Glasgow 


Nova  Scotia 


ii ■■■■mm  \MMKmmmmwKam 


?m 


SteelTanhs 


THE 


TORONTO  IRON  WORKS 


HEAD  office:  L  I  M  I T E  D 

ROYAL  BANK  BLDG.         fORON  TO 


V/OFLKS'. 
CHERRYSTREET 


Oil  Storage 

Gasoline  Tanks 

Air  Receivers 

Pneumatic 
Water  Supply  Tanks 

Smoke  Stacks 

Boiler  Breeching 

Riveted  Steel  Pipe 

Bins  and  Hoppers. 

Heavy     and    light     steel    plate 
construction  erected  any  where. 


mx$;a 


148 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  SPRACO  System 
for  Cooling  Condens- 
ing Water  costs  much 
less  to  install  and 
operate  than  cooling 
towers.  This  system 
consists  of  a  special 
grouping  of  Spraco 
Center-Jet  Nozzles 
through  which  the  hot 
water  is  sprayed  over 
a  pond  or  basin. 


Ontario   Representatives 

RUDEL-BELNAP      MCHY 

CO.,  LTD. 

26  Adelaide  St.,  West, 

TORONTO 


SPRACO 


COOLING    SYSTEMS 


SPRAY   ENGINEERING   COMPANY 


93   FEDERAL  ST., 


BOSTON,   MASS.   U.S.A. 


Leading  manufactu- 
rers and  power  com- 
panies throughout 
America  and  foreign 
countries  use  the 
Spraco  System.  They 
prefer  it  to  all  other 
systems  because  of  its 
easily  demonstrable 
superiority.  Our  new 
Bulletin,  "The  Spraco 
System,"  makes  this 
clear.  Write  for  it. 


Quebec  Representatives 

RUDEL-BELNAP      MCHY 

CO.,  LTD. 

95  McGill  Street, 

MONTREAL 


300  H.P.  Silent  Chain  driving  a  No.  9>£ 
"ROOTS"  Blower. 

Note  great  economy  of  space  with  Chain  Drive, 
irrespective  of  the  CONTINUOUS  SAVING 
OF  POWER  due  to  the  High  Efficiency— 98.2%. 


JONES  &  GLASSCO 

(Reg'd.) 

ENGINEERS 
MONTREAL  and  TORONTO 

SPECIALISTS    IN 

Power  Transmission  Chains  I 

Canadian  Agents  for 

"  RENOLD  "  "  MORSE  " 


PATENT  SILENT 

and  BUSH  ROLLER 

CHAINS 


ROCKER  JOINT 
SILENT 

CHAINS 


Chain  Drives  from  y±  HP  to  5000  HP  in  successful  operation 

Write  for  particulars  to 


Head  Office 

St.  Nicholas  Building 

MONTREAL 


Branch  Office 

1204   Traders  Bank   Bldg. 

TORONTO 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


149 


::  Oil  Switches  :: 

and 

Circuit  Breakers 

For  your 

PROTECTION 

jmirmiiiniiH iiiUimiUhiuniiiiiiiiminiJimiiiiiin m\ 'nmor mi;i i nnnni minmiiiiiiiiit] nudim JWluwmiiiumi tint 


If  All  Condit  Oil  Switches  and  Circuit 
Breakers  have  the  famous"Tank-per-pole". 
The  illustration  shows  a  type  D-13  which 
is  furnished  in  single,  two,  three  and  four 
poles  in  standard  ampere  capacities. 

Write  our  Nearest  House  for  complete  information. 


Northern  Electric  Company 


MANUALLY  OPERATED— REMOTE  CONTROL 
27,000  VOLTS— 300  AMPERES 


Montreal 

Halifax 

Ottawa 


UMITED 

Toronto 
London 
Winnipeg 


Regina 
Calgary 
Vancouver 


odes  duces 


QUEBEC 


Manufacturers  find 
their  power  costs 
much  reduced  when 

Shawinigan  Power 

supplants  steam 
power.      •  .  •     •  .  • 


BR0UGHTON 


CAST  ANGUS 


THE  SHAWINIGAN  WATER  &  POWER  COMPANY 

POWER  BUILDING,  MONTREAL 


150  JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


ENGINES-BOILERS-MACHINERY 

MARINE,  STATIONARY,  PORTABLE 


ROBB     ENGINEERING     WORKS,     Limited 


WORKS:  AMHERST,  N.S. 
E.  F.  BRADLEY,  Traders  Bank  Building,  Toronto. 


HEAD  OFFICE:    MONTREAL,  P.O.  Box  780,  Phone  Westmount  6800 

J.  F.  PORTER,  1031-Uth  Avenue,  Calgary. 


REINFORCED    CONCRETE    LINING    OF 
CONNAUGHT    TUNNEL- ROGERS    PASS,    GLACIER     B.C. 


The  double-tracked  Con- 
naught  Tunnel  at  Glacier  is 
the  largest  tunnel  in  North 
America.  From  portal  to  por- 
tal it  measures  five  miles. 

The  work  being  done,  that  of 
reinforcing  with  concrete,  is 
being  carried  out  with  no 
obstruction  to  traffic,  trains 
passing  and  repassing  through 
on  their  way  to  and  from  the 
coast  while  the  many  workmen 
proceed  with  their  work. 

By 


CARTER-HALLS-ALDINGER  Co.,  Limited 

ENGINEERS    &,    BUILDERS  WINNIPEG 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


151 


THE  DEVOE  ELECTRIC   SWITCH   COMPANY 

DEVOE  STANDARD  COMBINATION  GENERATOR 
AND  FEEDER  PANELS 


If  WE  ARE  EQUIPPED  TO  BUILD  SPECIAL  SWITCHBOARDS 
TO  ANY  SPECIFICATIONS.  AS  SPECIALISTS  IN  THIS  LINE, 
WE  ARE  ABLE  TO  PRODUCE  ALL  KINDS  OF  SWITCH- 
BOARDS AT  REASONABLE  PRICES. 

«,WHEN  SPECIFYING  INSIST  ON  DEVOE  SWITCHBOARDS. 

TSEND  US  YOUR  SPECIFICATIONS  AND  WE  WILL  QUOTE 
YOU  PRICE. 

•WRITE  TO-DAY  FOR  OUR  NEW  CATALOGUE  NO.  8. 


THE  DEVOE  ELECTRIC  SWITCH 
COMPANY 

414  Notre  Dame  West  -  MONTREAL 


Steam    Road    Rollers 

At  a  recent  convention  of  the  Ontario  Good  Roads 
Association,  the  Road  Superintendent  of  Wentworth 
County  made  this  statement : 

"  The  Waterous  Roller  last  year  ran  for  202 
days  of  ten  hours  each,  and  76  nights  of  twelve 
hours  each,  and  cost  $189.00  for  repairs. 
(This  is  practically  all  the  cost  for  repairs 
this  roller  has  incurred  since  it  was 
bought,  and  it  has  run  for  five  seasons.)  " 

"The Roller  was  in  operation  129 

days   of  ten  hours  each,  and  18  nights  of 
twelve  hours  each  and  cost  for  repairs  $197.00. 
(This  roller  has  been  in  operation  four  seasons) ". 
These  figures  speak  for  themselves.    Taking  them  as  an 
average,  in  five  years  the  Waterous  Roller  not  only  does 
250%  more  work,  but  does  it  at  a  maintenance  cost 
23%  less  than  the  competitive  roller. 


OVER  300 
IN  USE  IN  CANADA 


rous 

BRANTFORD,  ONTARIO,CANADA 


152 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


ON  this  page  there  will  be  presented  from 
month  to  month  practical  information 
concerning  ball  bearings. 

It  will  be  our  aim  to  present  matter  that 
will  be  useful  to  every  designer  and  builder  of 
machinery  who  is  seeking  the  highest  working 
efficiency.  Although  it  is  frankly  the  primary 
purpose  of  these  advertisements  to  set  forth  the 
merits  of  Gurney  Ball  Bearings,  yet  it  is  hoped 
that  their  interest  and  value  may  reach  some- 
what beyond  that  end. 

What  is  said  will  be  told  by  a  ball  bearing 
expert,  and  it  may  often  be  permeated  by  some 
smudge  from  the  factory  and  machine  shop. 

The  story  that  will  be  unfolded  on  this 
page  will  come  direct  from  the  heart  of  the 
Gurney  plant,  from  a  man  who  has  devoted  the 
best  years  of  his  life  to  the  designing,  manu- 
facturing, application  and  use  of  ball  bearings. 


CATALOG    ON    REQUEST 


GURNEY    BALL    BEARING   COMPANY 

Conrad  Patent    Licensee 
JAMESTOWN  -  -  N.Y. 


"Cast  Iroif  Pipe  has  the  greatest  resistance  to  corrosion. 
It  is  by  far  the  most  economical  in  results." 


WE  MANUFACTURE 


BELL  and   SPIGOT  and 

FLANGED   CAST  IRON   PIPE, 

SPECIALS  and  CASTINGS 

of  all  kinds 

CAR  WHEELS 


INQUIRIES    SOLICITED 


Canada  Iron  Foundries.  Limited 

Head  Office,  MONTREAL 

Works    at:    Fort    William,    Ont.,    St.    Thomas,  Ont., 
Hamilton,  Ont.,  Three  Rivers,  P.O. 


jWamtotm  prtbge 

OF   QUALITY 


PRODUCTS 

Backed 

EFFICIENT 

STEEL  STRUCTURES 

B  U  I  L  D  I  N  G  S— Offices, 

Warehouses.and  Industrial 

Plants,  etc. 
BRIDGES—  Railway, 

Highway,      Swing      and 

Bascule,  etc. 
CRANES  —  Electric    and 

Hand  Power,  Travelling, 

TOWERS— Transmission    Poles    and 
Towers,  etc. 
Plate  and  Tank  Construction 
PLATE  WORK— All  kinds,  Boilers  and 

Riveted  Pipe. 
STEEL   TANKS  — All    kinds;    Water 
Supply    Tanks    and    Towers,    Steel 
Stand    Pipes,     Smoke   Stacks,    Pen- 
stocks, Bins  and  Hoppers,  etc. 
Forgings 
Elevator   and   Power  Transmission 

Machinery,    Upset    Rods 
Recent  installation  of   Hydraulic   Up- 
setting Equipment  capable  of  Upsetting 
rods  up  to  4  in.  diameter. 
Equipment 
MINING  EQUIPMENT—  Mine  Cars, 
Buckets,  Melting  Pots,  Screens,  Coal 
and  Coke  Handling  Equipment,  etc. 
RAILWAY  EQUIPMENT-Turntables, 
Frogs  and  Switches,  Snow  Plows,  etc. 
Reinforcing   Steels 
Plain  Rounds,  Square  and  Twisted,  Bent 
to  Specifications  for  Beams,  Stirrups,  etc 


by 

SERVICE 

Shipbuilding 
Ships'  Bolts  and  Spikes, 
Plain  and  Galvanized, 
General  Forgings,  Tanks, 
Tail  Shafts,  Propellors, 
Fastenings,  etc. 
Contractors'    Supplies, 

Castings 

Grey    Iron,    Semi-steel 

Chilled  and  Electric  Steel 

Miscellaneous 

Equipment  for  Rolling  Mills,  Pulp  and 
Paper  Mills,  Oil  Refineries,  Saw  Mills, 
Packing  Houses,  Stables,  Jails.  Tank 
and  Silo  Rods  and  Lugs,  Galvanized 
Pump  Rods,  Survey  Stakes,  etc.,  etc. 
Ornamental  Iron  Work,  Fire  Escapes, 
etc.  Bolts,  Nuts,  Washers,  Spikes, 
Rivets,  etc.  Pole  Line  Hardware,  Plain 
and  Galvanized.  Pole  Saw  Frames, 
Cordwood  Saw  Frames,  Saw  Mandrels, 
Pump  Jacks,  Single  and  Double 
Gear. 

Galvanizing  Plant, 

Road  Building  and  Earth 

Handling  Equipment 

Cast  Iron  Culvert  Pipe,  Gravel  Screen- 
ing Plants,  Road  Drags  and  Levellers 
Steel  Drag  Scrapers,  Reinforcing  Steel 
for  Concrete  Work,  Highway  Bridges, 
Catch  Basin  Covers,  Sewer  Manhole 
Covers,  etc.,  etc. 


—  3ron  ®<Eorfe£  Htmiteb 


WINNIPEG 


CANADA 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


153 


JENKINS  BROS.  Limited 


HEAD    OFFICE  AND  WORKS 

103  St.  Remi  Street, 

MONTREAL,  P.Q. 

CANADA 


EUROPEAN    BRANCH 

6  Great  Queen  St., 
Kingsway, 

LONDON,  W.C.  2 

ENGLAND 


Manufacturers  of  JENKINS  BROS'  VALVES, 

Packing  and  other  Mechanical  Rubber  Goods 


YARROWS   L™ 

Assodated.wlth  YARROW  &  Co.,  Glasgow. 

SHIPBUILDERS,  ENGINEERS, 

SHIP  REPAIRERS, 

IRON  &  BRASS  FOUNDERS 

MARINE  RAILWAY,  3000  TONS  D.W.  CAPACITY. 

ESQUIMALT    DRY    DOCK,    480    FT.    X    65    FT. 

Modern  facilities  for  quick  despatch  of  ship  repair  work. 

ADDRESS:   P.O.    Box    1595,    VICTORIA,    B.C.,    CANADA. 


Consult  us  about  your 

Construction  Work 

in  the  Maritime  Provinces. 


INDUSTRIAL  PLANTS, 
WATER  POWER  DEVELOPMENT, 
DOCKS,  BRIDGE  PIERS  and 
GENERAL  CONTRACTING. 


We    Design    for    Special    Conditions 


Pneumatic  Caisson 

Floating  in  river  and  being  towed  to  position. 


ENGINEERS    &    CONTRACTORS    Limited 


E.  R.  REIO,  President, 


102  Prince  William  St. 
ST.   JOHN,    N.  B. 


E.  M.  ARCHIBALD,  Chief  Engineer. 


Hydraulic  Turbine  Plants 
Water  Works  Pumps 

Pumps  for  Cold  Storage  Plants 
"  Improved  "  Stock  Pumps 
Acid  &  Lime  Water  Pumps 

Boving  Hydraulic  &  Engineering  uSly 

LINDSAY,   ONT. 


154 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


NATIONAL  IRON  CORPORATION,  Limited 

Head  Office,  Works  and  Docks :— TORONTO 


CASt»IRON  Pl»i*E 


Every  size  for  Water,  Gas,  Culvert  or  Sewer,  Carried  in  Stock  at 
Lake  or  Rail  Shipments  TORONTO,  PORT  ARTHUR  and  MONTREAL 


M  A  D.E    I,N 
CANADA 


FROM 
BRITISH  STOCK 


"GENUINE    OAK" 


LEATHER     U 
BELTING 


DK 


»     B  A  L  A  T  A 
BELTING 


Guaranteed  to  give  Satisfaction 


D.K.  McLAREN  Limited 

MONTREAL       TORONTO       ST. JOHN       VANCOUVER 
FULL    STOCK    IN   EACH  CITY 


REINFORCING  STEEL 


Superior  quality  in  all  sizes  in  ROUNDS, 
SQUARES    and    SQUARE    TWISTED 


IMMEDIATE  SHIPMENT  FROM  STOCK 

THE  MANITOBA  ROLLING  MILLS  Limited 

SELKIRK,  MAN. 


THE  MANITOBA  STEEL  AND  IRON  GO,  Limited 


General  Sales  Agents. 


WINNIPEG,  Man. 


The  GOLDIE  &  McCULLOCH  Co.  Limited 

Builders  of  Horizontal  and  Vertical  Stationary  Steam  Engines,   Marines  Engines, — Steam  Turbines, — Return  Tubular  and 

Water  Tube  Boilers, — Vertical  Marine  Pumps, — Horizontal  Reciprocating  Feed  Pumps, — REES  RoTURBo 

Patent  Pressure  Chamber  Centrifugal  Pumps  and  Air  Pumps. 

Jet  and  Surface  Condensers,— REES  RoTURBo  and  "CONTRA-FLO"  Condensers. 
Heaters,  —  Tanks,  —  Stacks,  —  Special    Plate    Work,  —  SAFES    and    VAULTS. 


Catalogues,    Photographs   and   detailed   information  gladly  supplied  on  request. 

Head     Office     and     Works:-        GALT,     ONT.,      CANADA 


TORONTO  OFFICE: 
Suite  1101-2, 
Bank  of  Hamilton  Bld'g. 


WESTERN  BRANCH: 

248  McDermott  Ave., 

Winnipeg,  Man. 


QUEBEC   AGENTS  BRITISH  COLUMBIA  AGENTS: 

Ross  &  Greig,  Robt.  Hamilton  &  Co., 

400  St.  James  St.,  Montreal,  Que.  Vancouver,  B.C. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


155 


WE    MAKE 

STEEL 
TANKS 

OF       ALU        KINDS 


Head  Office  : 
SHERBROOKE,  Que. 


J5*- 


MacKINNON  STEEL  CO.,  LIMITED. 


WE  ALSO  DESIGN, 
MANUFACTURE  and 
ERECT 

STRUCTURAL 
STEEL    WORK 

OF    EVERY    DESCRIPTION 


Montreal  Office : 
404  New  Birks  Building 


B.  J.  Coghlin  Co.  Limited 

MANUFACTURERS  OF  ALL  KINDS 

SPRINGS 


OFFICE  and  WORK: 


I  Ontario  St.  East 

I     DARLING  and  DAVIDSON 


MONTREAL 


MILTON  HERSEY  COMPANY  Ltd. 

INDUSTRIAL  CHEMISTS,  ENGINEERS  &  INSPECTORS 

MONTREAL  WINNIPEG 

Analyses  and  Tests  of  all  Materials  including  Steel,  Brass,  Coal,  Oils, 
,  Water,  Ores,  Sands  Cement. 

Specialists   for  Industrial  Chemical  Problems,  Cement  and  Asphalt 
Construction  Work,  Steel  Inspection  and  Water  Supply. 

"The  Largest  and  Best  Equipped  Commercial  Laboratories  in  Canada" 
ESTABLISHED  27  YEARS 


FETHERSTONHAUGH  &  CO.  patent  solicitors 

The  old  established  firm.    Patents  and  Trade  Marks  Everywhere. 
Head  Office:  Royal  Bank  Bldg.,  Toronto 
Ottawa  Office:  5  Elgin  St. 
Offices  throughout  Canada. 


Booklet  free. 


JAMES,  LOUDON    &   HERTZBERG,    Ltd. 

CONSULTING  ENGINEERS 

36  Toronto  Street  -  TORONTO,  CAN. 

Water  Supply  and  Purification;  Sewerage  Systems;  Municipal  and  Trade  Waits 

Disposal  Plants;  Incinerators;  Pavements;  Bridges  and    Structural  work, 

including  Reinforced  Concrete  and  Architectural  Engineering. 


Wickes  Vertical  Water  Tube  Boiler 

Have  you  seen  the  STEEL  CASED  SETTING  for 

enclosing  this  boiler? 
Air  infiltration  losses  are  overcome. 
The  highest  possible  thermal  efficiency  results. 
Ask  for  bulletin  "  Magnitude  and  Prevention  of  Air  Infiltration  Losses' 'Sen I  Free 

THE  WICKES  BOILER  CO. 


SAGINAW 


MICHIGAN 


Steel  Cased  Setting 
Increases  Efficiency 


SALES  OFFICES: 

New  York  City,  1710  West  St.  Bldg.  Boston,  201  Devonshire  Street 

Chicago.  76  West  Monroe  Street.  Detroit,  1116  Penobscot  Bldg. 

Pittsburgh,  1218  Empire  BMg.  Seattle,  736  Henry  Bldg. 


Long  Closely  Confined  Gas  Travel 


156 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Robert  W.  Hunt 
President 


Charles  Warnock 
Gen'l  Mgr.  &  Treas, 


Robert  W.  Hunt  &  Co. 

Limited 

CONSULTING  and  INSPECTING  ENGINEERS, 
CHEMISTS  and  METALLURGISTS 

Expert  inspection  and  tests  of  all  structural  materials  and  mechanical 
equipment. 

REPORTS  ON  PROPERTIES  AND  PROCESSES 

Head  Office  and  Laboratories:    McGILL  BUILDING,  MONTREAL 

Branches:  Toronto  Vancouver  London,  England 


LOOK  FOR  THE 

"R  SHIELD" 

WATERMARK 


Like  the  sterling 
mark  in  silver,  the 
Karat  mark  in  gold 
so  the  Watermark 
in  paper. 


Bond,  Writing  and  Ledger   Papers 

containing  the  "R  shield"  watermark  are  backed  by  our 
reputation.  Insist  on  this  Watermark  and  you  get  quality. 


THE  ROLLAND  PAPER  CO.,  Limited 

MONTREAL 


J.  M.  ROBERTSON 

LIMITED 

Consulting  Mechanical  and 
Electrical  Engineer 


625  Corlstine  Building 


MONTREAL 


Arthur  Sdrveyer,  C.E.       R.  DeL.  French,  C.E. 

ARTHUR  SURVEYER  &  CO. 

Consulting  Engineers 
274  Beaver  Hall  Hill  MONTREAL 


CHIPMAN  &  POWER 

Civil  Engineers 
TORONTO       WINNIPEG 

WILLIS  CHIPMAN  GEO.  H.  POWER 


DOMINION  ENGINEERING 

AND  INSPECTION  COMPANY 
Testing  Engineers  and  Chemists 

Mill,  shop,  field  inspections  of  bridges  and  structural 

steel  work.  Iron  and  steel  pipe. 

Testing  of  cement  and  metals. 

Industrial  Chemistry.         Metallurgy  a  Specialty. 

320  Lagauchetiere  St.  W.,  Montreal,  Que. 

Branches:  Winnipeg  and  Toronto 


Walter  J.  Francis,  C.E. 
M.E.I.C. 
M.Am.Soc.C.E., 
M.Inst.C.E. 


F.  B.  Brown,  M.So.. 
M.E.I.C. 

Mem.Am.Soc.M.E  , 

Mem.A.I.E.E. 


Walter  J,  Francis  &  Company 

Consulting  Engineers 

Head  Office:  260  St.  James  St.,  Montreal 

Cable  Address:  "Walfran,  Montreal."  W.U.Code 
Long  Distance  Telephone:  Main  6643. 


R.  S.  &  W.  S.  LEA 

Consulting  Engineers 

Water   Supply,    Sewerage   and    Drainage:    Water 
Purification:  Disposal  of  Sewage  and  Refuse; 
Water  Power  Developments  and  Power 
Plants.    Reports,  Designs,  Super- 
vision of  Construction. 


New  Blrks  Building, 
MONTREAL,  QUE. 


Telephone, 
UPTOWN  783. 


A.M.E.I.C. 


Ass.  A.I.E.E. 


DeGASPE  BEAUBIEN 

B.Sc. 
Consulting  Engineer 

Tel.  M.  8240 

28  Royal  Insurance  Building,        MONTREAL 


James  Ewino,  E.  S.  M.  Lovelace,  B.A.Sc, 

M.E.I.C.  M.E.I.C. 

Altheod  Tremblat,  A.M.E.I.C. 
Mem.  Board  of  Directors  Q.L.S. 

EWING,  LOVELACE  &TREMBLAY 

Civil  Engineers  and  Land  Surveyors 

Surveys,  Plans,  Maps,  Estimates  and  Reports,  Rail- 
way  Location,  Bd.  of  Ry.  Commission    Plans, 
Power  and  Industrial  Sites,  Municipal  Work, 
Town  Planning,  Subdivisions. 
BIRKS'  BUILDING,     14  PHILLIPS  SQUARE, 
Tel.  Upt.  1100  MONTREAL 


M.E.I.C. 


Mem.  Inst.  Civil  Engrs. 


Mem.  Am.  Soo.  C.E. 


RUDOLPH  HERING,  D.Sc. 

Consulting  Engineer 
Water  Supply,  Sewage  and  Refuse  Disposal 

170  Broadway,  New  York,  N.Y. 


209  Beaver  Hall  Hill 
MONTREAL 


Phone 
UPTOWN  5624 


MONTREAL  BLUE   PRINT  CO. 

Photo  reductions  from  Plans,  Blue  Prints, 
Etc.,  Etc. 

BLUE    PRINTING   IN  ALL   ITS  BRANCHES, 
DRAUGHTING,  ETC. 


GEO.   K.   MCDOUGALL,    B.Sc, 

CONSULTING  ELECTRICAL 
ENGINEER 

Illuminating    Engineering,    Industrial    Elec- 
trical Installations,  High  Tension 
Power  Transmission,  etc. 


Drummond  Building, 
MONTREAL 


Telephone: 
Uptown  823. 


RESEARCH     BUREAU 

REPORTS  BY  EXPERTS  ON  SCIENTIFIC, 

TECHNICAL  AND   INDUSTRIAL 

DEVELOPMENT. 

SPECIAL  RESEARCHES  ARRANGED. 

PATENTS,    TRADE  MARKS,    ETC. 

hanbury  a.  budden  cable  address 

812  Drummond    Bldg  .  "Brevet" 
Montreal 


A.  B. 
SEE 


ELECTRIC 
ELEVATOR 
COMPANY 

OF  CANADA 
LIM ITED 


MONTREAL    —    TORONTO 


[PROMPTLY  SECURED! 

In   all  countries.   Ask  for  our  INVEN- 
TOR'S ADVISER,which  will  be  sent  free. 

MARION  &  MARION. 

364   University  St.,    Montreal. 


JOHN  S.  METCALF  CO  ,  Limited 

Designing  and  Constructing  Engineers 

GRAIN     ELEVATORS 

Wharves  and  Power  Plants 

54  St.  Francois  Xavier  Street,  Montreal,  Que. 

108  South  La  Salle  Street,  Chicago,  111. 

36  Southampton  St.,  Strand,  London,  W.C.,  Eng. 

395  Collins  St.,  Melbourne,  Australia 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


157 


DUNLOP 


"GIBRALTAR 
REDSPECIAL 
BELTING" 


"THE  ORIGINAL  RED 
FRICTIONED-  SURFACE 
RUBBER    BELTING" 


j^^y^HEN  it's  a  question  of  unusual  achievements  in  Beltdom,  "Gilbraltar 
i^/#_»   RedSpecial"  stands  supreme. 

WJ^il  As  an  effective  means  of  trimming  down  "overhead"  it  is  known 


=S   far  and  wide. 

This  Red  Frictioned-Surface  Belt  has  dominated  the  field  since 
its  inception. 

Without  variation  this  belt  has  lived  up  to  the  exacting  standard  of  service 
set  by  us  when  it  was  first  introduced  to  belt  buyers. 

Having  been  tested  and  tried  to  the  limit  in  all  manner  of  places — and  by 
thousands  of  users  throughout  the  country  from  the  Atlantic  to  the  Pacific— 
"  Gibraltar  RedSpecial  "  will  also  secure  you  against  the  uncertainties  which 
surround  the  use  of  "  just -as-good  "  brands. 

The  price  may  be  higher  than  that  of  "ordinary"  belts,  but  the  service  is  long 
and  satisfactory  in  the  extreme,  as  a  multitude  of  long-time  users  will  gladly  testify. 

With  the  Dunlop  Unreserved  Guarantee  which  goes  with  every  belt,  you 
should  have  no  hesitation  in  making  your  next  order  read  "Gilbraltar  RedSpecial." 

You  know  the  Dunlop  reputation  for  square-dealing,  too. 


Head  Office 
and  Factories, 

TORONTO 


Dunlop  Tire  &  Rubber 
Goods  Co.,  Limited 

Makers  of  Tires  for  all  Purposes,  Mechanical  Rubber  Products  of  all  kinds,  and  General  Rubber  Specialties 


BRANCHES     IN    THE 
LEADING  CITIES 


158 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


INDEX   TO    ADVERTISERS 


PAGE 

A.  B.  Set-  Electric  Elevator  Co  156 

Apex  Steel  Corporation 4 

The  Barrett  Co 139 

DeGaspe  Beaubien 156 

Hanbury  A.  Budden 156 

Bedford  Construction  Company 145 

John  Bertram  &  Sons,  Limited 3 

Boving,  Hydraulic  &  Engineering  Co 153 

Canada  Cement  Co.,  Limited 8 

Canada  Iron  Foundries,  Limited 152 

Canadian  Fairbanks- Morse  Co.,  Limited 10 

Canadian  Ingersoll-Rand  Co.,  Limited .7 

Canadian  Steel  Foundries,  Limited 147 

Carter-Halls-Aldinger 150 

Chipman  &"Power 156 

B.  J.  Coghlin  Co.,  Limited 155 

Conte  Hermanos 141 

Cook  Construction  Co.,  Limited  &  Wheaton  -Bros 145 

Devoe  Electric  Switch  Co 151 

Dominion  Bridge  Co.,  Limited 140 

Dominion  Copper  Products  Co.,  Limited      (Inside  Back  Cover) 

Dominion  Engineering  and  Inspection  Company. . 156 

Dominion  Iron  &  Steel  Co.,  Limited  (Outside  Back  Cover) 

Dunlop  Tire  &  Rubber  Goods  Co.,  Ltd 157 

Engineers  &  Contractors  Ltd 153 

Ewing,  Lovelace  &  Tremblay 156 

Fetherstonhaugh  &  Co 155 

Walter  J.  Francis  &  Company 156 

The  Goldie  &  McCulloch  Co.,  Limited 154 

Gurney  Ball  Bearing  Co 152 

Rudolph  Hering,  D.Sc 156 

Milton  Hersey  Company,  Limited 155 

R.  W.  Hunt  &  Co 156 

James,  Loudon  &  Hertzberg,  Limited 155 

Jenkins  Bros.  Limited 153 


PAGE 

C.  E.  Johansson,  Inc 6 

Jones  &  Glassco  (Inc.) 148 

R.  S.  &  W.  S.  Lea 156 

Ludlum  Steel  Company 5 

MacKinnon  Steel  Co.,  Limited 155 

Main  Belting  Company 158 

Manitoba  Bridge  and  Iron  Works  Limited 152 

The  Manitoba  Steel  and  Iron  Co.,  Limited 154 

Marion  &  Marion 156 

The  Maritime  Bridge  Company,  Limited 147 

T.  McAvity  &  Sons,  Limited 144 

Geo.  K.  McDougall,  B.Sc 156 

John  S.  Metcalf  Co.,  Limited 156 

D.  K.  McLaren,  Limited 154 

Modern  Printing  Co (Inside  Back  Cover) 

Montreal  Blue  Print  Co 156 

T.  A.  Morrison  &  Co 158 

National  Iron  Corporation 154 

Northern  Electric  Company,  Limited .-. .   149 

Nova  Scotia  Construction  Co.,  Limited : .  . . .  143 

Nova  Scotia  Steel  &  Coal  Co.,  Ltd 142 

Pratt  &  Whitney  Co.,  Limited (Inside  Front  Cover) 

Robb  Engineering  Works,  Ltd 150 

J.  M.  Robertson  Ltd 156 

Rolland  Paper  Co  ,  Limited 156 

Sadler  &  Haworth 146 

The  Shawinigan  Water  &  Power  Company 149 

Spray  Engineering  Co 148 

Arthur  Surveyer  &  Co 156 

The  Swedish  Gage  Company 6 

Toronto  Iron  Works 147 

Turnbull  Elevator  Mfg.  Co 7 , ....   146 

Waterous  Engine  Works  Co 151 

The  Wickes  Boiler  Co 155 

Yarrows  Limited 153 


ANACONDA  for 
CONVEYORS 


tLEVATING^ 

[TRANSMITTING] 

30NYEYDML 

Heat,  acid  and  waterproof 
LEVIATHAN    FOR    TRANSMISSION 

Main  Belting  Company 

OF    CANADA    LIMITED 

10  St.  Peter  St.  MONTREAL 


"MICHIGAN" 

WOOD       STAVE 

PIPE 

for    Waterworks,    etc. 

T.  A.  MORRISON  &  CO. 

(MORRISON  QUARRY  CO.— R.  F.  DYKES,  SUPT.) 

204  ST.  JAMES  STREET,     MONTREAL 


Dominion  Copper  Products 
Company,  Limited 

MANUFACTURERS   OF 

COPPER    AND    BRASS 

SEAMLESS  TUBES,   SHEETS   AND   STRIPS  IN   ALL   COMMERCIAL   SIZES 


Office  and  Works:  LACHINE,  P.Q.,  Canada. 
P.O.  Address:  MONTREAL,  P.Q.  Cable  Address:  "DOMINION" 


This  Journal  is  printed  by 


w? 


c7WODERN 
PRINTING 

Company 

MONTREAL'S       HlGH       GRADE       PRINTERS 

QUALITY      -       SERVICE       -      SATISFACTION 

ASK  FOR  OUR  PRICES  BEFORE  PLACING  YOUR  ORDERS  FOR  PRINTING 
39  DOWD  STREET  MONTREAL  TEL.  MAIN  112 


BOM 


WULiaH— PPI 


DOMINION  IRON  &  STEEL  CO.  Limited 

Head  Offices  and  Works :    SYDNEY,  N.S. 


^MANUFACTURERS     OF 

PIG  IRON,  Basic  and  Foundry  Grades. 

BASIC  OPEN  HEARTH  STEEL, 
BLOOMS, 

BILLETS  and  SLABS. 

STEEL  RAILS — All  sections  up  to  and  including  100  lbs.  per 

Lineal  Yard. 

■ 

STEEL  BARS — Rounds,  Flats,  Squares,  Reinforcements  Bars, 
Plain  or  Twisted. 


WIRE  RODS— All  qualities,  in  Gauges  No.  5  to  JJ". 


WIRE — Plain,    Annealed,     Galvanized,     Coil     Spring,     and 
Barbed  Fence. 


WIRE  NAILS — All  Standard  and  Special  Patterns. 


AMMONIUM  SULPHATE 
SULPHURIC      ACID 


solvent;  naphtha 


SALES    OFFICES 

1 12  St.  James  St.  MONTREAL,  P.Q. 


MWKTM'vwinia^naaaBooaiBcaaoBapecwwcMnnryvwrraaa 


THE  JOURNAL  OF 
THE  ENGINEERING  INSTITUTE 


OF  CANADA 


TO  FACILITATE  THE  ACQUIREMENT  AND  INTERCHANGE 
OF  PROFESSIONAL  KNOWLEDGE  AMONG  ITS  MEMBERS, 
TO  PROMOTE  THEIR  PROFESSIONAL  INTERESTS,  TO 
ENCOURAGE  ORIGINAL  RESEARCH,  TO  DEVELOP  AND 
MAINTAIN  HIGH  STANDARDS  IN  THE  ENGINEERING 
PROFESSION  AND  TO  ENHANCE  THE  USEFULNESS 
OF  THE  PROFESSION   TO   THE  PUBLIC" 


DRAFT  OF 

"AN  ACT  RESPECTING  THE  ENGINEERING  PROFESSION" 


MAY  1919 


fell 


PUBLISHED  MONTHLY  BY  THE  ENGINEERING  INSTITUTE  OF  CANADA, 

AT  176  MANSFIELD  STREET,  MONTREAL 


No.  5 


SMALL  TOOLS 


P.  &  W.  Adjustable 
BLADE   REAMERS 


These  reamers  have  eccentric  relief 
and  can  be  set  to  size  without  regrinding. 
They  are  unexcelled  for  design  and 
simplicity  and  ease  of  adjustment 
The  eccentrically  relieved  blades  are 
stronger  than  others,  do  not  chatter, 
and  produce  a  smoother  hole.  The 
hand,  shell  and  fluted  chucking  reamers 
have  interchangeable  nuts,  screws  and 
wrenches.  The  bottom  of  a  hole  can 
readily  be  faced.  By  a  simple  adjust- 
ment of  the  blades  the  reamers  can 
easily  be  set  to  size  without  regrinding. 


PROMPT  SERVICE 


it  assured  at  our  nearest  store,  where 
P.  &  W.  Small  Tools  are  carried  in  stock. 
Always  order  P.  &  W.  Small  Toole. 


Precision  Machine  Tools  Standard  and  Gauges 


PRATT  &  WHITNEY  CO. 

OF  CANADA,  LIMITED 


Works  :    DUNDAS,    ONTARIO 


MONTREAL 

728  Drammond  Bldg. 


TORONTO 
1002  C.P.R.  Bldg. 


WINNIPEG 
1205  McArthnr  Bldg. 


VANCOUVER 
B.C.  Equipment  Co. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA  3 


Befitf^am 

Machine  Tools 

EQUIPMENT  FOR 

Locomotive  and  Car  Shops 
Structural  Steel  Shops 
General  Machine  Shops 


WE    MANUFACTURE    A    COMPLETE    LINE    OF    TOOLS    FOR 

FABRICATING  STEEL  PLATE  AND  SHAPES 

FOR    SHIPBUILDING 

LET    US     SEND    YOU    PHOTOS    AND    ESTIMATES 


The  John  Bertram  &  Sons  Co.,  Limited 

Dundas,  Ontario,  Canada 

MONTREAL                        TORONTO                           VANCOUVER  WINNIPEG 

723  Drummond  BIdg.             1002  C.P.R.  Bldg.              609  Bank  of  Ottawa  Bldg.  1205  McArthur  BIdg. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


APEX  DUPLEX  HIGH  SPEED  STEEL 

SUPERIOR  HIGH  SPEED  STEEL 

SUPERIOR  HIGH  SPEED  STEEL  TOOL  HOLDER  BITS 

DUPLEX  TOOL  HOLDER  BITS 

EXTRUSION  DIE  STEEL 

O.  N.  S.  (Oil-Hardening  Non-Shrinkable)  STEEL 

CHROME-VANADIUM  STEEL 

BALL  STEEL 

HOT  DIE  STEEL 

CHROME  NICKEL  STEEL 

TUNGSTEN  FINISHING  STEEL 

TAP  STEEL 

SUPERIOR  HIGH  SPEED  STEEL  DRILL  RODS 

VALVE  STEM  STEEL 

SPECIAL  TOOL  STEEL 

EXTRA  TOOL  STEEL 

EXTRA  DRILL  ROD 

STANDARD  TOOL  STEEL 

STANDARD  DRILL  ROD 

MANGANESE  TOOL  STEEL 

MINING  DRILL  STEEL 

CRUCIBLE  SPRING  STEEL 

OPEN  HEARTH  SPRING  STEEL 

CRUCIBLE  MACHINERY  STEEL 

OPEN  HEARTH  MACHINERY  STEEL 

WALLOON  WELDING  WIRE 

FILLER  RODS 


Complete  Stock  Standard  Sizes 


APEX  STEEL  CORPORATION 

50  Church  Street,  New  York  City  Warehouse,  Brooklyn,  N.  Y. 

Representatives:     Richard     JaiHCS     &     LO.     Reg  0,     MONTREAL,  Canada 

Telephone  Main  4860 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


tool  steel  by  the  aid  of  the 
new  LUDLUM  text-book 


Costly  tools  must  be  made  of  the  right  steel  or 
they  are  useless.  We  have  compiled  and  pub- 
lished at  great  expense  a  complete  book  on  this 
subject — 160  pages. 

Do  you  wish  to  know  the  effect  of  alloys  in  steel 
— the  correct  method  of  forging,  hardening,  temper- 
ing, annealing? 

Have  you  use  for  accurate  calculation  tables  and 
much  valuable  information? 

We  will  send  you  a  copy  gratis  on  request,  to  a 
buyer  or  user  of  tool  steel. 


"  Prompt  ship- 
ments  from 
warehouse  stock 
at  Watervliet , 
N.Y.,  or  Detroit, 
Mich.  —  handled 
through  our 
District    Offices  " 


D 
I 
I) 


LUDLUM  STEEL 


,i,.„.<i  <<XUDLUM 


183* 


MOHAWK  EXTRA 

HIGH  SPEED  STEEL 

POMFTON 

CARBON  T00L,STEEL 

ALBANY 

ALLOY  TOOL  STEEL 

ONEIDA 

OIL  HARDENING  TOOL  STEEL 

HURON 

ALLOY  DIE  STEEL 

TETON 

BALL  BEARING  STEEL 

YUMA 

CHROME  MAGNET  STEEL 

SEMINOLE 

FOOLPROOF  CHISEL  STEEL 


CONSISTENTLY    UNIFORM 


LUM.U 


LUDLUM  STEEL  COMPANY 


NEW  YORK  CITY 


WATERVLIET 

PHILADELPHIA,  PA. 
CLEVELAND,  OHIO. 


General   Officer  and  Works 


N.  Y. 

CAMBRIDGE,  MASS 
CINCINNATI,  OHIO. 


DETROIT,   MICH. 

CHICAGO,  ILL. 


BUFFALO,  N.Y. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Introducing 

The  Emblem  of  Accuracy 


The  Emblem  of  Accuracy  makes  its  bow.  And  people 
will  now  be  able  to  know  things  that  they  have  had  to  guess 
at  heretofore. 

If  a  special  tool,  die,  punch,  jig,  or  fixture  has  passed  the 
Johansson  Gage  test,  it  may  carry  this  Emblem  of  Accuracy 
in  the  form  of  a  sticker  or  tag. 

If  a  toolshop  uses  Johansson  Blocks  in  maintaining 
quality,  you  will  doubtless  find  the  Emblem  of  Accuracy  on 
their  letter-head — and  as  a  sticker  or  tag  on  all  their  work. 

If  a  manufacturing  shop  uses  Johansson  Blocks  as  their 
standard,   you   will   find   them   displaying    the    Emblem   of 


C.  E.  Johansson,  Inc., 


Successors  to  Swedish  Gage  Co. 


Accuracy  in  their  catalog,  in  their  advertisements — wherever 
and  whenever  they  get  the  chance. 

In  this  way,  the  Emblem  of  Accuracy  will  answer  a  real 
need  in  the  industry.  It  will  tell  who  is  sure  of  his  sizes  and 
who  is  not  so  sure.  It  will  tell  whose  measurements  are 
beyond  dispute  and  whose  may  not  be. 

The  use  of  the  Emblem  of  Accuracy  will  be  confined, 
quite  naturally,  to  those  who  are  equipped  with  Johansson 
Gages.     In  fact,  no  one  else  could  rightfully  use  such   a  seal. 

The  Emblem  of  Accuracy  is  a  badge  of  highest  honor — a 
symbol  to  be  looked  for  by  all  buyers  of  accuracy. 


72    QUEEN    ST.,      WEST 
TORONTO 


AMERICAN    ADDRESS: 

245    W.    55th      ST., 
NEW    YORK 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Why  the  "  ER  - 1  "   Dry   Vacuum   Pump   is   Efficient 


In  the  first  place  the  efficiency  of  a  vacuum  pump  depends 
mainly  on  the  valve  —  the  valve  of  the  "ER-1  "  is  the  famous 
'Tngersoll-Rogler11  Plate  Valve,  silent,  simple,  quick-acting. 

The  totally  enclosed  construction  and  automatic  lubrication 
give  cleanliness,  long  wear  with  very  little  attention. 

The  "  ER-1  "  occupies  less  space  than  any  other  type  of 
reciprocating  air  pump. 

All  materials  used  in  construction  are  of  the  best;  every  part 
is  inspected  many  times  during  manufacture ;  the  complete 
pump  is  thoroughly  tested. 


High  vacuum  means  a  low  coal  bill;  bulletin  3037,  shows  you  how  the 

"ER-1"  vacuum  pumps  help. 


Canadian  Ingersoll-Rand  Company 

Limited 


SYDNEY  SHERBROOKE 

WINNIPEG 


MONTREAL 
NELSON 


TORONTO  COBALT 

VANCOUVER 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE    OF     CANADA 


The    CONCRETE    Highway 
stands   heaviest  Truck  Traffic 

IT   IS     THE    ROAD     THAT    PROPERLY 
ACCOMMODATES  ALL  TYPES  OF  TRAFFIC 

A  TRAFFIC  count  in  1918  showed  nearly  100  times  as  many  motor  trucks 
on  the  Toronto  &  Hamilton  Highway  as  there  were  in  1914. 

All  of  our  main  highways  are  being  used  more  and  more  for  the  trans- 
portation of  freight. 

Large  trucks  operated  at  high  speeds  soon  show  the  folly  of  the  ordinary 
type  of  highway  construction. 

We  must  build  our  roads  of  the  material  that  stands  the  severe  test  that 
heavy  trucks  impose  —  Concrete  --  then  and  then  only  will  we  have  the  kind 

of  road  that  best  accommodates  all  types  of 
traffic. 


M 


CANADA  CEMENT  COMPANY  LIMITED 

509  HERALD  BUILDING      MONTREAL 


Sates  Offices  at: 
TORONTO  WINNIPEG  CALGARY 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  Journal  of 
The  Engineering  Institute 

of  Canada 


May,    1919 


CONTENTS 


Volume  II,  No.   5 


DESIGN  OF  HYDRO-ELECTRIC  PLANTS  FOR  COMBATTING  ICE  TROUBLES 383 

RAILWAY  ELECTRIFICATION 396 

EDITORIAL 410 

The  Salary  Situation 

Engineers  to  the  Fore 

An  Act  Respecting  the  Engineering  Profession 

Professional  Engineers 

Results  of  Memorial 

REPORT  OF  COUNCIL  MEETINGS                416 

BRANCH  NEWS 418 

PERSONALS •. 424 

OBITUARIES 427 

EMPLOYMENT  BUREAU 429 

PRELIMINARY  NOTICE  OF  APPLICATION 431 

ENGINEERING  INDEX  (.facing  page  434) 87 

The  Institute  does  not  hold  itself  responsible  for  the  opinions  expressed  by  the  authors 

of  the  papers  published  in  its  records,  or  for  discussions  at    any   of  its  meetings  or  for 
individual  views  transmitted  through  the  medium  of  the  Journal. 


Published  by 

THE    ENGINEERING    INSTITUTE    OF    CANADA 

176  Mansfield  St.,  Montreal 


Halifax  Branch  (Halifax,  N.S.) 
St.  John  Branch  (St.  John,  N.B.) 
Quebec  Branch  (Quebec,  Que.) 
Montreal  Branch  (Montreal.Que.) 
Ottawa  Branch  (Ottawa,  Ont.j 
Toronto  Branch  (Toronto,  Ont.) 
Hamilton  Branch  (Hamilton, 
Ont.); 


BRANCHES: 

Niagara  Peninsula  Branch  (Nia- 
gara Falls,  Ont.); 

Border  Cities  Branch  (Windsor, 
Ont.); 

Sault  Ste.  Marie  Branch  (Sault 
Ste.  Marie,  Ont.); 

Manitoba  Branch  (Winnipeg, 
Man.); 


Branch       (Regina, 
(Edmonton, 


Saskatchewan 

Sask.); 
Edmonton     Branch 

Alta.); 
Calgary    Branch    (Calgary,    Alta.); 
Victoria    Branch    (Victoria,    B.C.); 
Vancouver     Branch       (Vancouver, 

B.C.) 


10 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


Fairbanks=Morse 
Road  Machinery 


Guarantees  aline  of  equipment  that  is  complete,  dependable  and  adaptable  to  all  kinds 
of  work  under  all  conditions.  Each  article  of  FAIRBANKS -MORSE  ROAD 
MACHINERY  has  been  selected  because  it  serves  its  purpose  best — and  each  carries 
the  Fairbanks-Morse  guarantee  of  dependability. 

The  Fairbanks- Morse  Road  Machinery 
Equipment  Includes: 


Case  10-and  12-ton  Road  Rollers 

Fairbanks-Morse 
"Torpedo"  Scarifiers 
Asphalt  Distributors 
Wagons 
Barrows 
Grading  Plows 
Martin  Ditchers 
Graders 
Scrapers  and  Levelers 


Fairbanks-Morse  Reversible  Road 

Rollers 
Concrete  Mixers 
Hauling  Engines 
Sweepers 
Rock  Crushers 
Sprinklers 
Elevators 

Revolving  Screens 
Portable  Kettles 
Concrete  Carts 


The  Canadian  Fairbanks-Morse  Co.,  Limited 

"Canada's  Departmental  House  for  Mechanical  Goods" 

ST.  JOHN,  N.B.,  QUEBEC,  HALIFAX,  MONTREAL,  OTTAWA,  TORONTO,  HAMILTON 

WINDSOR,  WINNIPEG,        SASKATOON,         CALGARY,        VANCOUVER,        VICTORIA 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


A     MONTHLY     JOURNAL 

Published  By 

THE     ENGINEERING     INSTITUTE     OF     CANADA 

INCORPORATED    IN    1887    AS 

THE    CANADIAN    SOCIETY    OF    CIVIL    ENGINEERS 
AT  176  MANSFIELD  STREET,  MONTREAL 


Volume  II 


MONTREAL,   MAY   1919 


Number  5 


Design  of  Hydro -Electric  Plants  for  Combatting  Ice  Troubles  * 

By  R.  M.  Wilson,  M.E.I.C. 


Nature  has  provided  our  fair  country  with  an  abun- 
dant supply  of  natural  resources;  and  one,  of  the  many 
which  have  only  been  partly  made  use  of,  is  its  "  white 
fuel."  Canada's  water  powers  are,  of  world  fame  and 
most  of  those  which  have  been  developed  played  an 
important  part  in  the  world  war  of  the  last  four  and  a 
quarter  years,  in  that  they  supplied  power  for  the  manu- 
facture of  munitions  for  Great  Britain  and  her  Allies. 

One  of  the  most  difficult  problems  to  be  solved  in 
the  development  of  our  water  powers  is  the  trouble  en- 
countered through  ice  in  one  or  all  of  its  several  forms, 
viz: — sheet  ice,  frazil,  and  anchor  ice. 

When  water  is  sufficiently  cooled,  it  loses  its  fluid" 
ity  and  becomes  filled  with  thousands  of  needle-like 
crystals,  which  interlace,  until  the  whole  mass  becomes 
solidified.  The  formation  of  sheet  ice  begins  at  the  shores, 
upon  reefs,  boulders  or  other  obstructions;  and  with 
continued  cold  weather,  builds  outward  and  thickens. 
Unless  broken  by  the  wind,  or  prevented  by  high  water 
velocity  from  forming,  it  gradually  covers  the  whole 
surface  of  our  rivers  or  power  canals.  Where  ice  forms  in 
bays,  around  stones,  and  along  the  shores  of  rivers  it  is 
known  under  the  name  of  "  Bordage  Ice." 

Frazil. 

Frazil,  which  is  a  French-Canadian  term,  comes  from 
the  French  for  "  forge  cinders,"  which  it  is  supposed  to 
resemble.  The  temperature  of  the  air  has  only  to  be 
lowered  a  few  degrees  below  the  freezing  point  when  the 
river  water  is  at,  or  nearly  down  to,  32°F,  to  form  large 

*Read  at  Ottawa  Professional  Meeting,  February  12th,  1919;  and 
at  the  Montreal  Branch,  February  27th,  1919- 


quantities  upon  the  surface  of  open  water.  With  a 
temperature  of  17°F,  or  even  higher,  and  sufficient  wind 
to  create  surface  agitation,  large  quantities  of  this  trouble- 
some ice  will  be  formed.  Frazil  found  under  these  con- 
ditions is  of  a  very  sticky  nature,  and,  when  the  same  cornea 
in  contact  with  metal  exposed  to  the  influence  of  the 
outside  air,  adheres  to  the  metal ;  from  which  it  cannot  be 
removed  unless  the  temperature  of  the  air  is  raised  two 
or  three  degrees,  and  the  water  or  metal  a  fraction  of  a 
degree  above  the  freezing  point. 

Frazil  that  flows  down  under  surface  ice  does  not 
have  the  same  sticky  quality.  It  is  liable,  however,  to 
cause  just  as  much  trouble  for,  where  the  volume  is  great, 
it  blocks  up  the  openings  in  the  racks  and  entrance  to 
wheels  unless  the  design  of  the  plant  is  such  as  to  overcome 
this  trouble. 

It  will  be  found  that,  where  frazil  has  accumulated 
and  consolidated  under  the  surface  ice,  it  will  in  time 
raise  this  surface  ice  several  feet  above  the  elevation  of  the 
water  surface  in  the  river  or  power  canals.  In  deep  water 
channels,  ice  covered,  where  frazil  is  attached  to  the 
under  side  of  the  surface  ice  in  depths  varying  from  1  to 
14  or  15  feet,  free  from  sheet  ice,  and  not  consolidated, 
it  has  been  found  that  the  suspended  mass  is  of  a  spongy 
nature  and  passes  a  fair  volume  of  water.  When  this 
condition  exists,  a  raise  of  air  temperature  to  33°  or  34°F, 
lasting  two  or  three  days,  resulting  in  the  raising  of  the 
water  temperature  between  one  and  two  hundredths  of  a 
degree  F,  will  cause  the  greater  portion  of  this  suspended 
mass  to  disappear. 

A  great  many  are  under  the  impression  that  frazil 
floats  in  open  water  entirely  on  the  surface; — this  is  not 
true  for  it  will  be  found  floating  at  depths  several  feet 
below  the  surface. 


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Frazil  suspended  from  the  surface  ice  can  be  removed 
by  use  of  electric  current.  The  small  quantity  of  heat 
generated  by  the  passage  of  electric  current  between 
electrodes,  inserted  through  the  surface  ice,  disintegrates 
the  suspended  spongy  ice  mass  very  quickly.  2,750 
kilowatts  will  free  an  area  of  approximately  4000  sq.  ft. 
of  this  spongy  ice,  having  an  average  depth  of  7  feet,  in 
about  30  minutes.  The  voltage  required  with  a  spacing 
between  electrodes  of  32  feet  is  6000  volts. 

.1  nchor  Ice. 

This  form  of  ice,  as  its  name  implies,  is  attached  or 
anchored  to  the  rough  stony  bottoms  of  rivers  and  rarely 
forms  under  a  layer  of  surface  ice.  The  action  of  the 
sun's  rays,  or  a  rise  in  the  temperature  of  the  water  in  the 
river  a  fraction  of  a  degree,  loosens  it,  when  it  will  rise  to 
the  surface.  It  is  very  easily  distinguished  from  any 
other  kind  of  slush  ice,  as  it  is  usually  very  much  darker 
in  color  and  floats  very  high  in  the  water.  Where  rivers 
are  shallow  and  the  water  velocity  high,  preventing  the 
formation  of  surface  ice,  large  quantities  of  anchor  ice 
will  be  found.  From  careful  observations,  we  have  never 
found  anchor  ice  forming  in  water  deeper  than  16  to  18 
feet,  even  in  the  very  coldest  weather  and  with  ideal 
conditions  for  its  formation. 

Anchor  ice  is  very  much  more  dangerous  than  frazil 
to  a  plant  for  the  reason  that  besides  forming,  with  frazil, 
under-hung  dams  under  surface  ice,  it  also,  when  running, 
carries  with  it  all  sorts  of  water-logged  timber,  including 
stumps  of  trees,  as  well  as  large  stones. 

It  has  been  observed  that  when  the  water  in  rivers  in 
and  around  Montreal  is  high  during  the  winter  season, 
greater  ice  troubles  are  liable  to  be  experienced.  From 
the  middle  of  December  to  the  end  of  January  is  usually 
the  time  frazil  trouble  is  at  its  worst,  and  from  the  begin- 
ning of  February  to  the  middle  of  March  anchor  ice  is  the 
most  troublesome. 

Hydro-electric  plants  in  northern  climates  are  more 
or  less  affected  by  ice  troubles;  and  those  of  early  design, 
in  a  great  many  cases,  are  either  completely  shut  down  for 
short  periods  during  each  ice  season  or  their  output 
reduced  by  a  considerable  amount.  In  some  cases,  the 
reduction  of  output  lasts  for  the  whole  ice  season. 

Through  the  knowledge  which  has  been  gained  by 
experience  and  with  the  improvements  in  the  design  of 
hydraulic  equipment,  plants  can  now  be  designed  which 
will  be  practically  immune  from  ice  troubles;  with  the 
possible  exception  of  those  whose  water  supply  is  obtained 
through  canals  running  across  country  where  means  cannot 
be  provided  to  mitigate  or  eliminate  the  ice  difficulty. 

Ice  troubles  may  be  classified  under  two  heads:— 
Those  which  cause  trouble  and  damage  to  the  outside 
portion  of  the  development,  such  as  erosion  of  river  banks, 
flooding,  damage  to  dams  and  other  outside  structures, 
and  back  water;  and  those  which  cause  trouble  to  the 
hydraulic  equipment  by  blocking  the  racks,  wheel 
chambers  and  wheels. 

To  provide  against  trouble  from  ice,  great  care  should 
be  exercised  in  the  selection  of  the  site  and  the  design  of 
head  and  tail  race  channels.  Where  the  development  is 
one  which  only  makes  use  of  a  portion  of  the  flow  of  a  river, 
and  the  conditions  obtaining  during  the  winter  season 
above  and  below  the  plant  are  such  that  swift  water  or 


rapids  exist,  resulting  in  the  river  rot  being  ice  covered 
care  should  be  taken  to  ascertain  the  prevailing  wind 
conditions,  for  the  reason  that,  with  the  open  water  above 
the  plant,  frazil  and  anchor  ice  will  be  formed;  and,  with 
the  prevailing  wind  direction  towards  the  intake  channel, 
large  quantities  of  this  troublesome  ice  will  be  forced  into 
the  channel,  even  if  the  water  in  the  main  channel  outside 
of  the  power  canal  has  a  velocity  of  5  to  8  ft.  per  sec,  and 
is  almost  at  right  angles  to  the  same.  By  properly 
locating  the  development  the  trouble  from  wind  con- 
ditions can  be  greatly  reduced.  A  power  canal  that  is 
narrow  and  deep  is  much  preferable  to  one  wide  and 
shallow.  In  any  case  the  average  velocity  at  the  entrance 
should  be  very  low. 

When  investigating  a  power  site  a  careful  survey  of 
river  conditions  above  the  entrance  to  the  power  canal 
should  be  made  to  ascertain  the  presence  of  reefs,  large 
boulders,  or  other  obstructions;  for,  with  open  water  con- 
ditions, these  will  become  coated  with  anchor  ice  to  such 
an  extent  as  possibly  to  divert  the  water  from  the  entrance 
of  the  power  canal  sufficiently  to  cause  the  lowering  of  the 
head  by  several  feet. 

The  source  of  another  trouble  from  ice,  and  one  which 
should  be  guarded  against,  is  the  lowering  of  the  water 
level  in  the  power  canal,  due  to  the  temporary  blockage  of 
the  river  above  the  plant,  caused  by  little  ice  dams  in  the 
open  water  during  extreme  cold  weather  conditions.  This 
is  a  very  important  matter  and  is  liable  to  seriously  affect 
the  plant's  operation. 

An  impression  seems  to  exist  that,  if  a  large  pond  can 
be  created  by  constructing  a  power  canal,  ice  trouble 
can  be  avoided  or  reduced  to  a  minimum.  This  is  a  very 
wrong  impression,  where  large  developments  are  to  be 
made  of  the  low  or  medium  head  class.  It  is  usually 
assumed  that  with  water  velocities  in  the  power  canal  or 
headrace  as  low  as  1  to  1 l ■>  feet  per  second  surface  velocity, 
surface  ice  will  form  as  soon  as  the  water  temperature  has 
reached  the  freezing  point  and  the  air  temperature  some- 
where between  zero  and  20°F.  This  condition  may  be 
suitable  for  the  formation  of  surface  ice  on  the  canal  in 
some  cases,  but  not  in  every  case.  With  conditions  such 
as  exist  on  the  St.  Lawrence  it  does  not  form.  What  does 
happen  is  that  sheet  ice  is  formed  in  the  shallow  waters 
and  the  bays  along  the  shores.  The  wind  breaks  up  this 
formation  and,  with  the  frazil  formed  at  the  same  time,  the 
whole  mass  starts  moving,  is  carried  down,  and  with  the 
aid  of  the  wind  enters  the  power  canal  coating  the  whole 
surface  of  the  same  with  this  conglomerate  mass  in  a  very 
short  time.  Once  the  surface  of  the  canal  has  become 
coated,  the  sheet  ice  is  deflected  down  the  main  channel, 
but  the  frazil,  to  which  has  been  massed  small  pieces  of 
sheet  ice  formed  on  stones  and  other  obstructions,  con- 
tinues to  build  under  the  surface  ice  on  the  canal,  forming 
na  under-hung  dam.  This  is  a  very  serious  condition 
and  unless  properly  handled  will  ultimately  shut  the 
plant  down. 

Where  rapids  exist  below  the  plant  care  should  be 
taken  to  see  that  a  suitable  wing  dam,  protecting  the 
tailrace  discharge,  can  be  constructed  to  prevent  back 
water  trouble,  caused  by  the  formation  of  anchor  ice  in 
the  main  river  channel. 

If  the  development  is  one  involving  the  damming  of 
the  whole  of  a  river  with  a  power  house  and  an  overflow 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


385 


dam,  a  large  pond  is  usually  created  backing  the  water 
upstream  for  a  considerable  distance.  With  a  develop- 
ment of  this  nature,  surface  ice  will  undoubtedly  form, 
at  times  of  light  load,  on  the  pond.  Should  there  be 
rapids  further  up  the  river  which  have  not  been  extin- 
guished, considerable  trouble  will  be  experienced,  for 
frazil  and  anchor  ice  will  form  and  flow  down  under  the 
surface  ice  on  the  pond,  cling  to  its  lower  side,  and  form 
an  under-hung  dam,  contracting  the  free  water  area  and 
reducing  the  capacity  of  the  plant. 

The  reduction  in  the  capacity  of  the  plant  may  be 
serious,  if  the  development  is  one  where  the  water  backed 
up  by  the  under-hung  dam  can  find  another  outlet. 

When  a  development  has  a  water  storage  above  its 
power  house  and  dam,  sufficient  to  carry  the  plant's  peak 
load  over  a  period  of  from  1 J  •>  to  2  hours  daily  with  a 
reduction  in  storage  of  from  3  to  4  feet  or  even  less,  and 
where  the  storage  water  used  is  built  up  quickly  after  the 
peak  load  goes  off,  it  will  usually  be  found  that  the  water 
will  rise  at  such  a  speed  as  to  over-run  the  surface  ice  along 
the  shores  and  in  the  immediate  vicinity  of  the  dam  and 
power  house.  This  condition  results  in  the  surface  ice 
becoming  very  thick  at  the  locations  mentioned,  and  by 
the  end  of  the  winter  season  it  may  be  found  to  be  from 
two  to  three  and  a  half  times  as  thick  as  the  surface  ice 
in  the  centre  of  the  river  or  power  canal. 

When  the  spring  break-up  occurs,  more  or  less  damage 
is  liable  to  be  suffered  from  erosion  and  scouring  of  the 
river  banks  unless  proper  means  have  been  provided  to 
take  care  of  same,  such  as  the  facing  of  the  river  banks 
with  concrete,  timber  facing,  or,  where  possible,  stone 
rip  rap.  The  ice  is  liable  to  be  shoved  down  into  the 
headrace,  if  the  break-up  is  accompanied  by  heavy  spring 
freshets,  and  carried  over  the  dam  in  layers  having  a  total 
thickness  of  as  much  as  90  inches;  and  if  the  overflow  is 
not  properly  protected,  as  well  as  the  front  portion  of  the 
power  house  raised  sufficiently  above  extreme  high  water  to 
prevent  the  ice  being  carried  against  the  same,  con- 
siderable damage  will  be  done. 

To  provide  against  damage  to  the  apron  side  of  dams 
and  the  scouring  action  to  the  rear  of  the  apron,  tumble 
ponds  will  be  found  very  useful,  if  the  design  cannot  be 
made  to  allow  the  ice  to  discharge  in  its  normal  plane  and 
not  on  end. 

The  other  troubles  from  ice  are  those  affecting  the 
operation  of  the  hydraulic  equipment,  and  have  been 
very  difficult  to  overcome  with  plants  of  the  multi-runner 
type  of  design. 

The  development  of  high  specific  speed  runners,  per- 
mitting higher  rotational  speeds,  and  the  successful 
results  obtained  with  modern  designs  of  thrust  bearings 
have  resulted  in  the  passing  away  of  the  multi-runner  type 
of  turbine  installation,  in  favor  of  the  vertical  shaft, 
single  runner  unit. 

The  majority  of  developments  up  to  1912  of  low  and 
medium  heads  consisted  of  horizontal  installations  of  the 
multi-runner  type,  with  two,  four,  six  and  sometimes 
more  runners  on  a  shaft. 

The  first  plant  of  the  vertical  shaft  single  runner  type 
of  unit,  to  be  placed  in  operation  in  Canada,  was  the  plant 
of  the  Cedars  Rapids  Mfg.  &  Power  Company,  Cedars, 
Que.     The  result  of  four  years  operation  has  proved  that 


it  is  possible  to  eliminate  the  ice  troubles  which  have  been 
a  bugbear  of  the  multi-runner  type  of  plant. 

At  the  time  this  plant  was  designed,  careful  attention 
was  given  to  the  ice  problem,  for  it  was  well  known  that 
the  St.  Lawrence  River  above  and  below  the  plant  re- 
mained open  the  whole  of  the  winter  season,  and  conse- 
quently the  ice  conditions  encountered  would  be  most 
severe. 

Experience  gained  in  the  operation  of  other  hydro 
plants  was  used  to  great  benefit  in  this  design,  to  effectively 
overcome  the  operating  difficulties  due  to  ice,  e.g.:— 
enclosing  of  the  gate  house  so  that  the  hot  air  of  the  gen- 
erator room  enters  it,  the  placing  of  the  screens  or  racks  in 
such  a  manner  and  position  as  to  keep  the  cold  outside 
air  from  them,  the  dividing  of  the  racks  into  six  sections 
for  each  unit,  the  installation  of  an  electric  crane  for 
handling  them  quickly,  motor-driven  head  gates' for  each 
unit,  and  a  set  of  emergency  gates  permitting  the  cutting 
off  of  the  water  completely  so  as  to  examine  racks  and 
motor-driven  head  gates;  have  all  worked  out  very 
efficiently. 

Some  minor  changes  have  been  made  in  the  top  rack 
sections.  The  original  spacing  between  rack  bars  was 
2y2  inches,  but  this  spacing  was  found  too  close  and  every 
other  bar  was  removed,  leaving  the  spacings  5  inches. 

Each  of  the  main  units  is  supplied  through  three 
openings  of  12'-8"  x  28'-0".  The  water  enters  the 
openings  at  approximately  3  feet  per  sec.  and  passes  to  the 
wheel  through  spiral  concrete  casing,  entering  the  wheel 
at  a  velocity  of  approximately  7}  i  feet  per  second. 

It  has  been  found  that  when  frazil  and  anchor  ice  are 
running,  there  is  generally  mixed  with  them  a  certain 
amount  of  fine  sheet  ice,  as  well  as  debris  of  all  kinds.  When 
this  ice  gets  on  to  the  racks  it  coats  them  so  that  it  blocks  off 
the  water  from  the  wheels.  By  working  ordinary  rakes 
up  and  down  the  rack  bars  the  ice  can  be  worked  through. 
The  procedure,  however,  is  to  raise  the  top  section  of  the 
racks  and  hit  them  a  slight  blow  with  a  wodden  maul 
when  the  whole  ice  coating,  which  may  be  from  2  to  3 
feet  thick,  will  fall  away  and  go  through  the  wheels. 
Should  the  ice  show  any  tendency  not  to  enter  the  spiral 
casing  by  manipulating  the  head  gates,  then  by  changing 
the  velocity  of  entrance,  this"  trouble  may  be  overcome. 
This  method  of  operating  is  only  adopted  when  anchor 
ice  is  running  heavily.  Under  ordinary  ice  conditions  the 
top  sections  of  the  racks  are  allowed  to  remain  up. 

Four  years  of  operating  with  severe  winter  conditions 
have  demonstrated  that  no  matter  how  much  anchor 
ice  and  frazil  comes  down  to  the  plant,  whether  before  or 
after  the  surface  of  the  canal  is  coated  with  surface  ice,  no 
ice  choke  takes  place  in  the  guide  vanes,  gates  or  wheels. 
The  explanation  offered  for  this  condition  is  that  the  metal 
parts  of  the  wheel  installation  are  maintained  at  a  temper- 
ature just  above  freezing,  thus  causing  the  ice  crystals  to 
slip.  The  difference  measured  on  the  thermometric 
scale  is  infinitesimal,  though  the  physical  results  are 
enormous. 

The  metal  parts  are  maintained  at  the  slightly  higher 
temperature  due,  we  think,  to  the  following  causes: — 

1.  Power  losses  in  turbine  confined  to  small  area. 

2.  Conduction  of  heat  from  steel  concrete  scroll 
casing. 


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JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


3.  Conduction  of  heat  along  shaft  cover  plate 
and  gate  mechanism. 

Operating  with  the  top  sections  of  the  racks  up  when 
anchor  ice  has  been  running  heavily  has  caused  some  little 
operating  difficulties.  Considerable  amount  of  debris 
has  been  carried  into  the  runners  such  as  timber,  water- 
logged railroad  ties,  stumps  of  trees,  stones,  etc.  One  of 
the  stones  removed  from  one  of  the  runners  weighed 
between  600  and  700  pounds.  It  is  estimated  that  the 
volume  of  anchor  ice  to  support  the  large  stone  mentioned 
above,  would  be  between  80  and  90  cubic  feet.  With  this 
large  volume  of  ice  no  blocking  occurred  and  the  only 
indication  that  something  was  in  the  runner  was  a  broken 
gate  arm,  the  unit  continuing  to  develop  its  power  with 
this  large  stone  in  one  of  its  buckets. 

The  operation  of  this  plant  has  demonstrated  that  no 
trouble  from  ice  shut-downs  will  be  experienced  in  plants 
adopting  the  single  runner  units  and  with  openings  in  the 
guides,  gates  and  wheels  as  large  as  the  Cedars  wheels. 

After  it  had  been  satisfactorily  demonstrated  that  no 
matter  how  large  a  volume  of  floating  spongy  ice  entered 
the  power  house,  it  could  be  put  through  the  wheels, 
attention  was  then  turned  to  the  headrace.  The  head- 
race is  slightly  over  two  miles  long,  at  the  present  time, 
and  about  800  feet  wide  on  the  surface  of  the  water. 

We  found  there  was  a  considerable  decrease  in  flow  in 
the  canal,  due  to  the  ice  covering  and  the  reduction  of  free 
water  area  on  account  of  the  under-hung  dams  formed  by 
frazil,  anchor  ice  and  sheet  ice  getting  under  the  surface 
ice,  more  particularly  at  the  entrance  to  the  canal.  This 
would  be  a  most  serious  condition  for  the  plant  when  the 
full  number  of  units  is  installed. 

We  have,  therefore,  studied  the  conditions  very  care- 
fully and  have  adopted  the  method  of  completely  removing 
approximately  half  the  ice  surface  from  the  whole  length 
of  the  canal,  thus  operating  with  open  water  during  the 
whole  of  the  winter.  With  this  method  of  operation  we 
have  found  the  sluices,  which  were  originally  installed 
with  16  foot  openings  for  handling  ice,  were  the  source  of 
considerable  trouble,  as  they  would  not  handle  the  large 
sheets  of  shore  ice  26  to  40  inches  in  thickness,  which  are 
liable  to  enter  the  canal  when  it  is  kept  open. 

Last  summer  we  reconstructed  our  west  end  sluice- 
way, erecting  two  openings  of  44  feet  each,  with  from  5  to 
6  feet  of  water  flowing  over  the  crest;  and,  it  is  our 
intention  to  rebuild  during  the  coming  summer  the  sluice- 
way next  to  the  power  house,  installing  two  openings  each 
60  feet  in  width. 

To  close  these  large  openings  after  the  ice  season  is 
over,  a  special  stop-log  dam  has  been  designed  with 
openings  for  logs  approximately  15*4  feet  in  length.  The 
steel  work  is  lowered  into  place  and  the  logs  inserted  after 
it  is  in  position. 

It  may  be  of  interest  to  describe  some  of  the  experi- 
mental work  that  was  carried  out  before  we  found  that 
the  only  way  to  operate  the  plant  was  to  keep  open  water 
in  the  canal  the  whole  year  round. 

It  was  thought  possible  that  floating  ice  could  be 
diverted  from  the  canal  by  means  of  a  suitable  boom 
stretched  at  a  proper  angle  from  the  most  westerly  sluice- 
way to  the  north  shore  of  the  canal,  but  this  was  found  not 


to  be  the  case.  The  ice  entered  the  canal  in  such  large 
volumes  that  lighter  ice,  such  as  frazil  and  anchor  ice, 
went  under  the  boom  and  the  large  sheet  ice  ultimately 
broke  the  boom. 

The  next  method  we  experimented  with  was  to  erect 
a  timber  ice  deflector  at  a  point  about  1500  to  1800  feet 
above  the  entrance  proper  to  the  canal,  the  idea  being  to 
deflect  the  large  surface  ice  which  breaks  away  from  the 
shores  out  into  the  main  channel,  as  well  as  frazil  and 
anchor  ice. 

It  was  found  that  this  method  of  protection  was  not 
very  efficient  when  the  wind  conditions  were  such  as  to 
hold  all  of  the  ice,  floating  in  the  river  above  the  diversion 
dam,  towards  the  north  shore.  It  was  also  found  that, 
during  extreme  cold  weather  conditions,  the  reefs  in  the 
river  channel  outside  the  entrance  to  the  power  canal 
would  become  heavily  coated  with  anchor  ice,  and  that 
with  these  dams  and  the  diversion  dam  ice  coated,  the 
amount  of  water  permitted  to  enter  the  canal  would  only 
be  a  small  part  of  what  would  ultimately  be  required. 
We,  therefore,  removed  our  experimental  diversion  dam 
and  are  now  taking  care  of  whatever  ice  enters  the  power 
canal. 

We  are  still  making  improvements  in  our  canal  en- 
trance in  the  way  of  increasing  the  channels  of  supply  to 
the  power  canal  by  removing  some  of  the  reefs,  which 
have  been  a  source  of  trouble  during  the  ice  season, 
and  by  the  time  the  remaining  units  are  installed,  our  canal 
will  be  in  proper  shape  at  the  entrance. 

We  are  thoroughly  satisfied,  from  the  experience 
gained  in  the  plant's  operation  during  the  past  four  years, 
that  with  the  modifications  in  the  ice  sluices  which  will  be 
completed  next  summer,  and  the  work  completed  on  the 
intake,  the  plant  will  operate  to  its  maximum  capacity  the 
whole  year. 

One  of  the  most  important  features  in  the  handling  of 
the  ice  is  to  have  the  proper  equipment.  When  the  winter 
season  sets  in,  the  power  canal  does  not  freeze  over  but 
becomes  coated  with  a  rough  surface  of  ice  blown  in  by 
the  wind,  the  mixture  consisting  of  frazil,  sheet  ice  and 
sometimes  snow.  It  usually  only  takes  four  to  six  hours 
with  suitable  wind  conditions  to  coat  the  two  miles  of 
canal  with  ice. 

We  have  provided  two  ice  breakers,  which  are  really 
tugs  reinforced  for  the  breaking  of  ice.  It  has  been  found 
that  after  the  surface  of  the  canal  has  become  coated  with 
the  conglomerate  mass,  it  takes  several  days  of  extreme 
cold  weather  before  it  becomes  consolidated  to  such  an 
extent  that  the  tugs  have  difficulty  in  breaking  it  up. 

With  proper  ice  sluices  so  as  to  avoid  jamming  when 
the  broken  surface  ice  is  carried  down,  a  channel  one 
hundred  to  one  hundred  and  fifty  feet  can  be  made  from 
the  power  house  to  entrance  in  from  a  day  to  a  day  and  a 
half,  with  the  two  suitable  ice  breakers. 

We  have  found  it  necessary  at  times  to  resort  to  the 
use  of  explosives  in  breaking  up  ice  jams,  and  have 
experimented  with  various  kinds  of  explosive  to  ascertain 
which  would  be  the  most  efficient  in  ice.  We  have  used 
60%,  40%  and  30%  nitro-glycerine  dynamite  in  sticks 
of  1 }  2  inches  in  diameter  and  8  inches  long,  made  up  in 
charges  of  7  to  8  sticks,  but  they  were  all  too  fast  and  would 
only  pot-hole  the  ice.     With  the  aid  of  the  Canadian 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


387 


Explosives  Company,  we  obtained  an  explosive  made 
from  ammonia  nitrate,  having  a  strength  equivalent  to 
30%  nitro-glycerine  dynamite,  made  up  in  sticks  3  inches 
in  diameter  and  8  inches  long.  This  explosive  gives  a 
large  gas  volume,  is  much  slower  in  action,  and  very 
satisfactory  results  are  obtained.  It  has  the  advantage 
also  of  not  freezing  unless  the  temperature  is  five  degrees 
or  more  below  zero,  and  if  left  in  the  water  an  hour  or 
longer  dissolves  and  is  not  dangerous. 

In  conclusion,  I  wish  to  express  my  thanks  to  my 
assistants,  Messrs  Read  and  Cunha  and  our  Resident 
Engineer  at  Cedars,  Mr.  Hawley,  for  the  assistance 
rendered  in  the  preparation  of  drawings  and  photographs, 
as  well  as  Mr.  John  Murphy  for  photographs  from  which 
slides  have  been  made. 

Discussion 

K.  B.  Thornton,  A.M.E.I.C.:  The  paper  presented 
by  Mr.  Wilson  is  of  interest  particularly  to  those  who 
are  engaged  in  operating  hydro-electric  plants.  It  is  of 
interest  not  only  to  engineers  but  also  to  business  men 
and  investors  who  have  invested  capital  in  hydro-electric 
enterprises  in  this  country. 

In  the  old  days,  the  advent  of  winter  and  frazil 
troubles  was  often  a  nightmare  to  the  operating  engineer 
suggesting  strenuous  days  and  sleepless  nights;  while  to  the 
ordinary  layman  it  suggested  the  stopping  of  cars,  the 
putting  out  of  lights,  the  shutting  down  of  waterworks'; 
and,  to  the  business  man,  it  immediately  suggested  an 
increase  in  operating  expenses  of  the  hydraulic  power  com- 
pany in  which  he  was  interested,  and  a  consequent  decrease 
in  both  gross  and  net  earnings. 

The  paper  of  Mr.  Wilson,  together  with  papers  which 
have  been  previously  presented  on  the  subject,  is  another 
assurance  to  engineers  and  the  public  generally  that  power 
plants  can  be  operated  successfully  here  in  Canada 
throughout  the  winter  months.  It  seems  particularly 
fitting  that  Mr.  Wilson's  paper  should  be  read  here,  in 
Ottawa,  because  those  of  us  who  are  engaged  in  the 
hydraulic  operation  of  plants  owe  a  tremendous  debt  of 
gratitude  to  the  pioneer  investigational  work  which  has 
been  carried  on  in  Ottawa  by  Mr.  Murphy.  That  work 
was  started  about  twenty  years  ago,  and  the  results  have 
been  duly  recorded  from  time  to  time  before  scientific 
societies  and  in  the  technical  journals. 

All  plants  in  our  northern  climate  have  to  contend 
with  ice  troubles  of  one  sort  or  another,  but  there  is  no 
doubt  that  the  contribution  of  information  by  Mr. 
Murphy,  Dr.  Barnes,  and  Mr.  Wilson,  have  greatly 
improved  the  methods  adopted  by  most  companies  in 
handling  their  ice  troubles. 

My  own  opinion  is  that  in  the  not  distant  future  these 
methods  will  be  further  improved,  and  that  in  addition 
more  active  steps  will  be  taken  to  reduce  the  formation  of 
the  ice  which  causes  all  the  trouble. 

In  connection,  however,  with  the  handling  of  ice  in 
general  at  power  plants,  I  would  give  this  word  of  warning 
to  those  who  are  not  specially  familiar  with  such  work, 
that  experience  has  shown  that  the  handling  of  ice  con- 
ditions, pertaining  to  any  particular  hydraulic  develop- 
ment are,  as  a  rule,  peculiar  to  that  plant  and  that  it  is 


unsafe,  except  in  a  general  way,  to  deduce  from  results 
obtained,  some  general  formula  for  the  handling  of  ice 
troubles  at  plants  in  general. 

As  to  the  methods  mentioned  by  Mr.  Wilson  for  the 
handling  of  ice  at  Cedars,  they  are  very  interesting 
indeed.  The  increasing  of  the  sluiceway  openings  is,  to  my 
mind,  a  very  distinct  improvement  over  the  types  of 
openings  generally  adopted  by  designing  engineers,  whose 
tendency  is  usually  to  make  these  openings  far  too  small. 

As  regards  the  protection  of  the  intake,  it  seems  to  me 
that  a  series  of  overlapping  parallel  booms  with  aprons, 
not  a  single  boom,  would  tend  to  throw  the  ice  farther  out 
into  the  river  and  help  to  prevent  its  entrance,  at  least  in 
such  large  quantities,  into  the  forebay  or  intake  canal. 

Mr.  Wilson  has  spoken  upon  the  subject  of  under- 
hung dams,  and  has  shown  a  photograph  where  sixty  per 
cent  of  the  cross-section  was  taken  up  with  ice.  My  own 
experience  has  been  that  such  dams  will  always  be  formed 
when  rapidly  running  water  reaches  a  forebay  entrance 
where  the  velocity  in  the  forebay  is  low.  My  experience 
has  been  that,  where  the  entrance  of  the  forebay  is  adja- 
cent to  rapid  running  water,  either  under  condition  similar 
to  those  at  Cedars,  or  where  you  have  a  canal  with  a 
forebay  at  the  end  of  it,  as  soon  as  the  water  adjacent  to 
the  forebay,  and  which  has  attained  a  fairly  high  velocity, 
comes  to  the  entrance  of  the  forebay,  where  the  velocity 
is  very  low,  you  have  an  under-hung  dam  formed.  In  the 
plant  I  am  looking  after  at  the  present  time,  this  is  the 
one  and  only  source  of  the  trouble  that  we  have;  there  is 
a  six-mile  canal  terminating  in  a  large  forebay.  Where 
the  canal  forms  the  forebay,  we  have  an  under-hung  dam 
formed,  and  every  year  we  have  to  cut  a  channel  and  chop 
it  out. 

To  digress  for  a  moment,  Mr.  Wilson  referred  to  the 
care  necessary  in  the  selection  of  the  power  site,  but  my 
own  experience  has  been  that  there  is  little  or  no  latitude 
in  selecting  a  river  power-house  site,  inasmuch  as  the  site 
is  generally  pre-determined  by  nature,  and  the  conditions 
must  be  accepted  as  they  are  found.  Any  small  change  in 
location  resolves  itself  into  a  simple  question  of  the  in- 
vestment involved. 

Of  course,  once  a  plant  is  designed  and  placed  in 
operation,  the  operating  engineer  usually  finds  some 
improvement  that  he  could  make  if  he  were  to  design  the 
plant  all  over  again.  The  methods  adopted  by  Mr. 
Wilson,  I  have  no  doubt,  are  the  best,  or  at  least  as  good 
as  any,  that  could  be  designed  to  combat  the  conditions 
under  which  the  Cedars  plant  has  to  operate,  but, 
personally,  I  should  not  like  to  make  a  practice  of  passing 
boulders  through  my  water-wheels. 

It  seems  to  me,  as  I  have  already  stated,  that  some 
effort  should  be  made  to  reduce  the  ice-forming  conditions, 
and  I  would  like  to  refer  to  certain  statements  that  have 
been  made  in  this  connection. 

In  June,  1906,  Mr.  Wilson,  in  his  article  entitled 
"  Influence  of  Ice  on  Hydro  Development  "  in  the  Elec- 
trical News,  in  reference  to  rapids  located  above  a  partially 
canalized  river,  states: — ■ 

"  Where  possible  dams  should  be  installed  to 

drown  out   the  rapids  and   the   impounded   water 

drawn  from  the  bottom  of  the  dams  by  means  of 

sluices  or  other  such  openings." 


388 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


Again,  in  1908,  before  the  Undergraduates  Society 
of  McGill  University,  Mr.  Murphy  delivered  a  paper 
entitled:  "  Ice  Troubles  in  Hydraulic  Power  Work  and 
Methods  of  Overcoming  them." 

In  this  paper,  Mr.  Murphy,  referring  to  the  reduction 
of  flow  due  to  the  blocking  of  ice,  states  that  the  des- 
truction of  rapids  by  the  erection  of  dams  is  one  method  of 
preventing  frazil.     He  says: — ■ 

"  These  troubles  can  only  be  removed  by  the 
building  of  dams  and  thus  creating  immense  storage 
reservoirs  from  which  an  equable,  steady  flow  may  be 
obtained  ail  the  year  round,  the  spring  floods  and  the 
fall  and  winter  droughts  will  then  be  unheard  of." 

Again,  in  the  same  year,  before  the  Royal  Society, 
Mr.  Murphy  said: — 

"  The  destruction  of  rapids  by  the  erection  of 
dams  will  prevent  the  continuous  all-winter  formation 
of  ice  spicules,  or  frazil." 

I  believe  the  ideal  situation  is  the  completely  canalized 
river,  or  a  canal,  as  opposed  to  a  partially  canalized  river. 
I  cannot  agree  with  Mr.  Wilson  that  means  cannot  be 
provided  to  mitigate  or  partially  eliminate  ice  trouble 
where  water  is  obtained  through  canals. 

A  river  project,  or  a  partially  canalized  river,  with 
rapids  above,  or  even  below,  the  site,  simply  means 
operating  a  plant  with  the  foregone  conclusion  that  there 
will  be  ice  trouble  during  the  winter  and  that  the  success  in 
handling  the  situation  will  depend  largely  on  the  resource- 
fulness and  the  ingenuity  of  the  engineer  supervising  the 
plant  in  adopting  the  best  remedial  schemes  under  the 
circumstances.  It  seems  to  me  that  this  field  of  investi- 
gation, covering  the  reduction  in  the  formation  of  ice,  is 
one  that  has  been  largely  neglected. 

I  am  strongly  in  favour  of  canals,  or  completely 
canalized  rivers,  as  opposed  to  developments  or  partially 
canalized  rivers.  Attention  has  been  given  by  numerous 
boards  which  have  been  formed,  the  Stream  Flows  Com- 
mission in  Quebec,  the  Power  Board  here  in  Ottawa,  and 
many  other  commissions,  to  the  investigation  of  storage 
on  rivers,  with  the  idea  of  conserving  the  water,  avoiding 
floods,  and  preventing  droughts  in  the  fall.  If  it  were 
realized  that  by  installing  these  reservoirs  and  water 
storage  dams,  ice  conditions  will  be  tremendously  im- 
proved, I  think  a  good  deal  more  effort  would  be  made  to 
carry  on  that  work  in  view  of  the  benefits  that  would 
accrue  from  the  elimination  of  the  troubles  which  are  due 
to  the  blocking  of  ice,  causing  floods  in  the  spring  and 
immense  losses  of  time  and  power  in  the  winter.  It  is, 
therefore,  my  idea  that  this  feature  in  reducing  ice-forming 
conditions  should  be  given  more  consideration  by  engineers, 
and  particularly  by  government  boards  that  are  working 
on  problems  of  conservation,  because  it  is  a  field  that  has 
been  neglected  and  up  to  date  the  efforts  of  engineers 
operating  plants  have  been  entirely  directed  to  eliminating 
the  ice  conditions  as  they  find  them  at  these  particular 
plants. 

There  are  several  interesting  things  that  one  might 
refer  to  in  general.  Mr.  Wilson  has  referred  to  the  fore- 
bay  ice  being  thicker  at  the  edges  than  in  the  centre. 
That  always  happens  whether  you  vary  the  forebay  level 


or  not.  I  have  seen  forebay s  where  we  did  not  vary  the 
elevation  a  foot,  and  where,  at  the  end  of  the  winter,  at 
the  edge  the  thickness  of  the  ice  was  two  or  three  times  the 
thickness  of  the  ice  in  the  centre,  which  I  ascribe  to  the 
slow  velocity  at  the  banks'  edges,  and  also  due  to  the 
frost  penetrating  the  banks.  I  think  Mr.  Wilson's  papee 
is  a  very  excellent  contribution  to  the  discussions  that  havr 
taken  place  at  this  most  excellent  Annual  Meeting. 

John  Murphy,  M.E.I.C,  Ottawa:  Mr.  Thornton  has 
made  complimentary  reference  to  my  original  or  pioneer 
work  on  the  ice  question,  and  I  thank  him  for  his  courtesy. 
I  have  copies  of  my  various  contributions  in  my  hands 
but  I  will  not  read  them  all  to  you. 

Through  the  courtesy  of  the  manager  of  the  Chateau, 
Angus  Gordon,  and  the  hearty  co-operation  of  his 
chief  engineer,  T.  E.  McGrail,  I  have  arranged  for  a 
demonstration  of  frazil  manufacturing  which  I  think  can 
be  made  in  this  room.  The  engineer  has  been  placing 
bottles  of  water  in  the  refrigerator  and  bringing  the 
temperature  of  the  water  gradually  down  to  the  freezing 
point.  The  water  is  at  that  temperature  now,  and,  if  he 
can  manage  to  bring  that  water  up  to  this  room  without 
agitating  it  and  without  increasing  its  temperature, 
I  hope  we  will  be  able  to  show  you  the  creation  of  frazil 
in  this  room.  Frazil  is  instantly  formed  in  water — when 
water  is  at  the  critical  temperature — if  the  water  is 
disturbed  of  if  it  is  even  shaken  by  the  wind;  if  the  water 
is  agitated  by  coming  into  contact  with  a  rack,  or  with  a 
water-wheel,  it  turns  into  frazil.  If  you  went  down  to  the 
refrigerator  plant  in  the  basement  of  the  Chateau  I  could 
surely  show  that  to  you,  but  I  am  quite  hopeful  of  being 
able  to  do  it  in  this  room.  The  point  I  wish  to  emphasize 
-the  disturbance  of  water  and  the  creation  of  frazil  by 
such  disturbance  or  agitation — is  so  important  that  it  is 
worthy  of  special  attention.  Something  spectacular 
appeals  to  us  all  much  more  strongly  than  words. 

A  great  deal  has  been  said  recently  about  the  dam- 
ming of  rivers,  but,  if  we  dam  large  rivers,  such  as  the 
St.  Lawrence,  and  do  not  properly  control  the  water  and 
ice,  "  where  may  we  land?"  "  Heat  metal  and  ice  will 
■not  adhere  to  it  "  -that's  the  whole  story  of  successful 
frazil  combatting  which  I  have  preached  for  20  years. 
At  this  convention  where  we  have  representatives  of  the 
Quebec  Streams  Commission,  the  Commission  of  Conser- 
vation, the  Water  Powers  Branch,  the  Department  of 
Marine  and  Fisheries,  the  International  Joint  Commission, 
the  Department  of  Public  Works,  the  Department  of 
Railways  and  Canals,  the  Dominion  Power  Board,  the 
Honorary  Council  of  Scientific  and  Industrial  Research,  the 
Universities,  to  say  nothing  of  the  power  companies  and 
corporations  which  are  all  intensely  interested  in  the  ice 
question,  I  think  it  is  advisable  to  make  an  appeal  so 
that  that  question  may  be  taken  up  and  seriously  con- 
sidered by  some  of  those  great  bodies.  When  the  shutting 
down  of  a  power  plant,  or  the  flooding  of  a  whole  district, 
may  depend  on  whether  the  wind  is,  or  is  not,  blowing,  it  is 
in  my  opinion  a  very  serious  state  of  affairs  and  deserves 
consideration. 

When  frazil  is  about  to  form  or  is  forming  in  water, 
the  water  is  at  the  critical  temperature.  Frazil  will  be 
created  or  formed  in  water  which  is  at  the  critical  tem- 
pera tare    32°  F.  or  0°  C. — under  either  of  two  conditions: 


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389 


first,  if  the  water  is  disturbed,  and,  second,  if  the  water 
comes  into  contact  ivith  anything  which  has  a  temperature 
one  ten  thousandth  {1/10,000) — the  most  minutely  con- 
ceivable fraction — of  a  degree  beloir  the  freezing  point. 
When  water  in  the  winter  time  is  required  to  flow  uninter- 
ruptedly through  dams,  or  over  dams,  and,  when  it  is 
needed  to  operate  turbines,  it  must,  of  necessity,  be  dis- 
turbed or  agitated.  Therefore,  the  edges  of  the  openings  in 
such  hydraulic  works  through  which  water  and  frazil  are 
to  pass  must,  it  would  seem,  be  prevented  from  having  their 
temperature  lowered  below  the  freezing  point,  or  otherwise, 
clogging  of  these  openings  will  necessarily  ensue.  Floods 
will  follow  because  floods  are  caused  by  such  blockades. 
Is  it  not  our  duty  to  try  to  prevent  such  occurrences? 
Should  we  not  all  join  heartily  in  such  a  campaign  as  the 
one  I  have  been  engaged  in  for  many  years  ?  Is  it  not  the 
duty  of  some  of  the  many  organizations  which  I  have  above 
mentioned  to  take  up  this  all-important  matter  ? 

I  have,  many  years  ago,  in  a  rough  but  very  practical 
way,  shown  that  the  heat  from  a  tons  of  coal,  burned  in 
24  hours,  can  prevent  2,000  c.f.s.  of  water  and  frazil  from 
shutting  down  a  power  house.  That  demonstration  has 
been  repeated  many  times  since,  in  a  number  of  plants 
which  I  can  name,  but  no  thorough  scientific  accurate 
study  has  ever  been  made  of:  (1)  the  physical  actions 
involved,  or,  (2)  the  actual  definite  amounts  of  heat  which 
are  required  to  prevent  frazil  formation  in  given  quantities 
of  water  under  various  conditions.  Had  I  the  personal 
means  of  doing  this  work,  I  would  surely  have  it  done. 

Mr.  Murphy's  remarks  were  interrupted  at  this  point 
by  the  arrival  of  bottles  of  water  brought  directly  from  the 
refrigerating  plant  in  the  basement  of  the  hotel.  These 
were  placed  on  tables  and  Mr.  Murphy  and  several  mem- 
bers proceeded  to  demonstrate  the  process  of  water  crystal- 
lization or  frazil  formation.  When  the  bottles  of  water 
left  the  refrigerator  they  were  absolutely  clear.  They  were 
clean  when  handed  around  the  room.  Mr.  Murphy  took 
some  of  the  bottles  up,  shook  them  vigorously,  and 
crystallization,  due  to  agitation,  immediately  resulted. 
Other  members  got  similar  results. 

Mr.  Murphy  said:  The  first  point  I  want  to  make 
clear  is  that  water,  without  a  trace  of  ice  in  it,  will  crystal- 
lize if  -disturbized — frazil  will  be  formed. 

The  next  point  I  want  to  make  is  that  if  you  introduce 
something  that  is  a  little  colder  than  the  water,  such  as 
any  of  the  chilled  vulnerable  parts  of  a  water  power  plant, 
frazil  will  be  produced. 

Mr.  Murphy,  and  others,  demonstrated  this  latter 
point  by  inserting  in  some  of  the  bottles  iron  rods,  the 
temperature  of  which  had  been  reduced  below  the  freezing 
point.  Beautiful  frazil  crystals  were  formed  and  clung 
to  the  rods  like  thistles.  Continuing,  Mr.  Murphy  said: 
These  natural  phenomena  have  been  taught  for  a  gene- 
ration, but  nobody  pays  any  attention  to  them.  Some  of 
you  may  have  seen  such  demonstrations  in  laboratories.  I 
often  make  them  at  home.  E.  L.  x<\very,  Ph.  D.,  in  his 
Principles  of  Natural  Philosophy,  says: — 

"  Touch  a  pitcher  of  water  standing  in  a  cold 

room  all  night,  and  it  turns  to  ice ;  or,  drop  in  a  particle 

of  ice,  and  it  turns  to  ice.     We  may  say  that  liquids, 

in  this  condition,  have  a  tendency  to  become  solid,  and 

are  restrained  only  by  the  difficulty  of  making  a 

beginning." 


The  "  difficulty  "  as  I  have  shown,  is  overcome  by 
agitation,  or  by  contact  with  a  piece  of  ice  or  a  cold  rod — ■ 
(an  iron  rack,  a  gate  or  a  water  wheel.) 

Give  the  frazil- forming  a  start,  as  when  the  water  is 
shaken  by  the  wind,  or  by  coming  in  contact  with  a  rack, 
or  a  water-wheel,  and  the  process  makes  great  headway; 
prevent  it  by  introducing  a  little  heat  and  it  does  not  slur!. 
Our  esteemed  friend,  Dr.  Barnes,  of  McGill,  in  1906,  was 
good  enough  to  refer  to  some  successful  frazil-combatting 
which  I  had  done  before  that  date.  I  cannot  understand 
how  any  McGill  graduate  can  discuss  the  ice  question 
without  praising  Dr.  Barnes'  great  work.  On  page  99  of 
his  book,  entitled  "  Ice  Formation,"  he  says:  — 

"  It  is  probable  that  crystallization  commences 
on  the  edges  of  a  stream  because  of  the  continual 
agitation  always  present  there.  In  order  to  start 
freezing  some  agitation  or  nucleus  must  be  present, 
and  nothing  is  so  efficient  as  a  minute  crystal  of  ice. 
These  start  from  the  small  waves  breaking  on  the 
shore  and  freezing  to  ice  by  intimate  contact  with  the 
cold  air  before  it  falls  back,  produces  the  necessary 
first  ice  over  which  the  convection  currents  of  air 
carry  the  necessary  chill  for  the  ice  crystals  to  spread." 
My  idea  in  introducing  these  demonstrations  was  to 
set  you  all  thinking  and  talking  about  this  important 
subject. 

Mr.  Wilson  has  spoken  about  the  difference  between 
vertical  and  horizontal  wheels  and  about  the  difference 
between  the  multiple  and  single-type  runner.  To  my 
mind,  it  does  not  matter  whether  there  be  one  runner,  or 
a  hundred  runners,  so  long  as  these  runners  are  kepi  away 
from  the  cold.  If  the  single  runners  at  his  plant  did  not 
have  the  benefit  of  the  heat  of  the  mass  of  material 
around  them,  they  would  freeze  up  just  as  tight  as  a  little 
exciter  wheel,  18  inches  in  diameter,  if  there  is  no  heat 
applied.  The  latter  will  run  continuously  if  a  little 
head  is  applied  to  it — as  I  have  demonstrated  for  15 
winters. 

In  a  letter  that  I  sent  last  year  to  Mr.  Wilson,  I  told 
him  of  a  plant  in  Ottawa  which  had  been  frozen  up, 
and  stopped  completely,  at  least  ten  times  to  my  know- 
ledge. //  had  In  have  the  ice  dug  out  of  it  by  hand!  I  sent 
him  a  photograph  of  it  with  the  following  letter:— 

"  Ottawa,  April  18th,  1918. 
"  Mr.  R.  M.  Wilson,  E.E., 
Power  Building, 
Montreal. 
Dear  Mr.  Wilson : 

"  In  reply  to  your  letter  of  April  17th.,  I  beg  to 
say  you  are  welcome  to  the  use  of  the  slide  made  from 
my  photograph  of  the  Ottawa  Electric  Railway 
Company's  hydraulic  horizontal  unit  consisting  of 
six  48-inch  wheels. 

"  I  may  have  told  you  that  it  used  to  be  necessary, 
several  times  each  winter,  to  dig  the  ice  out  of  the  unit 
in  question  by  hand. 

"  But,  since  the  installation  of  a  boiler  with  a 
heating  surface  of  300  sq.  ft.,  the  operation  of  that 
unit  has  NEVER  been  affected  by  frazil. 
Believe  me, 

Yours  truly, 

John  Murphy. 


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To-day  he  astonishes  me  with  the  statement  that  my 
picture  shows  that  multirunner  wheels  are  always  in 
trouble.  What  has  the  multirunner  got  to  do  with  it? 
If  the  water  wheels  operate  while  their  temperature  is 
31.999°F.  frazil  will  stick!  If  their  temperature  is 
32.001pF.  frazil  will  not  stick!  That's  the  whole  story. 
An  end  was  put  to  the  frazil  clogging  in  those  wheels 


Hydraulic  Turbine  Clogged  by  Frazil. 

shown  above  by  the  installation  of  a  little  "  30  horse 
power,"  steam  boiler.  The  steam  boiler  could  only  burn 
a  ton  of  coal  in  24  hours,  but  it  enabled  the  3000  h.p. 
hydro-electric  plant  to  give  out  as  much  continuous  daily 
power  as  could  have  been  generated  by  the  use  of  150  tons 
of  coal  in  a  steam  power  plant. 

In  1904  a  little  mutual  admiration  society,  consisting 
of  our  esteemed  President  Col.  Leonard,  Mr.  Kerry, 
Dr.  Barnes,  and  your  humble  servant,  might  have  been 
formed  had  we  happened  to  meet.  But  I  only  learned  that 
fact  and  what  I  am  going  to  relate  two  or  three  years 
afterwards.  I  was  in  Montreal  in  1906,  or  1907— in 
any  event  a  couple  of  years  after  I  had  started  up  a  plant, 
which  had  been  completely  frozen  up,  with  what  might  be 
described  as  "a  breath  of  warm  air  "  (steam)  from  a 
boiler,  and  I  was  attempting  to  convert  our  former 
esteemed  friend,  the  late  Mr.  Walbank,  the  then  Vice- 
President  and  Chief  Engineer  of  Mr.  Wilson's  Company, 
to  my  view,  by  telling  him  what  had  been  actually  done 
over  and  over  again.  He  said:  "  you  will  go  crazy  if  you 
think  such  things  as  that!"  "But,"  I  said,  "I  have 
often  done  it."  "Oh!"  he  said,  "don't  talk  that  way; 
you  will  go  out  of  your  head!"  I  told  him  that  on  the 
30th  of  November,  1905,  there  were  no  electric  lights,  no 
cars,  and  no  water  services  in  Ottawa  or  vicinity,  except 
those  electric  services  supplied  from  one  water  power 
plant  where  I  had  installed  a  little  steam  boiler.  But  I 
could  not  get  either  his  attention  or  his  interest.  He 
continued: — "  Think  of  a  whole  river  full  of  ice!  It  would 
take  millions  of  horse  power  to  do  what  you  want  to  do." 
In  support  of  my  contention  that  there  was  a  really  good- 


sized  frazil  attack  in  the  area  which  includes  Ottawa  and 
Montreal  on  Wednesday,  November  30th,  1905 — the  time 
when  my  steam-heated  water-wheels  were  given  a  very 
rigorous  test — the  three  following  newspaper  extracts  are 
presented : — 

"  The  Montreal  Daily  Star,  Friday, 
December  1st,  1905. 

"  Frazil  Tied  Up  Turbine 
"  Electric  Light  and  Car  Service  Handicapped  by 
Frost. 

"  Frazil,  that  dread  of  all  those  connected  with 
water  power  establishments  located  in  climates 
subject  to  sudden  drops  in  temperature,  caused  the 
Chambly  Power  House  of  the  Montreal  Light,  Heat 
&  Power  Co.  to  go  out  of  business  yesterday 
afternoon  .  .  . 

"  Even  the  Divine  Sarah,  playing  at  the  Theatre 
Francais,  was  obliged  to  die  in  the  dark,  for  electric 
lights,  when  they  act  badly,  are  no  respecters  of 
persons. 

" minute  particles  of  frost  got  into  the 

machinery,  eventually  stopping  the  turbines  and 
cutting  off  the  20,000  horse-power  ordinarily 
developed. 

"  This  is  the  second  time  this  autumn." 


"  The  Gazette  "  Montreal,  Fridav, 
December  1,  1905. 

"Cold  Stops  Power 

"  Sudden  Drop  in  Temperature  Knocked  out  the 

Chambly  Station  Temporarily. 

"  Car  Service  Affected  Too. 

"  100  Cars  Short. 

"  Ordinarily,  the  station  supplies  20,000  horse- 
power, but  owing  to  the  ice,  this  power  was  reduced  to 
about  2,000  horse-power.  The  Power  Company  had 
not  anticipated  so  sudden  a  change  in  the  temperature, 
and  their  steam  plants  in  the  city,  which  are  used  in 
such  emergencies,  were  not  prepared.  The  tem- 
perature dropped  from  45  to  4." 


The  Montreal  Star,"  Friday,  December  1st,  1905. 

"  Flurrv  in  Power  Was  Interesting. 
(89^  to  88) 

"  Yesterday,  the  rumour  got  around  that  there 
had  been  a  break  in  the  Power  Company's  dam  at 
Chambly. 

"  Brokers  got  to  the  telephone  and  began  to  fire 
questions  at  Mr.  Walbank. 

"  He  described  the  accident  as  '  practically 
nothing  at  all.' 

"  The  accident,  while  annoying  for  the  time 
being,  was  not  costly.     ■ 

"It  was  due  to  the  sudden  change  in  the  tem- 
perature and  the  formation  of  frazil  ice." 


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391 


When  the  official  in  supreme  charge  of  a  public 
service  corporation  claims  a  shutdown  of  such  dimensions 
is  "practically  nothing  at  all"  it  may  be  somewhat 
difficult  to  interest  him  or  his  staff  in  a  scheme  which 
will  prevent  shutdowns.     I  found  it  so. 

I  do  not  know  whether  Mr.  Scott,  the  steam  engineer 
who  installed  and  started  up  the  little  ice-combatting 
steam  plant  for  me,  is  now  here  at  this  meeting  or  not, 
but  anyway  he  came  down  to  the  power  house  at  two 
o'clock  in  the  morning,  raised  thirty  pounds  of  steam, 
thawed  out  the  frozen  wheels,  and  got  the  plant  running! 
This  occurred  long  years  before  I  described  all  this  to 
Mr.  Walbank,  but  he  only  repeated  "  You  will  go  crazy 
if  you  talk  that  way!"     He  proceeded:  "  I  presided  at  the 
meeting  of  the  Society  a  couple  of  years  ago  and  that  kind 
of  thing  was  all   taken  up  and   shown  to  be  wrong  " 
I    enquired:  "When    was    that?"     He    said:  "I    think 
last  year."     I  went  up  to  the  Society's  rooms  and  got  the 
proceedings— but  I  could  not  find  anything  about  a  frazil 
or  ice  discussion.     I  saw  Mr.  Walbank  next  day  and  said  ■ 
"Are  you  quite  sure  it  was  last  year  ?"     He  said:  "  Yes  " 
I  persisted:  "  What  year  was  that  ?"  I  asked.     He  said: 
"  Let  me  see,  that  was  perhaps  in  1904."     I  went  back  up 
to  the  rooms  and  read  all  the  proceedings  for  the  whole 
year,  1904,— the  index  was  no  good  to  me— and,  as  I  got 
pretty  nearly  through  the  year's  records,   I  came  across 
a  paper  entitled  "  Loss  of  Heat  in  Iron  Pipes,"  by  R   W 
Leonard.     Col.  Leonard,  at  that  date,  had  the  courage  to 
place  hot  water  in  iron  pipes,  put  them  out  in  the  cold  air 
and  keep  a  record  of  the  time  it  took  for  the  heat  to  be 
conveyed  away  from  those  pipes.     He  said:  "I  believe 
that  if  power  plants  were  so  constructed,  ice  troubles  might 
be  relieved."     He  said  he  thought  it  could  be  done  and 
/  know  from  experience  that  he  was  correct. 

But  all  the  recognized  authorities  at  the  meeting 
the  power  men,  trampled  upon  Col.  Leonard's  suggestion 
The  late  C.  B.  Smith  supplied  figures  showing  how  much 
heat  energy  must  be  expended  to  heat  water  and  to  melt 
tee— the  figures  run  into  hundreds  of  thousands  of  horse 
power— and  the  proposal  was  frowned  down  as  well  as 
howled  down.  I  found,  however,  one  line  of  comfort  in 
the  report  of  those  proceedings.  It  was  in  Mr  Kerrv's 
contribution  to  the  discussion.  He  seemed  to  be  the 
only  man  at  the  meeting  who  grasped  the  author's  point. 

Mr.  Kerry  said :  "You  have  all  missed  the  point  ■  he  is 
not  trying  to  melt  ice  or  heat  water;  he  is  trying  to  warm 
something  to  which  ice  will  not  then  stick."     That  is  the 

Mr°$  md  ?mp!f  ltCt  thatJ  was  tr>™g  to  Propound  to 
Mr.  Walbank,  and  that  is  the  message  that  I  have  been 
trying  to  send  out  for  many  years.  I  trust  this  little 
demonstration  will  set  you  all  believing,  thinking  and 
talking.  You  see  that  I  could  go  on  for  quite  a  long  while 
on  this  important  subject,  but  I  shall  not  do  so— the  hour 
is  too  late  A  little  bit  of  heat  will  work  wonders 
against  frazil  attacks.  D.  B.  Burke,  of  the  Ottawa 
&  Hull  Power  Company,  who  is  here,  has  carried  on  his 
operations  continuously  time  and  again  during  the  winter 
since  he  installed  a  little  steam  plant  for  fighting  frazil 
wis  plant  could  not  run  on  many  former  occasions  without 
1 \u  .2 W'  5  ls/unmng  without  interruption  in  the  winter 

JE\ae  a    f°  Jt--i  The[e  is  nothing  Problematical  about 
the  game  of  frazil-combatting.    The  Ottawa  Electrical 


Company  and  the  Ottawa  Electric  Railway  Companv 
have  had  many  years  of  similar  experiences  of  a  successful 
character. 

th»t™;C™\R-ifV-Le0?ard'  M'ELCr  The  experiments 
that  Mr.  Murphy  couples  my  name  with  were  made  bv  me 
in  a  crude  way  in  1904  at  St.  Catharines.  I  built  the 
power  plant  of  the  Dominion  Power  and  Transmission 
Company.  We  had  had  considerable  trouble  with  ice  in 
the  racks,  and  that  led  me  to  carry  out  some  very  crude 


STEAM  JACKETED  WATERWHEEL 

the  oSSS^S^S^^J^SS^St^^  —^"'operation  at 
were  built  by  Wm.  Kenned"  &  Sons  Owen  SoCnd  On^^H  ?w«™»  »«»»*■ 
Installed  In  1914  and  was  manufactured  bvVoith  2  «  he  ^st  unlt  was 
new  one  is  being  made  by  theXvinTc^mpYny  at  tlndsly"  olTt.06™3"^    A 

experiments  with  the  view  of  preventing  the  accumulation 
of  ice  in  the  racks.  The  head  was  there  considered  The 
wheels  were  of  such  a  nature  that  is  was  not  tolerable  at 
all  to  permit  any  foreign  substance  to  get  into  them.  After 
some  very  crude  experiments  I  arrived  at  the  conclusion 
that  warm  water  passed  through  racks  made  with  hollow 
bars  might  overcome  the  difficulty. 


more  word?   ft'  MuE-Z£i  Mlght  l  interJect  Just  one 

£Sn  h  uhave  hueard  the  statement  made  time  and 

gda"bLT  ,who  ^  to  know  better,  that  if  you  build 

fromftSS    T&?6  uPJds  yoU  Wl11  not  have  any  trouble 
irom  frazil.  That  is  a  bad  message  to  send  abroad  because 


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it  is  not  true.  The  Decew  Falls  plant,  to  which  our 
esteemed  President  refers,  and  which  has  frazil  troubles, 
gets  its  water  out  of  the  Welland  Canal.  How  far  is 
Decew  Falls  from  Port  Colborne,  Col.  Leonard  ? 

Lt.-Col  R.W.  Leonard,  M.E.I.C.:  The  water  is  taken 
from  the  Welland  Canal  at  Allanburg,  which  is  four 
miles  above  the  plant,  and  Allanburg  is  about  eight  miles 
above  Fort  Colborne. 

John  Murphy,  M.E.I.C.:  Four  miles  of  reservoir, 
eight  miles  of  canal,  no  rapids  on  Lake  Erie,  no  rapids  in 
the  Detroit  river,  Lake  St.  Clair,  the  river  St.  Clair,  or  in 
Lake  Huron,  and  you  have  to  go  clean  up  to  the  Soo,  600 
miles  away  to  get  rapids!  Is  anybody  going  to  construct 
a  dam  which  will  make  more  than  600  miles  of  clear  water 
without  rapids?  Dams  should  alleviate  frazil  troubles 
but  they  will  not  remove  them  all. 

I  would  like  to  add  a  word  about  "  anchor  ice  " 
which  forms  on  the  beds  of  streams — on  rocks.  When 
rocks  are  cooled,  by  radiation,  and  the  water  is  agitated  by 
the  presence  of  these  rocks  in  the  path  of  the  flowing 
water  (and  the  water  is  at  the  critical  temperature), 
crystallization  takes  place  and  particles  of  "  anchor  ice  " 
cling  to  the  rocks.  The  Century  Dictionary  says  the  word 
"frazil"  comes  from  the  French  "fraise"  meaning  a  collar 
or  ruff,  so  called  from  the  manner  in  which  this  ice  forms 
around  rocks  on  the  beds  of  streams.  So  it  may  be  seen 
from  the  demonstrations  witnessed  to-day  that  agitation 
is  at  the  base  or  root  of  all  frazil  and  all  anchor  ice  forma- 
tion -at  least  that  conclusion  seems  to  me  to  be  a 
reasonable  one  in  view  of  the  studies  and  observations 
I  have  made. 

A  review  of  my  own  reported  positions  in  regard  to 
combatting  frazil  may  be  of  interest  to-day. 

In  1897,  before  the  Canadian  Electrical  Association, 
at  Niagara  Falls,  I  stated  frazil  was  likely  to  shut  down 
any  water  power  plant.  That  opinion  was  based  upon 
12  years  operating  experience  and  personal  observation 
supported  by  nearly  a  century's  frazil  and  anchor  ice 
tradition  handed  down  from  operators  of  saw  and  grist 
mills,  planing  mills,  foundries  and  machine  shops,  etc., 
etc.,  on  the  Gatineau  and  Ottawa  Rivers. 

In  1904,  before  the  same  organization,  I  contended 
that  frazil  could  be  prevented  from  shutting  down  water 
power  plants:  (1)  if  cold  air  were  excluded;  and  (2)  if  a 
small  quantity  of  heat  were  applied. 

In  1905,  I  was  able  to  report  that  I  had  actually 
succeeded  in  preventing  shut-downs  by  applying  the 
remedies  previously  advocated. 

Between  1905  and  to-day,  1919,  such  an  innumerable 
number  of  proofs  of  the  value  of  my  frazil-combatting 
schemes  are  available  that  many  honest  men  actually 
believed  "  they  were  taught  by  Noah  to  his  sons  in  the 
Ark." 

To-day  I  am  just  about  ready  to  demonstrate  that 
the  prevention  of  the  formation  of  frazil  in  a  stream  can  be 
successfully  carried  out. 

K.  />'.  Thornton,  M.E.I.C.:  No,  but  by  the  con- 
struction of  a  dam  you  can  reduce  ice  formation.  If  you 
are  operating  a  hydraulic  canal  you  must  assist  in  the 


formation  of  surface  ice.  In  our  canal,  which  is  six  miles 
long,  we  have  booms  stretching  across  at  frequent 
intervals.  These  booms  are  not  put  across  the  canal  at 
right  angles.  We  have  put  them  at  an  angle  of  forty-five 
degrees.  The  ice  starts  to  form  in  a  V-shape  from  the 
edge  of  the  canal.  Placing  booms  does  help  in  forming 
surface  ice  and  consequently  reducing  the  formation  of 
frazil.  Mr.  Lefebvre  tells  me,  in  connection  with  the  La 
Lout  re  reservoir  built  on  the  St.  Maurice  River,  that,  from 
the  general  observations  they  have  been  able  to  make  the, 
frazil  formation  conditions  in  the  river  have  been  very 
much  improved.  I  believe  that  ice  conditions  will 
always  be  improved  by  drowning  out  rapids.  I  do  not 
say  and  have  never  said  that  the  building  of  dams  will 
entirely  eliminate  the  formation  of  ice. 

G.  (Ionian  dale,  M.E.I.C.:  Our  observations  regarding 
frazil  may  be  summarized  as  follows: — 

1.  Frazil  is  seldom  formed  during  the  day  time,  and 
we  have  no  record  of  its  formation  on  a  bright  day. 

2.  During  a  cold  winter  frazil  formations  are  infre- 
quent. Troubles  from  this  source  are  experienced  at  the 
beginning  of  the  winter  or  after  a  thaw. 

3.  Frazil  formations  are  frequent  during  a  mild 
winter.  A  thaw  followed  by  a  drop  in  temperature 
accompanied  by  a  north  west  wind  will  surely  result  in 
frazil. 

Papers  presented  by  Mr.  John  Murphy  and  Dr.  H.  T. 
Barnes  some  years  ago  have  shown  that  the  temperature 
of  water  after  it  has  reached  approximately  32  degrees 
F.,  does  vary  with  the  temperature  of  the  air,  but  that 
this  variation  is  measured  in  thousands  of  a  degree. 

It  seems  quite  evident  from  our  observations  that 
there  is  a  "  critical  "  temperature  at  which  frazil  is  formed, 
and  also  that  the  formation  occurs  more  frequently  when 
the  temperature  is  dropping. 

In  previous  papers  dealing  with  this  question  the 
plant  at  Deschenes  has  been  referred  to  as  an  example  of 
a  development  which  is  frequently  troubled  by  frazil 
although  it  is  located  at  the  foot  of  a  lake  twenty-five  miles 
long.  This  does  not  accurately  describe  the  Deschenes 
Plant.  As  a  matter  of  fact  there  is  a  stretch  of  open 
water  over  three-quarters  of  a  mile  long,  and  three 
hundred  feet  wide  reaching  from  the  bulkhead  to  the 
Lake.  This  power  canal  is  eight  feet  deep,  and  for  the 
reasons  mentioned  in  Mr.  Wilson's  paper  it  has  been  found 
necessary  to  keep  this  area  open  throughout  the  whole 
season. 

Freshly  formed  frazil  is  very  sticky  and  much  more 
difficult  to  handle  than  frazil  which  has  passed  under  the 
ice.  This  is  probably  due  to  a  slight  change  in  the  tem- 
perature of  the  floating  mass. 

Although  rapids  up  stream  are  not  desirable  they  are 
probably  not  so  dangerous  as  open  water  adjoining  the 
plant. 

I  have  listened  to  Mr.  Wilson's  paper,  and  the  dis- 
cussion which  has  followed  with  a  great  amount  of  interest 
as  the  frazil  problem  has  been  with  me  constantly  for  a 
number  of  years. 


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393 


Montreal  Discussion 

At  the  Montreal  Branch  Meeting  held  in  the  rooms  of 
The  Institute,  176  Mansfield  Street,  February  27th,  1919, 
R.  M.  Wilson,  M.E.I.C, re-read  his  paper  on  The  Design 
of  Hydro-Electric  Plants  for  Combatting  Ice  Troubles, 
which  was  illustrated  with  lantern  slides.  Messrs.  Murphy 
and  Thornton  contributed  to  the  discussion  along  the  lines 
of  theirs  at  Ottawa,  as  included  in  the  Ottawa  report. 
The  following  discussion  took  place  by  members  who  were 
not  at  the  Ottawa  Meeting:— 

Chairman:  I  think  that  Mr.  Wilson  is  to  be  congra- 
tulated on  the  excellence  of  his  paper  and  that  The 
I  nstit  ute  is  very  fortunate  in  having  such  a  paper  presented 
before  the  meeting.  Mr.  Wilson  has  not  chosen  to  hide 
any  of  the  difficulties  met  with  but  gives  a  frank  and 
extended  address  as  to  how  they  solved  the  problem  of  ice 
trouble.  We  will  now  be  glad  to  hear  any  discussions 
on  Mr.  Wilson's  paper.  We  have  with  us  to-night  Sir 
John  Kennedy  and  would  ask  him  to  address  a  few  remarks 
to  us. 

Sir  John  Kennedy,  Hon.  M.E.I.C:  Mr.  Chairman, 
and  Gentlemen:  It  would  be  quite  impossible  for  me  to 
take  up  your  time  to  give  a  discussion  on  Mr.  Wilson's 
paper  because  I  was  not  able  to  be  at  Ottawa  or  to  hear  the 
first  reading  of  the  paper,  I  have  not  had  an  opportunity 
to  read  it  since,  and  it  is  difficult  to  discuss  a  paper  on 
hearing  it  the  first  tim?.  I  want  to  say  this,  however,  that 
it  is  a  very  practical  discussion  and  it  gives  a  very  liberal 
account  of  what  has  been  done  regarding  the  ice  proposition, 
and  how  it  has  been  done.  The  difficulty  with  many 
papers  is  that  we  hear  only  of  success  and  do  not  hear  of 
failures,  but  Mr.  Wilson  has  been  quite  frank  about 
discussing  the  failures  met  with.  I  will  not  take  up  any 
more  of  your  time,  but  may  at  some  future  time  be  more 
capable  of  discussing  this. 

Chairman:  "  We  have  received  letters,  regretting  their 
inabilitv  to  be  present,  from  Mr.  Ed.  Evans,  Mr.  H.  G. 
Acres,  Mr.  J.  B.  McRae,  and  Mr.  R.  L.  Dobbin,  as 
follows: — 

(The  letters  were  then  read;  the  remarks  of  Mr. 
Dobbin  being  particularly  interesting  because  of  his 
statement  that  this  open  winter  has  caused  him  a  great 
deal  of  ice  trouble  at  the  Peterborough  Water  Works 
Plant  on  the  Otcnabee  River.) 

Chairman:  We  have  with  us  Mr.  Smith,  of  Shawi- 
nigan  Falls  and  Cedars. 

Julian  C.  Smith,  M.E.I.C:  Mr.  Murphy  spoke  of  the 
shutting  down  of  several  plants  about  ten  or  twelve  years 
ago,  due  to  frazil.  I  am  sure  Shawinigan  is  outside  of 
these,  and  I  think  it  is  only  fair  to  mention  that  the 
Shawinigan  plant  was  supplying  power  to  Montreal  on 
the  date  mentioned.  I  do  not  want  the  members  to 
assume  that  all  our  plants  were  shut  down  on  that  day. 

In  considering  the  paper  which  Mr.  Wilson  has  ju=;t 
presented  to  The  Institute,  we  should  keep  clear  in  our 
minds  the  fact  that  Mr.  Wilson  has  dealt  principally  with 
the  ice  troubles  and  methods  applied  at  the  Cedars  plant. 

The  conditions  at  the  Cedars  plant  are  somewhat 
exceptional.  The  huge  size  of  the  units,  the  large  amount 
of  water  involved,  the  size  as  regards  both  length  and 


width  of  the  canal  are  all  factors  that  have  an  important 
bearing  on  the  ice  problem,  and  are  factors  that  are  met 
with  only  in  part  in  most  plant. 

Mr.  Wilson  is  to  be  congratulated  on  presenting  the 
problem  so  clearly,  and  the  fact  that  the  plant  has  operated 
so  successfully  speaks  eloquently  of  the  very  large  amount 
of  work  done  by  Mr.  Wilson,  and  his  associates,  on  this 
problem.  I  am  sure  that  he  has  spent  many  days  and 
nights  under  extremely  hard  weather  conditions  in  bringing 
this  problem  to  a  successful  conclusion. 

As  a  general  proposition,  if  Mr.  Wilson  had  been 
dealing  with  the  problem  of  operating  any  plant  under  all 
sorts  of  ice  conditions,  it  would  seem  natural  that  he  would 
have  given  an  historical  resume  of  this  subject,  in  which 
case  he  would  have  no  doubt  pointed  out  the  pioneer  work 
done  by  Dr.  Barnes,  Mr.  Murphy,  of  Ottawa,  Mr.  Kelsch, 
and  other  prominent  members  of  this  Institute  who  were 
engaged  on  these  problems  many  years  ago. 

Mr.  Murphy,  in  his  part  of  the  discussion,  referred  to 
certain  interruptions  of  power  which  occurred  to  the 
Montreal  service,  November  30th  or  December  1st,  1905. 
I  think  I  can  say  correctly,  that  the  service  supplied  by  the 
Shawinigan  Co.,  was  not  affected  on  that  date  by  frazil 
ice  or  other  ice  troubles. 

The  ice  problem  on  the  St.  Maurice  River  is  of  quite 
a  different  nature  from  that  which  has  been  presented  by 
Mr.  Wilson.  There,  practically,  is  no  trouble  from  frazil 
ice  and  the  only  difficulties  which  are  experienced  at  all, 
either  at  Grand  Mere,  at  the  Laurentide  Plant,  or  at 
Shawinigan,  occur  during  the  few  hours  when  the  ice  is 
forming  on  the  river.  Occasionally,  the  first  ice  which 
forms  on  cold  nights  is  broken  up  next  day  by  wind  or 
fluctuations  of  water  levels.  This  ice  comes  down  in  the 
shape  of  small  pieces,  and  would  block  the  racks  at  these 
plants,  if  it  was  not  permitted  to  come  through. 

As  a  matter  of  fact,  the  problem  of  ice  in  the  wheels  in 
a  high  head  plant,  that  is  a  plant  operating  at  a  head  of 
more  than  100',  is  principally  a  mechanical  problem. 
The  formation  of  ice  in  the  wheels  is  largely  prevented  by 
increased  pressure,  and  the  blocking  of  the  wheels,  if  it 
takes  place,  is  due  to  the  fact  that  ice  which  comes  down 
cannot  pass  through  the  openings  fast  enough.  It  does 
not,  I  believe,  under  these  high  head  conditions,  congeal  in 
the  wheel  case  or  stick  to  the  metal  parts  of  the  wheel  unless 
these  metal  parts  are  exposed  to  low  temperatures.  In 
most  cases  of  high  head  plants,  this  exposure  to  low  tem- 
peratures does  not  take  place,  and  consequently,  the  ice 
difficulties  in  high  head  plants  are  almost  entirely  limited 
to  troubles  at  the  racks,  or  in  the  canal  and  water  passages 
in  front  of  the  racks. 

This  whole  question  of  formation  of  ice  and  the  study 
of  ice  is  only  a  particular  problem  in  the  general  study  of  the 
different  states  of  matter.  We  are  probably  somewhat 
mislead  in  our  viewpoint  in  considering  ice  and  water,  on 
account  of  the  conditions  of  temperature  in  which  we  live. 
Almost  every  substance  has  the  liquid  and  solid  state,  and 
most  substances  have  a  certain  crystalline  form  inter- 
mediate or  merging  into  other  conditions.  Take  for 
example  a  salt  such  as  magnesium  chloride  or  potassium 
chloride;  in  the  solid  state  this  consists  of  a  crystalline 
mass.  As  the  temperature  is  slowly  increased,  nothing 
happens  until  a  melting  point  is  reached  at  a  tempera- 


394 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


ture  in  the  neighborhood  of  800°  C.  This  material  begins 
to  melt,  and  at  the  melting  temperature,  or  near  the 
melting  temperature,  the  material  exists  in  both  the 
liquid  state  and  the  solid  state.  A  curious  condition, 
and  one  which  I  believe  has  a  parallel  in  water  also,  is  the 
fact  that  the  solid  material  is  actually  soluble  in  the  liquid 
material,  that  is  to  say  that  water  at  or  near  freezing 
temperature  doubtless  does  dissolve  ice  crystals  and 
holds  these  crystals  in  the  same  manner  that  any  solvent 
holds  in  solution,  the  material  dissolved. 

As  the  energy  contained  in  water  is  given  up  by  further 
lowering  its  temperature,  the  ability  to  carry  this  dis- 
solved material  in  solution  apparently  decreases,  and 
ultimately  reaches  a  critical  point  beyond  which,  or  at 
which,  a  disturbance  to  the  conditions  suddenly  brings 
out  of  solution  the  material  dissolved. 

Mr.  Murphy,  at  Ottawa,  gave  a  beautiful  illustration 
of  this  by  showing  that  water  cooled  below  freezing  point 
was  still  water,  but  upon  shaking  the  water  the  ice 
crystals  began  to  appear. 

The  discussion  this  evening  has  pointed  out  that  one 
of  the  most  serious  elements  in  water  power  development 
in  this  country  has  been,  if  not  entirely  solved,  at  least 
brought  so  close  to  a  solution  that  it  is  not  a  serious  factor 
in  considering  a  proposed  power  development. 

Most  of  the  men  here  remember  the  fact  that,  ten  or 
fifteen  years  ago,  there  was  a  great  deal  of  discussion  and 
talk  against  waterpower  developments,  particularly  on  the 
St.  Lawrence  River,  due  to  the  fact  that  the  ice  hazard 
seems  to  be  an  almost  prohibitive  factor. 

Canada  necessarily  suffers  by  reason  of  its  climate. 
The  low  temperature  in  the  winter  adds  to  the  expenditure 
of  every  citizen  by  reason  of  the  need  of  extra  fuel, 
extra  clothing,  and  the  fact  that  buildings  and  houses 
have  to  be  constructed  to  meet  climatic  conditions. 
To  compensate  for  this  Providence  has  located  extensive 
waterpowers  in  Canada  and,  now  that  the  ice  problems 
have  been  so  well  solved,  these  water  powers  should  be 
developed  as  rapidly  as  possible  in  order  that  citizens 
of  this  country  may  compete,  on  equal  terms  at  least,  with 
those  countries  which  are  more  favourably  situated  as 
regards  climatic  conditions. 

The  true  conservation  of  waterpowers,  as  has  been 
stated  by  some  of  the  members  of  The  Institute  here 
present,  consists  in  the  immediate  utilization  of  these 
waterpowers. 

Chairman:  I  think  everybody  will  agree  with  Mr. 
Smith  in  the  conservation  and  the  utilizing  of  electricity 
and  our  natural  resources  thus  saving  fuel  that  would 
otherwise  be  burned.  We  have  with  us  Mr.  Woodyatt, 
of  the  Southern  Canada  Power  Co.,  and  I  am  sure  his 
experience  will  be  very  interesting. 

./.  B.  Woodyat,  A.M.K.I.C.:  As  I  have  not  had  much 
ice  trouble  I  do  not  think  I  could  add  anything  very  much 
to  the  discussion. 

Chairman:  Perhaps  Mr.  Wm.  Kennedy  would  add 
something. 

William  Kennedy,  M.E.I.C.:  I  was  very  grateful  to 
Mr.  Wilson  for  his  paper  and  for  giving  us  the  information 


that  he  has.  He  has  dealt  with  one  particular  case  and 
has  given  much  detailed  information  on  it,  which  certainly 
does  not  apply  in  all  cases.  For  instance,  he  states  that 
in  every  case  the  canal  must  be  kept  open,  whereas  in  our 
case  the  object  is  to  get  it  frozen  over  as  quickly  as  possible. 
I  was  very  interested  in  the  illustrations  because  it  brought 
to  my  mind  a  small  mill  I  was  in  charge  of  some  forty 
years  ago.  We  had  to  close  down  this  mill  about  4. p.m. 
in  winter,  when  the  ice  was  forming,  and  then  cut 
branches  of  trees  and  extend  these  across  the  canal  in 
order  to  get  the  surface  frozen  over,  otherwise  they  had  to 
close  down  every  night  and  remain  closed  until  about 
lO.a.m.  This  actually  confirms  Mr.  Thornton's  theory, 
although  in  another  way.  The  condition  of  the  Peterboro 
plant  is  very  much  the  same.  They  have  no  trouble 
whatever  when  the  ice  forms;  the  trouble  this  year  is  due 
to  the  open  winter.  They  have  had  more  trouble  this 
winter  than  in  twenty-five  years.  We  have  been  running 
the  new  plant  now  for  two  or  three  years  without  very 
much  trouble.  The  conditions  at  Peterboro  are  not  very 
favorable  as  regards  anchor  ice,  yet,  the  plant  has  been 
running  very  regularly  without  the  application  of  steam 
and  with  only  a  few  days  shut-down.  The  DeCew  Falls 
plant  had  very  little  trouble,  and  any  that  did  occur  was 
through  carelessness,  either  because  ice  blocked  the  racks 
or  sufficient  heat  was  not  on.  I  may  say  that  the  trouble 
with  nearly  all  the  plants  is  caused  by  frazil,  when  we 
cannot  get  surface  ice  formed.  Mr.  Wilson's  case 
requires  that  the  canal  be  kept  open.  The  need  in  most 
of  our  plants  is  to  get  the  canal  frozen  over,  after  which  we 
have  no  trouble  with  frazil.  I  do  not  agree  altogether 
with  the  statement  confidently  made  that  the  large  single- 
runner  turbine  is  the  best.  I  "think  that  the  application  of 
heat  to  keep  milti-runner  turbines  in  operation  is  as 
satisfactory  as  the  installation  of  single-runners.  Mr. 
Murphy  has  stated  that  even  a  small  plant  can  be  run 
satisfactorily  when  heat  is  introduced.  This,  so  far  as  I 
know,  is  a  fact  and  I  do  not  expect  to  have  trouble  with  the 
plant  now  building  at  Ottawa. 

R.  M.  Wilson:  The  point  I  wanted  to  bring  out  in  the 
paper  was  to  show  that  the  condition  at  Cedars  is  a 
condition  such  that,  if  it  can  be  solved,  there  need  be  no 
more  ice  troubles.  I  have  been  connected  with  the  opera- 
tion of  hydro-electric  plants  for  over  twenty-two  years. 
At  Cedars  we  have  got  a  short  canal;  we  have  the  river 
partly  dammed  across;  and  we  have  the  troubles  already 
stated.  The  question  we  have  been  solving  is  the  keeping 
of  ice  from  getting  in  and  beyond  the  sluices  and  racks 
and  so  blocking  them  up  entirely.  Mr.  Murphy  has 
spoken  of  heating.  The  units  at  Cedars  are  ten  thousand 
h.p.  each,  the  total  installation  of  which  will  be  18  units. 
If  we  had  the  same  size  as  Mr.  Murphy,  2,500  h.p.  each, 
we  would  have  seventy-two  units,  and  it  would  be  impos- 
sible to  keep  operating.  A  great  number  are  under  the 
impression  that  this  winter,  being  a  mild  one,  there  has 
not  been  very  much  ice  trouble.  Our  experience  has  been 
that  where  winters  are  mild  ice  troubles  are  greater  and 
more  frequent. 

Such  conditions  as  those  existing  this  winter  never 
give  you  an  opportunity  of  getting  and  keeping  the 
headrace  of  the  plants  permanently  frozen  over.  It  may 
be  of  interest,  in  conclusion,  to  state  that,  on  the  Richelieu 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


395 


River,  during  twenty  years  operation,  conditions  have 
never  been  as  bad  as  they  are  this  year. 

Chairman:  I  am  sorry  that  we  have  to  cut  short  the 
discussion.  I  think  we  all  agree  that  we  should  publish 
the  paper  and  the  discussion  in  The  Journal.  It  is  a  step 
gained  now  that  these  ice  problems  have  been  solved, 
and  that  no  further  fear  of  winter  need  be  had.  I  would 
now  ask  a  vote  of  thanks  from  Mr.  Ross. 

R.  A.  Ross,  M.E.I.C.:  Mr.  Wilson,  I  thank  you  for 
your  paper,  and  also  Mr.  Murphy  for  his  discussion.  If  I 
may  be  allowed  to  say  so,  I  think  the  paper,  with  the 
discussion,  is  a  classic.  We  have  been  groping  in  the  dark 
for  a  number  of  years  and  now  it  has  come  down  to  a  stage 
where  any  plant,  small  or  large,  can  be  handled  effectively. 
I  have  not  had  experience  in  actual  operating,  but  have 
been  taking  up  the  matter  from  the  side  lines,  so  to  speak. 
I  can  remember  when  Mr.  Walbank  stated  that  his 
trouble  could  be  solved  in  this  way,  and  also  Mr.  Murphy 
with  his  heresies,  and  am  struck  with  the  picture  of  the 
doubting  Judas  which  would  illustrate  my  frame  of  mind 
at  that  time.  We  have  gone  over  the  matter  thoroughly 
and  I  think  that  a  great  number  of  points  were  brought  up 
which  are  of  exceptionally  great  value  at  the  moment. 
These  gentlemen  have  labored  long  and  well  in  the  ice 
fields  and  I  sincerely  hope  that  they  will  be  amply  rewarded 
for  their  labors,  and  that,  in  their  future  state,  they  will 
look  back  on  their  ice  experiences  as  some  of  their  most 
pleasant  memories. 

Frederick  B.  Brown,  M.E.I  J'.:  May  I  be  allowed  to 
second  the  vote  of  thanks,  proposed  by  Mr.  Ross.  The 
discussion,  to  my  mind,  shows  that  every  plant  must 
solve  its  own  particular  ice  troubles,  if  it  has  any.  I  know 
of  some  plants  in  Canada  that  have  none.  It  is  clear  in 
this  case  that  what  is  one  man's  meat  is  another  man's 
poison.  It  reminds  me  of  an  old  Justice  of  the  Peace 
who  was  given  a  knotty  question  to  decide  between  the 
parties  before  him.  After  thinking  it  over  he  said, 
"Both  are  right — go  ahead  gentlemen."  In  this  case,  I  think, 
it  is  a  case  of  both  being  right,  and  The  Institute  is  to  be 
congratulated  on  the  paper  and  the  discussion.  The  whole 
shows  that  Canadian  engineers  can  and  do  successfully 
solve  ice  problems,  and,  as  my  friend  Mr.  Thornton  has 
just  remarked  to  me,  the  answer  is — the  plants  keep 
running.  I,  therefore,  have  great  pleasure  in  seconding 
Mr.    Ross's    motion. 

Applause    and    the    thanks    of    the    meeting    were 
extended  to  the  speakers  by  the  Chairman 


Written  Discussion  by  R.  M.  Wilson 

My  object  in  submitting  my  paper  to  the  members  of 
The  Institute  was  to  place  before  them  the  experience 
gained  over  a  number  of  years  in  the  handling  of  the  ice 
problem  at  the  Cedars  plant,  dealing  particularly  with  the 
open  canal  and  the  single  runner  type  of  unit.  The 
references  to  other  plants  were  only  casual  and  illustrative 
of  the  points  in  connection  with  the  Cedars  development. 

It  was  not  my  intention  to  write  a  paper  on  the 
subject  of  handling  ice  under  all  conditions  existing  in 


Canada.  If  I  had  presented  a  paper  on  this  subject  the 
first  thing  I  should  have  done  would  have  been  to  refer  to 
Dr.  Barnes  and  the  investigation  work  carried  out  by  him 
on  the  St.  Lawrence  River,  and  also  to  his  several  excel- 
lent publications  on  the  subject  of  ice  formation. 

It  would  have  given  me  also  great  pleasure  to  have 
referred  to  the  work  done  by  Mr.  Kelsch,  Mr.  Murphy,  Mr. 
Groat,  the  engineers  of  the  Shawinigan  Company,  and 
other  men  in  Canada,  and  elsewhere,  who  have  contributed 
to  our  knowledge  on  this  subject. 

I  agree  most  heartily  with  Mr.  Thornton  that  an 
effort  should  be  made  to  reduce,  as  far  as  possible,  the 
ice  forming  conditions  in  our  rivers,  which  are  responsible 
for  a  great  deal  of  trouble  to  hydraulic  plants  and  the 
cause  of  considerable  damage  being  done  yearly  to 
property.  It  would  also,  in  my  opinion,  be  a  great  help 
toward  earlier  navigation  in  the  Spring;  an  important 
matter  on  a  river  such  as  the  St.  Lawrence. 

Mr.  Murphy  has  mentioned  results  he  obtained  from 
a  small  amount  of  steam,  produced  by  the  burning  of  a 
ton  of  coal,  in  preventing  frazil  from  adhering  to  parts  of 
wheel  installations  under  water. 

Experiments  carried  out  in  November,  1904,  by  Mr. 
Fleet  and  some  of  our  operating  staff,  at  one  of  our  hydro- 
electric plants,  demonstrated  that  the  steam  produced  by 
the  boiler  of  a  small  dinkey  locomotive,  when  turned  into 
one  of  the  steel  flumes,  prevented  the  unit  installed  therein 
from  being  shut  down  by  frazil;  the  method  of  using  the 
steam  being  a  most  inefficient  one. 

Mr.  Murphy  mentions  that  on  November  30th,  1905, 
there  was  a  good  sized  frazil  attack  in  the  area  which 
includes  Ottawa  and  Montreal,  and  quotes  extracts  from 
two  of  the  Montreal  daily  papers  of  December  1st,  1905. 
In  these  extracts  mention  is  made  that  20,000  h.p.  was  cut 
off.  In  order  to  remove  any  wrong  impression  which 
might  be  created  by  reading  the  extracts  a  statement  of 
facts  will  serve  to  set  the  matter  right. 

In  the  first  place,  there  was  trouble  experienced  from 
ice  at  the  Chambly  plant  on  the  day  mentioned,  but 
20,000  h.p.  was  not  cut  off.  The  plant  could  only  develop, 
at  the  time,  about  7,000  h.p.  due  to  low  river  flow,  which 
occurs  every  year  during  the  fall  and  early  winter.  In  the 
second  place,  only  5,000  h.p.  out  of  7,000  h.p.  was 
affected,  and,  whilst  a  part  of  the  trouble  was  due  to 
frazil  in  the  wheels,  the  greatest  difficulty  was  from 
ice  on  the  racks,  consisting  of  frazil  and  small  size  shore 
ice  shutting  the  water  off  from  the  units.  The  trouble 
was  overcome  in  a  few  hours. 

The  other  plants  serving  Montreal  with  light  and 
power  at  the  time  were  in  no  way  affected,  viz.:  the 
Lachine  plant,  and  the  plant  of  the  Shawinigan  Water 
&  Power  Company,  Shawinigan  Falls.  Inconvenience 
was  caused  to  some  customers  for  a  short  time,  which 
could  have  been  avoided  had  there  not  been  at  the  time  a 
two-phase  system  operating  in  Montreal,  and  which  was 
in  the  course  of  re-construction,  as  all  the  load  could  have 
been  taken  care  of  by  the  plants  not  affected. 


396 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Railway     Electrification 

By  John  Murphy,  M.E.I.C. 

1  n  entire  session  of  the  Ottawa  Professional  Meeting  was  devoted  to  this  subject,  being  that  of  the   morning  of  Thursday, 

February  ISth.     It  was  introduced  by  John  Murphy,  M.E.I.C,  electrical  engineer,  Department  of  Railways 

and  Canals  and  Railwaij  Gommissioners,  and  was  continued  by  W.  G.  Cordon,  F.A.I.E.E., 

Toronto,  and  F.  II.  Shepard,  A.A.I.E.E.,  New  York. 


Enthusiasts  on  the  subject  of  railway  electrification, 
and,  I  think,  I  may  also  speak  for  Mr.  Gordon  and 
Mr.  Shepard,  never  intend,  while  advocating  electrifi- 
cation, to  say  a  word  in  disparagement  of  that  great 
machine,  the  steam  locomotive.  It  would  be  folly  to 
do  so.  The  progress  and  the  development  of  the  whole 
world  have  been  largely  dependent  upon  the  steam 
locomotive.  Many,  however,  who  have  given  the  subject 
of  railwav  electrification  serious  thought  feel  that  an 
educational  campaign  should  now  be  undertaken  :-o 
that  the  public  at  large,  as  well  as  all  railway  men,  may 
the  sooner  appreciate  the  real  value  of  its  more  capable 
brother,  the  electric  locomotive.  In  order  that  one 
important  economic  feature  of  the  operation  of  electric 
railways  may  be  easily  appreciated,  I  have  had  officials 
of  the"  Ottawa  Electric  Railway  Company  prepare  the 
following  figures:-— The  equipment  of  the  Ottawa  Electric 
Railway  consists  of  106  cars;  and  the  average  horse  power 
of  the  motor  installation  on  each  car  is  just  about  106 
horse  power.  106  multiplied  by  106  is  11,236  horse 
power.  And,  if  those  106  cars  were  equipped  as  steam 
locomotives,  there  would,  of  course,  be  fires  always 
burning  under  106  boilers;  and  coal  would  be  being 
consumed  continuously,  while  these  106  cars  were  out 
on  the  road,  whether  they  were  or  were  not  moving. 
But  instead  of  11,236  h.p.  being  necessary  to  operate  the 
Ottawa  Electric  Railway,  the  maximum  power  ever 
demanded  is  only  7,000  h.p.,  and  the  average  power  is 
about  4,500  h.p.  Therefore,  a  power  plant  having  a  load- 
carrying  capacity  of  from  40  per  cent  to  62^9  Per  cent  °f 
the  total  aggregate  capacity  of  the  cars  is  quite  large 
enough  to  supply  the  power  demands  of  all  these  cars— 
when  they  get  their  power  from  one  or  more  stationary 
plants,  either  steam  or  water-power. 

It  is  many  years  since  the  N.Y.,  N.H.  &  H.R.R.  cut 
its  coal  consumption  in  two  by  electrification. 

Canada's  coal  shortage  and  its  transportation  diffi- 
culties, coupled  with  Ontario's  power  shortage  during  the 
war,  have  forced  forward  the  question  of  railway  electri- 
fication. It  demands  attention.  Canada's  steam  loco- 
motives use  30  percent  of  all  the  coal  consumed  in  Canada. 
But  what  is  obtained  at  the  wheels  of  the  steam  locomotives 
as  the  result  of  the  mining,  the  hauling,  the  handling 
and  the  consuming  of  some  9,000,000  tons  of  coal  on 
locomotives  each  year  in  Canada  ?  That  is  surely  a 
pertinent  question.  The  answer  is  as  follows: — Only 
3  (or  4)  percent  of  the  mechanical  energy  which  is  in  the 
coal  itself,  in  the  form  of  heat,  becomes  available  in  the 
form  of  power  at  the  wheels  of  the  steam  locomotive! 
The  97  percent  (or  96%)  of  the  energy  in  those  9,000,000 
tons  of  coal,  which  is  lost  every  year  in  the  transformation 
of  the  heat  energy  of  the  coal  into  the  mechanical  energy 
of  the  steam  locomotive,  cries  out  against  a  continuance  of 
such  wasteful  procedure,  and  as  engineers  who  are  expected 


to  uuide  the  non-technical  public,  it  is  our  duty,  in  my 
opinion,  to  industriously  advocate  the  electrification  of 
railways  at  every  advisable  opportunity. 

The  steam  locomotive  needs  on  an  average  6  lbs.  of 
coal  per  h.p.  hour  because  it  burns  coal  while  in  the  round 
house  getting  ready  for  its  run,  while  standing  on  sidings 
and  at  stations,  as  well  as  while  hauling  its  loads.  The 
stationary  steam  plant,  with  its  condensers  and  other  fuel- 
saving  apparatus — to  say  nothing  of  its  better  load  factor 
—can  produce  power  at  the  switchboard,  which  can  be 
transmitted  electrically  to  the  wheels  of  the  locomotive 
in  such  an  efficient  manner  that  from  one-half  to  two- 
thirds  of  the  railways'  present  coal  needs  can  be  saved  by 
electrification. 

No  argument  is  required,  I  think  you  will  agree,  to 
support  the  contention  that 'eliminating  the  need  for  coal  at 
a  considerable  distance  from  the  mine  is  a  greater  measure 
of  relief,  and  of  true  conservation,  than  increasing  mine 
production  and  thereby  adding  more  load  to  the  already 
overburdened  railways.  Reducing  coal  consumption 
automatically  relieves  or  releases  men  and  apparatus  all 
along  the  route  from  the  mine  to  the  consumer;  it  also 
relieves  the  route  itself  from  some  of  its  congestion. 

So  eminent  an  authority  as  Mr.  E.  W.  Rice,  the 
President  of  the  American  Institute  of  Electrical  Engin- 
eers, addressing  that  body  in  New  York  in  February, 
1918,  made  the  following  statement: 

"  It  is  really  terrifying  to  realize  that  25%  of  the 
total  amount  of  coal  which  we  are  digging  from  the 
earth  is  burned  to  operate  our  steam  railroads — and 
burned  under  such  inefficient  conditions  that  an 
average  of  at  least  6  pounds  of  coal  is  required  per 
horse-power-hour  of  work  performed.  The  same 
amount  of  coal  burned  in  a  modern  central  power 
station  would  produce  an  equivalent  of  three  times 
that  amount  of  power  in  the  motors  of  an  electric 
locomotive,  even  including  all  the  losses  of  generation 
and  transmission  from  the  power  station  to  the 
locomotive." 

Here  in  Canada  steam  locomotives  consumed  about 
9,000,000  tons— 30%  of  the  30,000,000  tons  of  coal 
imported  into  and  mined  in  this  country.  Our  9,000,000 
tons  cover,  I  believe,  wood  and  oil  consumed  on  steam 
locomotives;  some  49,000,000  gallons  of  oil  are  covered 
by  the  Canadian  record.  But,  in  the  United  States 
figures,  40,000,000  barrels  of  oil,  15%  of  the  total  oil 
output,  are  not  included. 

The  total  conservation  of  the  elimination  of  the 
necessity  for  mining  —those  great  quantities  of  fuel  would 
be  secured  if  all  the  railways  were  operated  electrically 
and  if  the  electrical  energy  were  generated  from  water 
power.  Modern  steam  central  stations  can  save  from  50% 
to  66%  of  the  coal  now  used  in  steam  locomotives  if  the 
latter  are  discarded  and  electric  locomotives  used  instead. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


397 


With  such  possibilities  for  fuel  conservation  in  sight 
may  we  not  soon  expect  to  learn  that  the  fuel  controllers 
in  both  countries  have  asked  the  railways,  and  that  the 
railway  managers  have  asked  their  engineers :— "  How 
many  of  these  millions  of  tons  of  coal  can  you  save — 
when  will  the  good  work  of  railway  electrification  begin  ?'' 

It  is  said  our  fuel  shortages  in  the  years  1917  -  1918 
were  due  to  a  combination  of  bad  weather  and  inadequate 
transportation.  Railway  electrification  will  reduce  coal 
consumption,  coal  haulage  and  the  mining  of  coal ;  it  will 
also  greatly  improve  traffic  conditions;  electrification, 
therefore,  seems  to  be  the  solution  of  the  problem. 

Railroading  in  the  mountains  is  the  most  strenuous 
kind  of  railway  work,  and  I  have  chosen  some  mountain 
sections  as  examples  of  what  can  be  done  to  them.  The 
Butte,  Anaconda  &  Pacific  Railroad,  by  electrification, 
is  said  to  have  increased  its  ton-mileage  35rj  and  at  the 
same  time  decreased  the  number  of  trains,  and  their 
incidental  expenses,  25%.  The  time  per  trip  was 
decreased  27%.  It  is  said  their  savings  in  the  first  year's 
operation,  after  electrification,  amounted  to  20','  of  the 
total  cost  of  electrification.  That  railway  buys  electrical 
energy  from  water  power  plants. 

On  the  Norfolk  &  Western  Railway  electrical  energy 
is  obtained  from  their  own  steam  station.  Twelve 
electric  locomotives  have  replaced  33  Mallets  of  the  most 
modern  and  powerful  type.  The  tonnage  has  been 
increased  50%,  and  electrification  obviated  the  necessity 
for  double  tracking.  The  salvage  value  of  the  released 
steam  engines  was  45%  of  the  cost  of  electrification. 
Electric  locomotives  make  8  times  as  many  miles  per  train- 
minute-delay  as  the  steam  engines.  Their  terminal  lay- 
overs average  only  45  minutes  and  they  are  double-crewed 
every  24  hours.  Pusher  engine  crews  have  been  reduced 
from  8  steam  to  4  electric.  Steam  pusher  locomotives  have 
been  reduced  from  7  steam  to  2  electric.  Steam  loco- 
motives used  to  "fall  down"  in  cold  weather— the 
electrics  always  "  stand  up,"  they  are  really  more  efficient, 
in  cold  weather.  As  you  all  know,  during  our  severe 
winter  weather,  trains  are  delayed  by  the  extreme  cold 
as  well  as  by  storms.  In  conversation  with  a  superin- 
tendent of  a  northern  division  not  long  ago,  I  was  told 
that  when  the  temperature  fell  to  zero  he  at  once  reduced 
his  train-loads  ten  per  cent  ;  that  if  the  temperature 
went  to  twenty  below  zero,  he  reduced  his  train-loads 
twenty-five  per  cent;  and  from  that  on  he  was  in  mortal 
terror  of  his  trains  being  tied  up  entirely.  With  extremely 
low  temperatures  and  heavy  snow  storms  tie-ups  are 
inevitable  on  steam  railways. 

Speaking  at  the  New  York  Railway  Club  in  March, 
1917,  the  electrical  engineers  of  the  Norfolk  &  Western 
Railway  stated  that:  "coal  wharves,  spark  pits,  water 
tanks  and  pumps  as  well  as  roundhouses  and  turntables 
have  disappeared  from  the  electric  zone.  Our  track 
capacity  has  been  doubled.  Our  operating  costs  have  been 
reduced.  From  an  engineering,  an  operating  and  a 
financial  viewpoint  our  electrification  has  been  a  success." 
Speaking  of  the  value  of  regenerative  electric  braking  they 
went  on  to  say: — "  The  use  of  the  air  brake  is  practically 
eliminated,  it  is  only  used  to  stop  trains;  it  is  regrettable 
we  are  unable  to  put  a  dollars  and  cents  value  on  this 
great  asset;  to  appreciate  it  properly  one  must  have  had 


experience  with  the  difficulties  of  handling  90  car  trains 
with  air.  Trains  of  103  cars  are  now  taken  over  the 
summit,  12  to  20  times  every  day,  down  the  2.4%  grade 
without  even  touching  the  air.  We  never  broke  a  train 
in  two  or  slid  a  wheel.  It  is  done  so  nicely  we  would'nt 
spill  a  drop  of  water  out  of  a  glass  in  the  caboose." 

The  440  route  miles  of  the  Chicago,  Milwaukee  & 
St.  Paul  Railway  which  have  been  electrified  will  soon  be 
augmented  by  450  miles  more.  Nearly  900  miles  of 
railway  and  about  33  r'(  in  addition  for  passing-tracks, 
yards,  industrial  tracks  and  sidings  will  soon  represent  the 
extent  of  the  world's  greatest  railway  electrification. 
Among  the  advantages  secured  by  this  railway  on  its 
electric  sections  are  the  following:— The  "  cruising  radius  " 
of  each  electric  locomotive  is  twice  that  of  the  steam  engine. 
Sub-divisional  points,  where  freight  crews  and  steam  loco- 
motives were  formerly  housed  and  changed,  have  been 
abolished;  the  passenger  crews'  runs  are  now  220  miles 
instead  of  110.  For  railway  purposes,  these  stations  do 
not  now  exist;  7  or  8  miles  of  track  at  each  old  station  have 
been  taken  up.  In  many  months  the  electrics  were  not 
delayed  a  minute;  the  latter  can  do  more  work  in  cold 
weather.  Many  of  the  delayed  steam  trains  were  double- 
headers — but  never  more  than  one  electric  is  hitched  to 
a  passenger  train.  An  entire  suspension  of  freight  service, 
due  to  steam  engines  losing  their  steaming  capacity  and 
freezing  up,  was  not  an  uncommon  experience.  Electrical 
energy  for  the  operation  of  these  trains  cost  considerably 
less  than  coal.  This  latter  statement  is  one  of  the  most 
interesting  in  connection  with  the  operation  of  the  C.  M.  & 
St.  P.  Ry.  and  it  is  especially  interesting  because  it  was 
made  before  they  had  improved  their  load  factor. 

The  foregoing  actual  operating  experiences  on  large 
railway  electrification  projects  show  what  the  electric 
locomotive  is  doing  every  day.  As  the  vice-president  of 
the  last  mentioned  railway  said;  "  electrification  has  made 
us  forget  that  there  is  a  continental  divide." 

The  limitations  of  the  steam  locomotive  are  due  to 
the  fact  that  it  is  a  mobile  steam  power  plant  of  limited 
capacity;  it  is  compelled  to  carry  its  own  supply  of  coal 
and  water;  and,  it  is  unable  to  take  advantage  of  many  of 
the  economical  refinements  of  the  large  modern  stationary 
steam  plant.  On  the  other  hand  the  electric  locomotive 
has  no  such  limitations;  it  merely  acts  as  a  connecting-link 
between  efficient  stationary  steam  or  water  power  plants 
of  unlimited  capacities — because  their  number  may  be 
extended  indefinitely — and  the  train  to  which  it  is 
connected.  The  Electrical  World  summed  up  the  situa- 
tion a  short  time  ago  when  it  said : — "Why  continue  to  haul 
millions  of  tons  of  coal,  for  and  by  uneconomical  steam 
locqmotives,  all  over  the  country,  and  thus  add  more  loads 
to  the  already  overburdened  railways,  when  the  power 
which  they  need  so  badly  can  be  much  more  economically 
and  efficiently  transmitted  to  electric  locomotives  over  a 
wire  the  size  of  one's  little  finger  ?" 

The  increasing  cost  of  coal  and  fuel  oil  will  force 
railway  managers  to  look  more  and  more  carefully  into 
railway  electrification.  Estimates  of  a  few  years  ago  now 
need  revision.  Money  may  be  hard  to  get  but  if,  at  times, 
fuel  cannot  be  obtained  at  all  some  substitute  must  be 
obtained  if  normal  life  is  to  be  continued  in  northern 
latitudes. 


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JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


A  representative  of  the  National  City  Bank  of  New 
York,  writing  of  the  period  after  the  war,  referred  to  the 
stagnation  which  may  ensue,  in  all  the  great  industries 
which  were  engaged  in  war  work;  the  multitude  of  the 
people  thus  thrown  out  of  work  in  addition  to  the  men  of 
the  returning  armies  might  create  unbearable  conditions 
unless  suitable  employment  will  have  been  arranged  for 
them  in  advance ;  he  referred  to  the  economic  advantages  of 
railway  electrification  and  was  of  opinion  that  this  work 
might  solve  the  whole  question  if  soon  taken  up  with 
vigor.  The  Minister  of  Public  Works,  Hon.  F.  B.  Carvell, 
M.P.,  addressing  the  Ottawa  Branch  of  The  Engineering 
I  nut  it  ntc  of  Canada  spoke  of  the  necessity  of  conserving 
the  energy  of  our  water  powers — instead  of  letting  them 
run  to  waste — so  that  this  great  store  of  energy  might  be 
employed  in  assisting  to  build  up  our  own  country  and 
to  rebuild  other  countries.  How  harmoniously  these  two 
ideas,  water  power  development  and  railway  electrifica- 
tion, would  work  together  if  properly  carried  out. 

With  the  view  of  securing  something  worthy  of 
presentation  on  the  subject  under  discussion  I  wrote  to  an 
eminent  engineer,  a  man  of  international  fame  and 
recognized  as  an  authority  on  railway  electrification, 
requesting  him  to  send  me  his  views.  Here  is  a  short 
extract  from  his  interesting  reply: —  "  Generalization  is 
always  dangerous,  especially  in  connection  with  electri- 
fication of  railways,  where  so  many  factors  such  as  the 
physical  location,  character  of  loads,  the  power  situation, 
etc.,  come  in  to  affect  the  decision  if  applied  locally." 
From  this  sober  statement  it  may  be  seen  that  my  corres- 
pondent is  an  engineer — not  a  politician.  He  proceeded 
as  follows:  "...  with  present  equipment-prices  the  cost 
is  absolutely  prohibitive."  This  opinion,  let  me  point  out, 
is  in  connection  with  the  proposal  to  Electrify  Everything. 
Do  not  let  it  dampen  our  enthusiasm.  Listen  to  thib  also 
and  kindly  keep  it  in  mind;  it  is  another  extract  from  the 
address  of  Mr.  E.  W.  Rice  above  referred  to.  He  said: — 
"  I  think  we  can  demonstrate  that  there  is  no  other  way 


known  to  us  by  which  the  railroad  problem  facing  the  coun- 
try can  be  as  quickly  and  as  cheaply  solved  as  by  electrifi- 
cation." 

While  the  recent  fuel  shortage  and  kindred  questions 
have  made  us  look  to  railway  electrification  for  relief, 
such  projects,  on  a  large  scale,  can  only  follow  or  go  hand 
in  hand  with  water  power  plant  development  and  co- 
operative operation  of  power  plants.  The  location  of  a 
number  of  plants — large  water  power  plants  and  perhaps, 
auxiliary  steam  plants — so  situated  and  interconnected 
that  a  failure  at  one  plant,  or  the  connections  to  it,  will  not 
jeopardize  the  others  or  completely  cut  off  and  isolate  an 
important  railway  district  is,  in  my  opinion,  an  essential 
and  a  prime  necessity  in  connection  with  any  large  railway 
electrification  project. 

.  The  99  year  power  contract  of  the  C.  M.  &  St.  P.  Ry. 
above  referred  to  is  worthy  of  special  attention.  That 
railway  has  a  contract  with  a  power  company  which  has  a 
series  of  plants  stretching  across  the  whole  country  parallel 
to  the  railway.  The  railway  owns  its  sub-stations  and 
secondary  lines  but  it  is  not  concerned  with  the  high 
tension  lines  or  power  plants  of  the  power  company.  A 
reasonable  rate  for  power  arranged  between  a  willing 
purchaser  and  a  willing  seller — a  contract,  in  fact,  which 
each  party  knows  the  other  xoill  respect — is  the  basis  and  the 
real  reason  for  that  great  railway  electrification.  Neither 
party  questions  the  other's  integrity  or  financial  soundness. 
One  delivers  the  power  it  has  undertaken  to  supply  and 
the  other  uses  it .  The  arrangement  is  ideal  in  its  simplicity 
and  entirely  satisfactory  to  everybody  concerned.  It  will, 
in  my  opinion,  be  necessary  to  have  such  attractive  power 
conditions  as  those  outlined  above,  backed  by  abundant 
supplies  of  power,  in  order  to  foster  and  encourage  railway 
electrification. 

Railway  electrification  is  a  truly  economic  (financial 
and  engineering)  problem — a  problem  worthy  of  the  best 
attention  of  the  most  highly  trained  and  experienced 
specialists. 


The  Economics  of  Electric  Operation  of  Railways 

By  W.  G.  Gordon,  Toronto,  Transportation  Engineer,  Canadian  General  Electric  Co.,  Ltd. 


Much  has  been  written  descriptive  of  the  different 
roads  now  operating  electrically,  wholly  or  in  part,  and  of 
the  results  as  compared  with  steam  operation.  I  will 
present  some  of  the  latest  figures  regarding  the  economies 
effected  by  electric  operation. 

Mr.  E.  W.  Rice  stated  at  the  June  Convention  of  the 
American  Institute  of  Electrical  Engineers  last  year:— 
"  Electric  locomotives  have  been  so  improved  and  simpli- 
fied that  they  are  competent  to  haul  the  heaviest  train 
that  can  be  held  together  with  the  present  train  construc- 
tion; to  operate  at  the  highest  speed  permissible  by  the 
alignment  of  the  road  and  independent  of  its  grades; 
and  that  the  electric  locomotives  can  meet  in  the  most 
efficient  and  adequate  manner  the  transportation  prob- 
lems confronting  the  country,  and  offer  better  results 
than  are  now  obtained  or  seem  possible  with  steam  loco- 
motives. It  should  not  be  forgotten  that  steam  loco- 
motives burn  about  25%  of  the  entire  coal  mined  in  the 
United  States,  and  that  12%  of  the  entire  ton  mileage 


movement  of  freight  and  passengers  carried  is  represented 
in  cars  and  tenders  required  to  haul  coal  to  supply  steam 
for  the  locomotives." 

This  percentage  is  shown  from  the  following  table 
of  one  year's  ton  mile  movement: — 


Revenue  Coal 

Railway  Coal 

Revenue  Freight 
Railway  Freight 

Locomotives 

Locomotive  Tenders 
Passenger  Cars 


Millions 
Ton  Miles 


204,600 
52,000 

372,040 
5,600 

148,200 
74,630 

186,890 

1,043,960 


Percent 
of  Total 


12.56 
4.96 

35.60 
0.55 

14.20 
7.14 

17.90 

100.00 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


399 


The  comparative  percentages  for  the  different 
classifications  are  very  close  to  those  given  above  for  the 
operation  of  our  steam  railroads  in  Canada. 

Where  a  trunk  line  is  electrically  operated  from  water 
power  stations,  it  means  that  the  total  movement  of 
railway  coal  and  locomotive  tenders  is  eliminated,  and 
even  if  partially  or  wholly  operated  from  steam  power 
stations,  the  movement  of  locomotive  tenders  is  elimin- 
ated and  the  movement  of  railway  coal  greatly  decreased. 

The  benefit  is  self  evident  of  being  able  to  apply  this 
ton  mileage,  at  present  absorbed  by  steam  operation,  in 
the  movement  of  revenue  tonnage. 

The  cost  of  maintenance  of  the  electric  locomotive 
is  very  much  less  than  that  of  the  steam  locomotive. 
The  following  table  gives  the  cost  of  maintenance  in  cents 
per  locomotive  mile  for  a  number  of  railroads,  these  costs 
being  for  the  years  they  have  been  operating  electrically 
to  1917,  inclusive. 

The  costs  are  given  for  an  average  of  5  years  for 
three  railroads,  an  average  of  4  years  for  two  railroads 
and  an  average  of  2  years  for  the  Chicago,  Milwaukee  and 
St.  Paul  R.R.  The  average  locomotive  weight  in  tons 
is  given  for  each  railroad,  and  in  order  to  obtain  a  compari- 
son I  have  given  the  cost  also  on  the  basis  of  the  locomo- 
tives weighing  100  tons  in  each  case. 

Cost  of  Maintenance  of  Electric  Locomotives:— 


Comparative  Results— Steam  and  Electric  Operation. 
B.  A.  &  P.  R.  R. 


Average 

Road 

Average 
Loco.  Wt. 
in  Tons. 

Average 
Maint.  per 
Loco.  Mile 

Maint.  on 

basis  of 

Loco. 

weighing 

100  tons. 

No.  of 
Years. 

Baltimore  &  Ohio  R.R. 

98 

5  13 

5.24 

5 

Butte,     Anaconda     & 

Pacific  R.R 

80 

5  66 

7.08 

1 

Chicago,  Milwaukee  & 

St.  Paul  R.R 

290 

8  94 

3.09 

2 

Michigan  Central  R.R. 

108 

4  39 

4  06 

4 

N.  Y.  C.  &H.  R.  R.R. 

118 

4  12 

3  50 

5 

Pennsylvania  R.R. 

156 

5.30 

3  40 

5 

General  Average .... 

5  59 

4.39 

The  cost  of  maintenance  per  locomotive  mile  for 
steam  locomotives  compared  with  the  above  will  be  from 
10  cts.  to  20  cts.  or  higher,  depending  on  the  capacity  and 
service  of  the  locomotive. 

A  very  interesting  comparison  is  given  in  the  fol- 
lowing table  giving  comparative  results  between  steam 
and  electric  operation  on  the  Butte,  Anaconda  and 
Pacific  R.R.  In  1913  the  operation  was  entirely  steam, 
since  then  it  has  been  gradually  superseded  by  electric 
operation.  The  figures  for  electric  operation  are  averaged 
for  3  years,  and,  as  there  was  still  a  considerable  amount  of 
steam  operation  during  these  3  years,  the  figures  do  not 
show  full  credit  to  the  benefit  of  electric  operation. 


Steam, 
1913 

Electric 
Average 
for  3  yrs. 

Saving 
in  Amount 

Electric 

Operation 

Percent. 

Fuel  and  Power 

Loco.  Repairs 

$294,830 

97,492 

99,611 

28,342 

9,345 

4,491 

5.435 

$175,165 

57,881 

74,036 

16,703 

5,444 

2,084 

4,308 

$119,665 

39,611 

25,575 

11,639 

3,901 

2,407 

1,127 

40.59 
40  61 

Enginemen's  Wages. .  . 
Engine  House  Expenses 

Lubricants 

Water 

Other  Supplies 

25.67 
41.06 
41.76 
53.59 

20.74 

Total 

Revenue     Ton     Miles 
Hauled 

$539,546 
153,168,648 

$335,621 
169,553,405 

$203,925 
16,384,757 

37.80 
10.70 

The  above  table  shows  a  saving  in  electric  operation 
of  37.8  percent,  and  at  the  same  time  an  increase  in  the 
revenue  ton  miles  hauled  of  10.7  percent. 

Had  these  increased  ton  miles  been  hauled  in  1913. 
the  total  cost  would  have  been  $597,277,  so  that  the  actual 
saving  in  electric  operation  is  44  percent. 

On  this  railroad  17  electric  locomotives  were  in 
operation  in  1914,  24  in  1916  and  at  present  there  are  28, 

Where  mountain  divisions  are  electrically  operated, 
a  further  marked  economy  is  effected  by  regenerative 
breaking.  This  is  obtained  by  exciting  the  fields  of  the 
motors  on  the  locomotive  on  down  grades  so  that  the 
counter  electro-motive  force  builds  up  higher  than  the 
line  voltage  and  returns  power  to  the  line;  this  action 
retarding  the  train  to  whatever  extent  desired  without  the 
use  of  the  air  brakes,  as  well  as  supplying  power  to  other 
trains  running  on  the  level  or  up  grades.  This  action, 
of  course,  reduces  the  total  demand  on  the  sub-stations 
with  consequent  reduction  in  the  power  demand  on  the 
primary  source  of  supply. 

The  following  table  showing  the  saving  thus  obtained 
on  the  Chicago,  Milwaukee  &  St.  Paul  R.R.,  and  is  the 
result  of  careful  tests  just  worked  up  by  the  engineers  of 
the  General  Electric  Co. 

The  above  results  are  of  extreme  interest.  It  will  be 
noted  that  the  runs  were  taken  in  both  directions  over  the 
total  electrified  distance  of  437.6  miles  with  trains  as  high 
as  2,853  tons  trailing  load,  giving  a  general  average  in 
watt  hours  per  ton  mile  without  regenerative  braking  of 
24.06,and  with  regenerative  braking  of  19.72,  or  a  reduction 
in  power  due  to  regenerative  braking  of  18.04%. 

As  a  direct  result  of  regenerative  braking,  a  large 
saving  is  effected  in  brake  shoe  wear,  apart  from  the 
elimination  of  wrecks  caused  by  overheating  of  the  brake 
shoes,  brake  heads  and  wheels,  where  heavy  trains  are 
handled  on  long  down  grades.  The  air  brakes  are  only 
required  for  emergency,  as  the  braking  is  all  done  by  the 
locomotive.  It  has  been  estimated  that  on  the  Chicago, 
Milwaukee  and  St.  Paul  R.R.  the  saving  per  year  in  brake 
shoe  wear  alone  is  close  to  $200,000.     On  the  4%  grade  of 


400 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


CHICAGO,  MILWAUKEE  &  ST.  PAUL  TESTS 

Watt  Hours  per  Ton  Mile 

PRELIMINARY  CALCULATION  MADE  FROM  WATT  HOUR  METER  READING  TAKEN  ON  LOCOMOTIVES. 
THIS  CALCULATION  INCLUDES  TON  MILEAGE  OF  ROAD  AND  HELPER  LOCOMOTIVES. 


Run 
No. 


3 

7 
10 

6 
9 


4 
11 

5 
12 


MISSOULA  DIVISION— 211.2  Miles. 


Avery  to  Deer  Lodge 
Avery  to  Deer  Lodge 
Avery  to  Deer  Lodge 


Deer  Lodge  to  Avery 
Deer  Lodge  to  Avery 


AVERAGE  VALUES 


Avery  to  Deer  Lodge- 
Deer  Lodge  to  Avery 


Round  Trip  Average,  Missoula  Division 

ROCKY  MOUNTAIN   DIVISION 
226  4  Miles. 

Deer  Lodge  to  Harlowton 

Deer  Lodge  to  Harlowton 


Harlowton  to  Deer  Lodge 
Harlowton  to  Deer  Lodge 


AVERAGE  VALUES 


Deer  Lodge  to  Harlowton . 
Harlowton  to  Deer  Lodge . 


Round  Trip  Average,  Rocky  Mt.  Div. 
GENERAL  AVERAGE 


No.  of 
Cars. 


57-56 

58 

61-60 

62 
82 


58-56 
60 

67 
64 


Trailing 
Tonnage. 


2497-2457 

2767 
2836-2796 

2383 
2853 


2539-2466 
2817 

2264 
2762 


Ton  Miles 

Trip 

Including 

Locos. 


596,485 
656,516 
665,505 

575,436 
674,700 


637,367 
712,518 

588,640 
700,021 


With  Regenerative 
Braking 


K.W.  Hrs. 
For  Trip. 


15,068 
17,207 
17,971 

6,943 
9,344 


10,392 
12,155 

14,654 
14,929 


W.  Hr. 
Ton  Mile 


25.23 
26.20 
27.00 

12.05 
13.85 


26.14 
12.95 

19.54 


16.30 
17.06 

24.90 
21.32 


16.68 
23.11 

19.89 

19.72 


Without  Regenerative 
Braking 


K.W.  Hours 
For  Trip. 


16,432 
18,374 
19,622 

8,927 
11,618 


15,141 

17,405 

16,792 
18,498 


W.  Hr. 

Ton  Mile 


27.55 
27.97 
29.48 

15.51 

17.24 


28.35 
16.37 

22.35 


23.75 
24.42 

28.52 

26.40 


24.08 
27.46 

25.77 

24.06 


REDUCTION  IN  POWER  DUE  TO  REGENERATION 18.04% 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


401 


the  Denver  &  Rio-Grande  R.R.  between  Soldier  Summit 
and  Tucker,  the  instructions  are,  with  steam  operation, 
not  to  exceed  8  to  10  miles  per  hour,  and  to  stop  every  5 
to  7  miles,  for  from  15  to  30  minutes,  to  cool  brake  shoes 
and  wheels.  Under  these  conditions  the  energy  dissi- 
pated between  each  brake  shoe  and  wheel  may  be  as  high 
as  20  horse  power;  so  it  is  readily  seen  that,  even  on  much 
easier  grades  of  long  extent,  the  brake  shoe  wear  with 
steam  operation  is  a  serious  factor  of  expense. 

The  steam  locomotive  is  a  power  plant  which,  owing 
to  physical  limitations,  can  attain  only  a  certain  capacity 
and  efficiency.  On  the  other  hand  the  electric  locomotive, 
itself  very  efficient,  can  draw  any  amount  of  power  desired 
from  a  system  fed  by  hydro-electric  plants  or  highly 
efficient  steam  electric  plants.  The  continuous  draw  bar 
pull  of  the  electric  locomotive  is  limited  only  by  the 
strength  of  the  draft  rigging  on  the  cars.  By  series  and 
various  series-parallel  combinations  of  the  motors  a  wide 
range  of  running  speeds  can  be  obtained  without  rheostatic 
losses.  This  range  can  be  further  varied  by  shunting  the 
motor  fields.  Due  to  the  power  input  available,  draw 
bar  pulls  can  be  maintained  at  speeds  impossible  with 
steam  locomotives.  This  means  that,  over  any  line, 
trains  of  heavier  tonnage  can  be  hauled  at  a  much  better 
schedule  speed  than  with  steam  locomotives.  In  the 
case  where  a  single  track  steam  line  has  reached  its  capacity 
and  would  have  to  be  double  tracked  to  handle  increased 
ton  mileage,  electric  operation  will  obviate  the  necessity 
of  double  tracking  and  permit  of  a  large  expanse  in  ton 
mileage  handled.  The  curve  sheet  giving  '  Typical 
Locomotive  Characteristics,  Steam  and  Electric,"  shows 
a  comparison  of  lbs.  tractive  effort,  at  various  speeds,  of 
two  steam  locomotives;  a  Mallet  with  190  tons  on  drivers 
and  a  Consolidation  with  100  tons  on  drivers,  with  an 
electric  locomotive  having  160  tons  on  drivers.  It  will  be 
noted  that  the  tractive  effort  of  the  Mallet  drops  off 
rapidly  above  8  miles  per  hour  while  the  tractive 
effort  of  the  Consolidation  drops  off  steadily,  though 
not  so  rapidly,  above  10  miles  per  hour.  Curves  are 
given  for  3  of  the  6  running  speeds  of  the  electric 
locomotive.  At  16  miles  per  hour,  the  continuous 
tractive  effort  which  the  electric  locomotive  can  exert  is 
greater  than  that  of  either  of  the  steam  locomotives,  while 
at  about  35  miles  per  hour  the  continous  tractive  effort 
of  the  electric  locomotive  is  more  than  3  times  the  tractive 
effort  of  the  Consolidation. 

With  regard  to  collection  of  current,  experience  has 
shown  that  with  the  slider  type  of  pantograph  1000 
amperes  can  be  taken  sparklessly  from  a  single  trolley 
wire.  Using  two  trolley  wires  suspended  side  by  side,  as 
on  the  Chicago,  Milwaukee  &  St.  Paul  R.R.,  2000  am- 
peres can  be  collected.  This  at  3000  volts  is  6000  K.  W. 
or  over  8000  h.p.  As  there  is  no  sparking,  the  wear  on  the 
trolley  wire  is  exceedingly  slight,  as  may  be  judged  from 
the  fact  that  here  in  Canada  we  are  getting  a  life  of  from 
10,000  to  12,000  miles  from  a  single  wearing  strip  on  the 
pantograph. 

As  regards  the  substations,  a  further  decided  economy 
is  now  credited  to  electric  operation  through  the  perfection 
of  automatic  control.  One  serious  operating  condition 
was  the  flashing  over  of  the  generators  from  some  short 


circuit  outside  the  station.  This  might  be  severe  enough 
to  necessitate  cleaning  up  the  brush  rigging  and  commu- 
tators. Continuity  of  operation  required  an  attendant  at 
each  substation  while  the  generating  sets  were  in  operation. 
This  trouble  has  been  entirely  overcome  by  the  use  of  a 
high  speed  circuit  breaker  which  will  open  a  short  circuit 
of  many  times  the  normal  full  load  value  of  the  generators 
in  less  than  eight  thousandths  of  a  second. 

With  the  further  use  of  flash  barriers  on  the  com- 
mutators, flashing  over  of  direct  current  generators  is 
absolutely  eliminated.  With  automatic  control,  the 
sets  are  stopped  and  started  through  the  voltage  drop 
reaching  a  definite  value  at  any  point  on  the  system.  In 
addition  to  doing  away  with  substation  attendants,  this 
also  improves  the  all  day  efficiency  of  the  generator  sets 
as  they  are  shut  down  during  periods  where  they  are  not 
automatically  started  up  to  maintain  the  line  voltage  at  a 
fixed  value. 

With  the  refinements  now  available  for  substation 
operation,  it  can  be  confidently  asserted  that  the  sub- 
station equipment  is  99%  efficient. 

The  question  of  load  factor  on  the  power  supply  lines 
of  the  Chicago,  Milwaukee  &  St.  Paul  electrification  is  of 
considerable  importance  since  the  price  of  energy  per 
kw.  hr.  is  based  upon  an  assumed  load  factor  of  60  per 
cent.  In  cases  where  the  ratio  of  the  average  to  the 
maximum  load  is  less  than  this  amount,  the  price  is 
somewhat  higher.  Because  of  the  desirability  for  main- 
taining a  relatively  high  load  factor,  there  has  been 
designed  and  installed  a  power  limiting  and  indicating 
system  which  automatically  limits  the  maximum  load  to 
certain  predetermined  peaks  and  also  indicates  to  the 
dispatcher  the  exact  amount  of  power  which  the  whole 
system  is  receiving  at  any  instant. 

This  apparatus  is  installed  in  the  dispatcher's  office 
at  Deer  Lodge  and  in  each  of  the  substations  which  are 
connected  to  the  main  office  by  pilot  wires.  Two  total- 
izing kw.  meters  are  located  over  the  dispatcher's  desk 
indicating  respectively  the  amount  of  power  being  drawn 
by  the  220  miles  east  and  the  220  miles  west. 

By  means  of  the  pilot  wire  control,  acting  upon  the 
motor-generator  sets  in  the  substations,  the  trolley  voltage 
is  reduced  temporally  on  the  overloaded  substations  so 
that  the  total  k.w.  consumption  on  the  totalizing  meters 
never  exceeds  the  predetermined  maximum.  By  careful 
dispatching,  it  is  thus  possible  to  keep  the  maximum 
load  within  reasonable  limits  without  materially  slowing 
up  the  movement  of  trains. 

As  to  the  reliability  of  the  modern  electric  locomotive 
for  continuous  service  the  returns  for  1918  just  made 
public  by  the  New  York  Central  Lines  show  that  the 
locomotives  were  inspected  after  each  3000  miles  of  run- 
ing  and  that  they  averaged  33,000  miles  per  detention. 

In  conclusion  of  this  brief  review  of  the  present  status 
of  electric  operation  for  trunk  line  railways,  it  is  of  interest 
to  note  that,  in  changing  to  electric  operation,  there  is 
practically  no  upsetting  of  the  regular  steam  organization; 
as  the  engine  crews,  under  instruction,  readily  become 
highly  efficient  in  the  operation  of  the  electric  locomotives. 


402 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


Railroad    Electrification 

By  F.   II.   Shepard,    Director  of  Heavy   Traction, 
Westinghouse  Electric  &  Mfg.  Co. 


The  electrification  of  the  railroads  is  a  subject  of  the 
greatest  importance  to  all  of  us.  Ours  is  a  continent  of 
great  distances,  and  our  growth  and  prosperity  have 
depended  upon  our  ability  to  transport  ourselves  and  our 
goods  quickly  and  easily  over  these  distances.  Hence, 
without  our  great  railroad  systems  our  development  would 
have  been  insignificant  indeed.     If,  therefore,  the  use  of 


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Typical 

Locomotive  Characteristics 

Steam  and  Electric. 

electricity  can  improve  our  transportation  facilities,  it  will 
increase  the  well-being  of  every  inhabitant  of  the  North 
American    continent. 

There  is  no  longer  in  anyone's  mind  a  doubt  as  to  the 
sufficiency  of  electric  power  to  accomplish  any  kind  of 
service,  even  the  most  difficult  and  exacting.  This  has 
been  amply  demonstrated  in  every  case  where  steam 
service  had  been  supplanted  by  electric  power;  this  sub- 
stitution having  been  invariably  attended  by  conspicuous 
betterment  in  service. 

The  first  use  of  electricity  for  heavy  haulage  was 
through  the  Baltimore  tunnel  on  the  Baltimore  &  Ohio 
Railroad  in  1895.  This  installation,  contracted  for  in 
1891.  was  looked  upon  by  most  of  the  executives  and 
operating  staff  as  a  gigantic  experiment,  and  of  very 
doubtful  working.  This  was  emphasized  to  me  by  the 
following  incident :  On  one  of  our  early  trips  with  a  number 
of  the  road's  executives  aboard,  a  successful  run  had  been 
made  through  the  tunnel,  trailing  one  of  the  road's  largest 
steam  locomotives  with  a  full-sized  freight  train.  Stop 
was  made,  and  then  on  signal  the  engineer  opened  up; 
the  slack  had  all  run  out  on  the  grade  (this  being  before 
the  days  of  air-brakes  in  freight  service);  he  kept  on 
opening  up,  without  jerk,  from  a  standstill.  Before 
I  could  stop  him,  we  heard  a  crash  about  six  cars  back  in 
the  train— the  whole  end  of  a  car,  loaded  with  oats,  had 
been  torn  out  on  a  dead  pull.  There  seemed  to  be  more 


oats  on  that  track  than  I  had  supposed  existed  in  the 
whole  world.  By  the  time  we  got  the  car  set  out,  and 
incidentally  smashed  two  couplings,  we  had  "  laid  out  " 
the  Royal  Blue  Limited  thirty  minutes.  The  following 
morning  this  admonition  was  given  me  by  the  general 
manager  in  his  office:  "  Shepard,  there  is  no  longer  any 
question  in  mind  about  the  ability  of  that  motor  to  pull ; 
it  could  pull  anything  this  building  right  off  its  founda- 
tions— but  the  important  thing,  and  it  is  serious  too,  is  to 
get  up  some  way  to  restrain  its  tremendous  power." 

This  was  before  the  days  of  high  voltage  distribution , 
the  power  being  furnished  direct  from  the  700- volt  dynamos 
in  the  powerhouse  adjacent  to  the  railroad.  There  could, 
obviously,  not  be  any  general  expansion  of  this  method  of 
electrification,  owing  to  the  economic  impracticability 
of  low  voltage  systems  of  generation  and  transmission. 

The  present  universal  use  of  alternating  current 
generation,  with  its  great  adaptibility  for  transformation , 
has  led  to  concentrated  generation  of  power  in  large 
amounts  and  to  its  wide  distribution  through  large 
networks  of  transmission  lines.  This  has  enormously 
expanded  the  field  for  electric  power,  so  that  now  its  use  is 
universal  for  the  various  railways -street  and  interurban, 
elevated  and  subway — but  to  a  limited  degree  only  on 
main  or  steam  railroads. 

The  urgency  for  steam  railroad  electrification,  until 
the  present  time,  has  not  been  as  obvious  as  that  which 
determined  the  electrification  of  street  and  elevated 
railways;  although  subways  and  certain  railroad  terminals 
were  predicated  entirely  on  the  use  of  electricity.  An 
explanation,  why  railroad  electrification  is  so  limited, 
may  be  ascribed  to  that  inertia  which  halts  the  under- 
taking of  large  works;  accompanied,  as  they  inevitably 
are,  by  such  complications  as  questions  of  finance, 
immediate  necessity,  immediate  return,  etc. 


(irand  Trunk  Railway 
St.  Clair  Tunnel— Weight,   132  tons— Tunnel  Service. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


403 


If  prevision  could  have  been  possible  and  acted  upon, 
a  somewhat  general  electrification  of  the  railroads  would 
have  mitigated  the  dangerous  fuel  shortage  obtaining 
during  the  war,  and  at  a  saving  to  the  community  not 
possible  to  be  measured  in  any  mere  matter  of  operating 
economies.  In  fact,  the  propriety  may  well  be  questioned, 
whether  as  a  matter  of  right,  the  diversion  of  fuel  for 
railroad  operation  from  the  household  or  industry  should 
be  permitted,  when  hydro-electric  power  could  be  utilized. 


Pennsylvania  Railroad 
Entering  New  York  Terminal -Locomotive  weight,  1(>5  tons. 

An  advantage  of  railroad  electrification  rests  largely 
in  the  east  with  which  large  amounts  of  power  can  be  used 
for  a  single  train,  and  in  the  facility  with  which  electric 
power  can  be  transmitted,  applied,  regulated  and  con- 
trolled. These  advantages  secure  fewer  and  accelerated 
movements  of  train  units  and  larger  trains  as  well. 

Increased  capacity  and  service,  therefore,  directly 
obtains  from  existing  tracks,  terminals  and  equipment. 
Prominent  examples  of  this  are  the  electrification  of  the 
surburban  service  of  the  Pennsylvania  Railroad  at  Phila- 
delphia, and  the  heavy  service  of  the  Elkhorn  Grade  of 
the  Norfolk  &  Western  Railroad. 

At  Broad  Street  Station  in  Philadelphia,  congestion 
due  to  growth  in  traffic,  required  a  large  increase  in 
terminal  facilities  under  steam  operation — one  that 
involved  a  large  expenditure.  Increase  in  capacity  was 
obtained  by  elecrification  of  the  suburban  service  of  the 
main  line  and  Chestnut  Hill  branch,  without  terminal 
changes  and  secured  at  a  lesser  investment  than  for 
terminal  expansion.  Moreover,  there  was  a  vast  improve- 
ment in  regularity  and  character  of  service.  In  fact, 
during  the  rigors  of  last  winter,  the  electric  service  was 
conspicuously  the  only  dependable  service  into  this 
terminal.  Multiple  unit  equipment  is  used,  each  car 
being  a  motor  car  with  two  motors  totalling  450  h.p. 
Trains  of  three  to  ten  cars  are  run. 

The  growth  of  traffic  on  the  Norfolk  &  Western 
caused  so  great  a  congestion  on  the  Elkhorn  Grade  as  to 
limit  the  output  of  the  celebrated  Pocahontas  coal  field, 


from  which  a  great  part  of  the  revenue  of  the  whol 
railroad  is  derived.  The  topography  of  this  section  i 
such  that  either  additional  tracks  or  revision  of  line  was 
practically  impossible.  Electrification  has  doubled  the 
capacity  of  this  division  and,  during  the  past  severe 
winter,  the  freedom  of  movement  of  traffic  over  this 
section  was  markedly  the  easiest  of  the  whole  railroad. 
A  noteworthy  feature  of  this  operation  is  the  large  size  of 
trains  and  the  expeditious  manner  in  which  they  are 
handled.  On  the  lesser  grades,  trains  of  5000  tons  are 
operated,  and  on  the  2C'(  grades,  trains  of  3250  tons,  at 
twice  the  speed  of  former  steam  operation,  with  three 
large  Mallet  engines  per  train.  Trains  are  accelerated  to 
a  speed  of  14  m.p.h.  on  the  2( ',  grade  in  a  little  over  a 
minute  in  fact  to  quote  a  brakeman  on  one  of  his  first 
trips:  "  these  trains  start  like  a  trolley  car." 

Relatively  large  amounts  of  power  are  used  per 
train,  the  input  during  acceleration  ordinarily  equaling 
12,000  h.p.  Plans  are  under  way  to  further  increase  the 
size  of  trains  so  that  inputs  as  high  as  18,000  h.p.  will  be 
reached. 

The  position  of  the  Norfolk  &  Western  Railroad,  it 
should  be  understood,  is  somewhat  unique,  this  being  due 
to  its  being  a  large  coal  carrier  with  a  large  proportion  of 
heavy  steel  rolling  stock.  For  its  tidewater  service,  for 
instance,  they  have  standardized  a  car  which  holds 
200,000  lbs.  of  coal.  These  are  the  largest  cars  in  regular 
operation,  a  single  car  weighing,  complete  with  load, 
about  130  tons.  Many  of  the  mining  operations  are 
adjacent  to  the  heaviest  grades,  so  that  the  service  involves 
many  stops  with  a  full  tonnage  train.  In  order  to  speed 
up  the  movement  quick  starts  are  necessary. 

The  curvature  of  the  electrified  district  is  extremely 
heavy.  In  fact,  there  are  only  about  two  places  in  the 
whole  zone  where  one  end  of  the  train  may  be  seen  from 
the  other.  On  the  heaviest  grades  a  second  locomotive  is 
used  as  a  pusher.  On  account  of  the  length  of  train, 
curvature,  and  the  intervening  mountains,  it  was  found  to 
be  very  difficult  to  communicate  to  the -pushers  at  the 
rear  even  by  whistle,  so  that  it  was  somewhat  of  a  problem 
to  secure  the  unison  of  effort  between  locomotives  at  each 
end  necessary  to  start  these  large  trains.  This  was  finally 
secured  by  dropping  the  slack  of  the  train  back  against  the 
pusher,  the  bump  being  taken  as  the  signal  for  the.  pusher 


New  York,  New  Haven  &  Hartford  Railroad 
High  speed  express  service. 


404 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE     OF    CANADA 


to  open  up  and  help  start.  The  manner  of  operation,  on 
the  part  of  the  road  engine  and  pusher,  in  this  service  is 
somewhat  interesting.  At  any  fixed  speed,  the  ammeters 
on  the  road  engine  and  those  on  the  pusher  read  alike, 
each  engine  taking  its  share  of  load.  The  proper  indi- 
cation is  known  for  the  different  grades  and  sizes  of  trains, 
so  that  the  road  engine,  which,  of  course,  controls  the 
movement  of  the  train,  shifts  to  more  or  less  than  its 
share  of  the  load,  depending  on  whether  speeding  up  or 
slowing  down  is  desired. 

The  operator  of  the  pusher  is  thus  advised  instantly 
of  such  desire  by  the  indication  on  his  ammeter  so  that 
slow-downs,  and  stops  as  well,  are  negotiated  very 
smoothly.  Regeneration  is  also  a  very  successful  feature 
of  this  operation. 

The  financial  returns  are  understood  to  show  a  satis- 
factory profit  on  the  net  investment,  without  taking  into 
account  the  great  value  of  increase  in  capacity,  and  are  also 
understood  to  be  better  than  the  original  conservative 
estimates  of  the  road's  consulting  engineers. 

The  ability  for  service  of  electrical  equipment,  as 
compared  with  steam,  is  truly  amazing.     The  reliability 


In  heavy  haulage  particularly,  the  capacity  for  service 
of  a  single  electric  locomotive  is  ordinarily  equal  to  three 
or  four  of  the  heaviest  steam  locomotives.  During  an 
emergency  shortage  of  power,  for  instance,  on  the  Norfolk 
&  Western  Railroad,  it  was  found  necessary  to  retire  from 
service  four  electric  locomotives:  sixteen  of  the  heaviest 
Mallet  engines  were  assigned  to  the  division  to  take  their 
place.  Railroad  operation  has  naturally  been  built  up 
and  determined  by  the  limitations  of  steam  locomotives, 
involving  the  necessity  for  attention  at  approximately 
100  mile  intervals.  Divisional  and  terminal  points  have 
grown  up  around  these  limitations,  thus  establishing 
conditions  for  assignment  of  train  service,  as  well  as  engine 
labor.  The  absence  of  such  limitation  in  the  use  of  electric 
power  secures  great  freedom  in  the  operation  of  train 
service,  so  that  it  is  entirely  practicable  to  eliminate 
intermediate  terminals,  with  the  attending  direct  and 
incidental  expense.  On  the  Chicago,  Milwaukee  &  St. 
Paul  R.R.,  two  such  intermediate  terminals  on  their  440 
mile  electrification  have  been  eliminated. 

The  ever  present  necessity  for  increased  efficiency  in 
transportation  has  already  brought  about  a  very  material 


New  York,  New  Haven  &  Hartford  Railroad 
Fast  freight  service. 


of  power  generation  and  of  electric  locomotives  is 
astounding.  A  very  notable  example  is  the  service  of  the 
Grand  Trunk  Railway  through  the  St.  Clair  Tunnel; 
the  first  year's  operation  being  accomplished  with  a  total 
delay  of  seven  minutes.  Among  other  examples  may  be 
cited  the  record  of  the  Pennsylvania-New  York  Terminal 
locomotives,  which  over  a  term  of  years  averaged  approxi- 
mately 100,000  miles  per  locomotive  detention.  The 
length  of  time  out  of  service  necessary  to  insure  reliable 
operation  is  comparatively  small — a  common  schedule 
for  inspection  of  electrical  equipment  is  at  the  end  of  3000 
miles  operation,  while  a  much  greater  mileage  is  frequent 
and  there  are  individual  records  as  high  as  10,000  to  12,000 
miles. 


increase  in  size  of  trains.  With  steam  power  this  has  been 
secured  at  great  increase  in  size  of  locomotives,  revision  of 
line,  reconstruction  of  bridges,  etc.  Undoubtedly,  had 
electrification  been  available,  much  of  this  capital  expendi- 
ture would  have  been  obviated,  owing  to  the  flexibility 
with  which  electric  power  can  be  applied. 

The  steam  locomotive,  with  its  single  boiler,  of 
necessity,  requires,  in  large  powers,  great  concentration  in 
weight,  this  affecting,  directly,  bridge  and  track  conditions. 
An  electric  locomotive,  on  the  other  hand,  is  essentially  an 
aggregation  of  subdivided  power,  possessing  the  capability 
of  increasing  the  number  of  driving  axles  to  an  unlimited 
extent.  Electric  locomotives  are  now  built  up  to  twelve 
driving  axles  and  a  further  increase  is  even  contemplated. 


JOURNAL    OFTHE    ENGINEERING     INSTITUTE    OF    CANADA 


405 


In  multiple  unit  service,  as  is  well  known,  the  driving  axles 
are  distributed  throughout  the  entire  train,  control  of  the 
individual  motors  being  secured  through  pilot  wires  in 
an  electric  train  line.  It  is,  therefore,  obvious  that  there 
is  no  practical  difficulty  in  the  extension  of  an  electric 
locomotive  to  any  length  which  may  be  decided  upon, 
resulting  in  great  increase  in  power,  and  depending  only 
on  the  number  of  driving  axles. 

On  electric  locomotives,  whether  gearless,  geared  or  of 
the  side  rod  type,  there  is  an  entire  absence  of  reciprocating 
parts,  so  that  there  is  not  the  increase  above  dead  weight 
on  the  axles  due  to  reciprocating  parts  or  their  counter- 
balance. This  increase,  commonly  amounting  during 
each  revolution  to  an  additional  load  at  the  wheel  of  50% 
above  the  actual  weight,  is  technically  termed  "  the 
dynamic  augment."  It  should  be  permissible  for  the 
same  effect  upon  track  and  structures  to  greatly  increase 
the  axle  loading  on  electric  locomotives,  or,  providing  this 
were  not  undertaken,  there  should  result  a  material 
reduction  in  track  maintenance  for  the  same  axle  weights. 

The  saving  of  fuel  due  to  the  use  of  electric  power  is, 
of  course,  complete  in  the  Case  of  hydro-electric   supply 


suffers  a  progressive  reduction  in  capacity  until  sent  to  the 
shop  for  general  overhaul.  On  the  other  hand,  with 
electric  locomotives  there  is  no  diminution  in  capacity 
dependent  upon  the  condition  of  the  locomotive.  In  other 
words,  if  in  condition  for  service,  it  is  a  100f  v  engine  and  in 
cold  weather,  the  normal  limitations,  determined  by 
temperature  of  the  motors,  are  largely  removed. 

Along  with  its  increase  in  size,  a  steam  locomotive  has 
developed  far  greater  complications  as  a  machine  and,  with 
very  large  locomotives  especially,  the  time  out  of  service 
reaches  a  high  percentage.  The  difficulty  and  expense 
of  maintenance  are  also  very  greatly  increased.  The  up- 
keep and  maintenance  of  steam  locomotives  has  proven 
to  be  a  very  great  burden,  owing  to  the  shortage  of  labor 
and  particularly  of  skilled  mechanics.  The  maintenance 
of  electric  locomotives,  on  the  other  hand,  is  accomplished 
with  a  surprisingly  small  amount  of  attention  and  expense; 
in  fact,  the  repairs  and  renewal  of  the  purely  electrical 
equipment  are  almost  insignificant  if  the  apparatus  is 
properly  proportioned  to  the  work,  and  its  performance 
has  been  restricted  to  the  limitations  of  its  design 
Apparatus,  when  operating  under  such  conditions,   has 


Chicago,  Milwaukee  &  St.  Paul  Railroad 
Transcontinental  passenger  service. — Weight,  267  tons. 


and  is  50%  or  more  from  steam-electric  generating  stations. 
This  considerable  saving  is  due  both  to  the  great  efficiency 
of  steam  generation  in  large  units  under  the  economical 
arrangements  obtaining  in  modern  power-houses  and  to 
the  avoidance  of  losses  at  the  locomotive  itself.  An 
electric  locomotive  consumes  power  in  proportion  to  its 
load  and  only  when  working.  A  steam  locomotive  is 
notoriously  inefficient  at  light  loads  and  large  quantities 
of  fuel  are  consumed  in  preparation  for  service  and  in 
keeping  the  engine  hot  at  standstill  or  when  no  work  is 
being  done.  The  capacity  of  a  steam  locomotive  is 
always  dependent  upon  the  grade  of  fuel  used,  skill  with 
which  the  engine  is  fired,  condition  of  flue  and  boiler 
surfaces,  fire-box  conditions,  joints,  packing,  etc.,  and  very 
largely  upon  temperature  conditions,  the  capacity  being 
very  greatly  reduced  at  low  temperatures. 

Generally  speaking,  a  steam  locomotive  is  in  prime 
condition  when  new,  or  after  a  general  overhauling,  and 


service  records  of  years  with  no  expense  whatever  except 
that  for  cleaning,  a  little  paint  and  a  few  brushes.  For 
example,  the  Pennsylvania  Terminal  locomotives,  in 
New  Yo:k  City,  have  been  in  operation  for  nearly  ten 
years  and  the  only  work  done  on  any  of  the  motor  windings 
up  to  date  has  been  due  to  damage  from  a  monkey-wrench 
left  in  a  motor,  or  some  other  incident  of  a  similar  kind, 
but,  of  course,  these  cases  have  been  most  infrequent. 

In  order  to  secure  this  kind  of  service,  discrimination 
and  firm  control  of  the  operation  of  electric  locomotives 
must  be  assured.  The  reason  for  this  is  that  an  electric 
motor  is  really  a  transformer;  that  is  to  say,  it  transforms 
electric  power  into  mechanical  work.  It  possesses  the 
characteristic,  however,  that  the  limit  to  the  work  a  motor 
will  endeavor  to  perform  is  determined  by  the  amount  of 
electric  power  available.  At  standstill,  this  would  amount 
to  a  short  circuit  condition;  so  that,  between  proper  load 
and  this  condition,  there  is  a  wide  opportunity  for  abuse  to 


406 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF     CANADA 


electrical  equipment  in  its  handling.  Any  motor  is  less 
rugged  after  such  abuse  and  this  is  inevitably  reflected, 
although  in  some  cases  deferred  for  a  term  of  years,  in 
ultimate  failure  of  the  windings. 

The  cost  of  maintenance  of  electrical  equipment  is, 
therefore,  very  largely  determined  by  the  history  of  its 


Pennsylvania  Railroad 
Suburban  service.— All  coaches,  motor  cars. 

operation.  This  limitation  does  not  obtain,  in  any  such 
corresponding  degree,  with  steam  locomotives  and,  in 
view  of  the  newness  of  railroad  electrification,  has  not  been 
given  universal  consideration  in  the  service  exacted  of 
electrical  equipment.  This,  therefore,  is  a  good  reason 
for  the  disparity  which  exists  in  such  figures  as  have 
developed  upon  maintenance  costs  of  electric  locomotives. 
However,  with  the  growing  appreciation  of  this  condition, 
we  may  look  to  the  future  for  low  records  of  cost  of  main- 
tenance of  electric  locomotives  generally,  equaling,  and 
even  surpassing,  those  which  have  been  made  in  certain 
installations  up  to  the  present.  Thus,  it  may  be  assumed 
that  the  saving  in  maintenance  of  electric  locomotives, 
which  is  generally  taken  to  be  around  50%,  will  be  materi- 
ally increased  as  an  average  condition  in  the  future. 

The  method  of  general  railway  electrification  is  now 
universally  accepted,  on  this  continent,  as  an  overhead 
working  conductor  at  high  voltage.  This  is  due  to  our 
method  of  working  the  railways,  influenced,  of  course,  by 
the  conditions,  as  to  location  of  tracks,  stations,  yard 
working,  etc.,  obtaining  on  this  continent.  There  has 
been  a  distinct  advance  in  the  character  of  overhead 
construction  and  there  is  promise  of  still  further  improve- 
ment, all  in  the  direction  of  a  more  satisfactory  working 
conductor  at  lower  first  cost.  This  is  manifestly  im- 
portant, as  affecting  the  investment,  since  the  mileage  of 
track,  including  that  in  yards,  is  enormous. 

In  these  days  of  increased  costs,  that  for  the  supply  of 
electric  power  is  almost  alone  in  having  been  stationary  or 
even  reduced  during  recent  years.  This  has  been  due  to 
the  economies  obtained  by  the  generation  and  distri- 
bution of  large  amounts  of  power. 

The  present  seems  to  be  a  particularly  opportune 
time  for  actively  undertaking  the  extension  of  railway 
electrification  for  reasons  which  might  be  summarized  as 
follows: — 

( 1 )     The  necessity  for  freer  movement  of  traffic 

over  existing  track  facilities. 


(2)  The  greater  strength  of  rolling  stock,  per- 
mitting the  operation  of  higher  tonnage  trains. 

(3)  The  availability  of  large  amounts  of  electric 
power  now  produced  at  advantageous  cost. 

(4)  The  greatly  enhanced  cost  of  fuel  which  is 
believed  will  remain  permanently  at  a  high  figure. 

(5)  The  need  for  more  expeditious  movement  of 
trains,  due  to  the  modified  conditions  in  the  employ- 
ment of  labor  in  train  service. 

(6)  The  general  shortage  of  both  skilled  and 
unskilled  labor  available  for  railroad  operation  and 
maintenance. 

(7)  Recognition  of  need  of  increased  capacity 
for  movement  of  traffic,  thereby  avoiding  embargoes 
and  removing  the  restriction  of  growth  and  general 
prosperity. 

The  transportation  problem  is  unquestionably  one  of 
our  major  problems  of  the  present.  We  now  realize, 
better  than  ever  before,  the  value  of  planning  for  our 
future  and  this  applies  with  great  force  to  transportation. 
For  its  relief,  railroad  electrification  should  be  one  of  the 
most  important  factors.  The  problem  is  a  large  one  and, 
for  its  solution,  engineering  skill  and  breadth  of  vision  of  the 
highest  order  should  be  applied. 

Discussion  on  Railway  Electrification 

H.  H.  Vaughan,  M.E.I.C:  Mr.  President,  ladies  and 
gentlemen,  owing  to  the  fact  that  I  have  not  been  con- 
nected with  railway  work  during  the  last  three  years,  I  feel 
exceedingly  'rusty'  on  the  question  of  the  electrification  of 
railways.  One  loses  touch  with  a  subject  of  this  kind 
when  he  does  not  think  of  it  to  any  great  extent  for  a  con- 
siderable time.  But,  I  have  been  discussing  electrifica- 
tion since  about  1900,  and,  while  our  electrical  friends  were 
prophesying  that  the  steam  locomotive  would  soon  be  only 
of  historic  interest,  as  Mr.  Shepard  did  to-day — and  Mr. 
Shepard  has  grown  from  the  slim  young  man  you  saw  in 
the  picture  to  what  he  is  to-day — the  steam  locomotive  is 


Pennsylvania  Railroad 

Heavy  freight  service. — Maximum  output  during  acceleration 

7,000  horse  power. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


407 


still  going  on.  My  chief  connection  with  this  question 
came  when  I  was  with  the  C.P.R.  I  do  not  mind  telling 
you,  now  that  I  am  away  from  the  road,  that  it  was  always 
a  great  ambition  with  me  to  electrify  some  part  of  the 
C.P.R.  I  always  had  the  greatest  interest  in  the  designing 
of  electric  locomotives.  I  had  the  pleasure  of  knowing 
several  electrical  engineers  very  intimately,  and  I  would 
naturally  have  liked  to  have  been  connected  with  some 
electrification  scheme.  I  would  have  liked  to  undertake 
this  work  from  another  point  of  view,  and  that  is  that 
I  always  believed,  even  from  the  first,  that  the  reliability 
of  the  electric  locomotive  would  be  very  much  greater 
than  that  of  the  steam  locomotive.  One  of  the  curses  and 
troubles  of  the  railroad  man  is  the  daily  statement  of 
engine  troubles.  The  electrical  locomotive  has  done  a 
great  deal  to  make  the  lives  of  railway  men  happier,  on 
account  of  the  better  service  given  by  the  electrical  loco- 
motive. 

We  used  to  discuss  the  cost  of  repairs  and  fuel. 
I  have  never  believed  that,  with  a  normal  electrical  service, 


fe2*^ 


Norfolk  &  Western    Railroad 

Klkhorn  Grade  Klectrification 

Coal  train  of  cars  weighing  130  tons  each  with  load. 

the  saving  of  fuel  would  be  as  great  as  our  electrical  friends 
tell  us.  Figures  of  coal  consumption  that  are  given  are 
very  frequently  those  for  a  service  in  which  steam  loco- 
motives are  notoriously  inefficient,  as  on  certain  portions 
of  the  Chicago,  Milwaukee  and  St.  Paul  Railroad.  When 
we  come  down  to  a  normal  service,  such  as  that  from  here 
to  Montreal,  or  from  here  to  Winnipeg,  it  is  not  unusual 
to  get  down,  on  fairly  level  divisions,  to  from  80  pounds  of 
coal  per  thousand  ton  miles,  up  to  120  pounds  of  coal  on  a 
one  per  cent  ruling  grade  division.  I  have  seen  the 
figures  of  the  Smiths'  Falls  section,  and  they  were  down  to 
70  pounds  per  thousand  ton  miles.  My  recollection  is  that 
20  kilowatt-hours  per  ton  mile  would  be  a  very  good 
figure  on  this  service,  and  that  means  that  your  kilowatt- 
hour  has  to  be  distributed  to  the  trains  at  3J^  lbs.  of  coal 
per  kilowatt-hour  on  a  24  hour  service.  There  is  a  saving, 
but  it  is  not  as  great  in  high-grade  railway  service  as  it  is 
commonly  understood  to  be.     The  figures  are  frequently 


collected  from  conditions  under  which  the  electrical 
locomotive  is  peculiarly  efficient. 

The  item  of  repairs  is  another  matter  that  comes  in. 
If  you  wanted  to  equip  a  division  of  a  railway  with  entirely 
new  locomotives,  you  would  have  surprisingly  low  cost 
repairs  for  the  first  four  or  five  years.  In  equipping  a 
railway  for  electrical  railway  service,  the  machinery  is  all 
new.  The  steam  locomotive  is  generally  very  light  on 
repairs  for  the  first  three  or  four  years.  It  then  comes  to 
the  point  where  it  gets  down  to  a  steady,  average  cost  for 
the  next  ten  or  twelve  years.  It  then  often  requires 
rebuilding,  or  partial  reconstruction,  which  sends  the 
cost  up  again  for  a  short  period,  after  which  it  comes  down 
again  to  the  normal  amount  for  another  ten  or  twelve 
years.  We  have  not  got  to  that  yet  in  the  development 
of  any  high-grade  electrical  service.  It  always  seems  to 
me  that  wheels,  motors,  and  the  various  apparatus,  will 
require  renewing,  and  that  the  renewals  will  correspond, 
more  or  less,  with  the  renewals  of  wheels  and  boilers  of 
steam  locomotives,  after  ten,  twelve,  or  fourteen  years 
service.  The  tables,  which  were  shown  on  the  sheet, 
gave  four  and  a  half  cents  per  locomotive  mile,  for  loco- 
motives averaging  100  tons.  Steam  locomotives  in  the 
same  service  would  cost  100  to  150  per  cent  more  than  that, 
but  the  steam  locomotive  cost  would  be  derived  from  the 
average  of  locomotives  and  not  from  entirely  new  ones. 
As  a  matter  of  fact,  the  designs  of  electric  locomotives, 
that  are  being  developed  now,  follow  so  closely  the  steam 
locomotive  wheel  arrangement  that  the  only  difference  is 
that  you  are  substituting  for  the  cylinders  and  boilers  of 
the  steam  locomotive,  the  motor  and  drive  gear  of  the 
electrical  locomotive.  The  boiler  and  cylinders  are  not 
the  only  things  that  cost  money  on  the  steam  locomotive. 
It  is  the  general  maintenance  and  upkeep  of  the  entire 
locomotive  that  costs.  However,  I  do  not  say  that  the 
electrical  locomotive  will  cost  as  much  as  the  steam  loco- 
motive. I  do  not  think  it  will,  but  I  do  not  believe  that 
it  will  be  so  far  below  the  cost  of  our  steam  locomotives 
as  some  of  the  estimates  of  our  electrical  friend  would 
indicate. 

On  the  C.P.R.  we  investigated  the  question  of  electri- 
fication and,  as  I  was  concerned,  I  know  what  occurred. 
I  was  really  quite  interested  in  it.  We  did  not  oppose  it. 
We  did  feel  that  the  contingent  advantages,  such  as  smoke 
avoidance,  delays,  the  increase  of  suburban  traffic  in  the 
Rocky  Mountains,  and  things  of  that  kind,  made  it 
important  that  the  matter  should  be  very  carefully 
studied.  We  figured  it  out  for  the  Quebec  section.  There 
was  a  twenty-five  cycle  generating  set  at  Shawinigan, 
and  it  looked  as  if  we  could  use  the  single  phase  on  the 
Quebec  section  advantageously.  We  could  have  secured 
the  advantages,  which  Mr.  Shepard  spoke  of,  in  getting 
more  power  out  of  a  given  axle  load,  and  in  getting  the 
capacity  that  was  required  on  the  Quebec  section,  while 
retaining  the  old  bridges  and  the  old  construction,  by 
using  electrical  locomotives.  But,  when  we  came  to 
figure  it  out,  we  found  that  we  could  obtain  almost  the 
same  practical  results  by  strengthening  our  bridges  and 
investing  in  a  heavier  class  of  equipment.  The  manage- 
ment decided  to  do  that,  and  to  put  the  line  in  first-class 
shape,  rather  than  to  keep  the  old  line  and  to  make  an 
equal  investment  in  electrification.  That  is  the  way  we 
figured  it  out. 


408 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Then,  we  figured  out  the  Fort  William-Winnipeg 
section,  and  it  was  very  difficult  to  show  results.  Some 
five  years  ago  the  Connaught  Tunnel  came  under  our 
consideration,  and  we  figured  up  the  electrification  from 
Beaver  to  Albert  Canyon.  We  were  unable  to  show  a 
saving  by  electrification  in  that  case,  even  if  the  traffic 
should  be  absolutely  doubled.  The  traffic  figures  taken 
were  rather  greater  than  we  could  expect  in  the  future. 
The  result  was  that  that  was  turned  down  and  steam 
traction  was  continued  through  the  Connaught  Tunnel. 
"One  other  thing  I  figured  out  was  the  electrification  of  the 
C.P.R.  from  Smiths  Falls  to  Montreal,  including  the 
Montreal  terminals.  Mr.  Shaw  and  myself  figured  that 
out  and  tried  to  get  the  management  interested  in  it. 
We  could  have  utilized  the  Cedar  Rapids  power  line  which 
could  have  been  thrown  across  the  Smiths  Falls,-Montreal 
section,  and  we  could  have  avoided  an  immense  amount 
of  expense  in  connection  with  the  Montreal  terminals.  I 
think  the  figures  will  prove  that  the  electrification  of  this 
section,  with  the  traffic  there  is,  will  be  a  paying  pro- 
position.    The  great  trouble  about  electrification,  and  the 


New  York,  New  Haven  &  Hartford  Railroad 
Trolley  construction   for  six-track  line. 

one  that  makes  railway  men  hesitate,  is  the  enormous 
investment  required.  Mr.  Shepard  spoke  of  the  financial 
trouble.  The  financial  trouble  is  the  biggest  trouble  in  the 
world.  It  is  not  so  much  opposition  on  the  part  of  the 
financial  man,  as  it  is  the  fact  that,  unless  you  can  really 
justify  the  investment  of  the  amount  of  capital  required, 
it  is  an  unhealthy  thing  to  go  into.  You  have  to  show  a 
positive  saving  when  you  ask  a  railway  company  to  invest 
the  enormous  amount  of  money  that  is  required  for  the 
electrification  of  any  considerable  portion  of  its  line. 

In  connection  with  that,  one  of  the  great  dis- 
advantages of  electrification  is  the  inflexibility  of  the 
system.  The  most  of  the  arguments  in  favour  of  electri- 
fication, that  apply  to  the  conditions  of  an  electrical  drive 
in  a  factory,  do  not  apply  to  the  conditions  on  a  railway. 
In  putting  an  electrical  drive  in  a  factory,  you  can  put 
your  motor  down  at  any  place  and  connect  it  up  with  a 
wire.    But,  when  you  get  a  railway  electrified,  you  have  a 


large  investment  in  one  district.  A  railway  company 
must  be  sure  of  making  money  when  it  invests  money. 
That  seems  to  be  becoming  more  or  less  difficult,  especially 
in  the  United  States,  with  the  restrictions  that  have  been 
put  on  railway  profits.  If  a  man  has  a  million  dollars  to 
spend  and  he  has  bought  fifty  additional  locomotives,  they 
can  be  swung  from  one  district  to  another,  as  necessity 
arises.  In  the  one  case  his  million  dollars  is  tied  up  in 
one  particular  district  where  he  may  make  seven  and  half 
per  cent  on  the  investment,  whereas,  in  the  other  case, 
his  million  dollars  is  spread  all  over  the  whole  system,  and 
he  may  make  twenty-five  per  cent  on  the  additional 
investment. 

I  do  think,  however,  that  our  railway  men  and 
financial  men  do  not  look  at  this  electrification  problem 
in  the  right  light.  They  look  at  it  altogether  from  the 
dollars  and  cents  point  of  view  now.  That  is  the  natural 
way,  and  in  a  sense,  is  the  proper  business  way  to  look  at 
any  proposition.  I  would  firmly  agree  with  that  pro- 
position when  it  comes  to  a  question  of  substituting, 
for  the  steam  locomotive,  a  steam  power  plant,  and  using 
coal  for  generating  electricity,  but  in  this  country,  where 
we  have  such  a  magnificent  supply  of  water  'power, 
I  believe  it  would  be  wise  foresight  for  our  railway  people 
to  invest  money  in  electrification  and  to  utilize  that  water 
power,  instead  of  burning  up  the  supply  of  coal  which,  in 
the  days  to  come,  will  be  needed  by  our  descendants  and 
who,  if  we  consume  it  now,  will  bitterly  regret  the  waste- 
fulness of  which  we  have  been  guilty. 

We  can  justify  electrification  if  we  take  into  account 
its  contingent  advantages  and  give  it  credit  for  all  the 
saving  that  it  can  make.  I  believe,  if  that  was  done,  the 
railways  and  railway  engineers  would  find  that  it  would 
pay  to  go  ahead  with  the  work  of  electrification. 

Comments  on  Mr.  Vaughan's  Discussion 

W.  (!.  Gordon,  Transportation  Engineer,  Canadian 
General  Electric  Co.,  Ltd.:  I  cannot  agree  with  Mr.  Vaughan 
that  the  maintenance  of  steam  and  electric  locomotives 
over  a  period  of  12  or  14  years  could  nearly  approach  each 
other. 

The  steam  locomotive  is  a  complex  moving  power 
plant.  Apart  from  wheel  wear,  the  maintenance  of 
the  motors — the  new  motors  being  built  for  this  service 
are  gearless — and  the  control  apparatus  must  remain 
constantly  low  on  the  electric  locomotive.  All  current 
is  broken  on  arcing  metal  tips  which  are  replacable  at 
very  small  cost.  How  small  the  matter  of  wear  on  the 
control  amounts  to  has  been  pointed  out  in  the  electric 
locomotive  requiring  inspection  only  every  3000  miles,  and 
operating  as  high  as  33,000  miles  per  locomotive  detention. 

Mr.  Vaughan's  experience,  as  he  admits,  with 
electrification  projects  is  several  years  old.  Much  has 
been  done  in  the  last  two  years  to  cut  down  the  total 
operating  costs  with  electrification  by  the  development  of 
the  automatic  sub-station  and  quick  acting  circuit 
breaker,  doing  away  with  sub-station  attendance  formerly 
required.  Heavy  overload  peaks  are  also  eliminated  by 
the  dual  control  of  the  dispatcher  over  trains  and  power 
as  described  in  my  paper. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


409 


F.  H.  Shepard.  —  It  is  to  be  regretted  that  Mr. 
Vaughan  has  not  been  connected  with  the  analysis  of 
railway  electrification  problems  during  the  past  three 
years. 

In  his  conclusion  that  railway  and  financial  men  do 
not  look  at  these  problems  in  the  right  light,  I  heartily 
concur.  The  weak  point  in  the  electrification  analyses, 
Mr.  Vaughan  refers  to,  has  been  the  limitations  under 
which  they  were  more  or  less  arbitrarily  studied.  These 
points  are  peculiarly  those  established  through  practice 
with  the  steam  locomotive.  Electrification  is,  of  course, 
a  major  change  and  involves  a  large  investment  not  unlike 
that  involved  in  construction  of  terminals,  second  track, 
and  new  lines.  The  justification  of  these  latter  is  almost 
never  determined  by  the  prospect  of  immediate  return, 
but  rather  by  that  determination  which  governs  the  ex- 
pansion of,  and  provision  for,  facilities  for  a  first-class 
railroad. 

Electric  operation  will  secure  its  greatest  return  when 
the  investment  is  kept  working,  and  again,  electrification 


increases  the  ability  to  get  work  out  of  existing  railway 
facilities.  These  are  larger  propositions  than  the  question 
of  fuel-saving  and  engine  repairs. 

Since  Mr.  Vaughan's  activity  on  this  question,  there 
has  come  to  exist  a  broader  view  of  the  electrification 
proposition  as  well  as  a  change  in  the  relationship  of  labor 
to  traffic  movement  and  maintenance,  which  materially 
augments  such  advantages  as  were  considered  during 
Mr.  Vaughan's  experience. 

There  is  no  disposition  to  deny  the  great  improvement 
in  steam  locomotive  practice  during  recent  years  or  that 
its  field  will  be  one  of  great  extent  for  many  years  to  come. 
In  the  meantime,  the  electrical  art  is  advancing,  the  design 
and  efficiency  of  electric  locomotives  are  improving  and, 
with  the  necessities  due  to  the  growth  of  business  and 
changing  conditions,  the  advantages  fundamental  to 
electrification  are  continually  increasing  at  an  accelerated 
rate. 

I  hope  Mr.  Vaughan  will  again  have  substantial 
interest  in  this  development. 


Mineral  Springs  of  Canada  Described 

Bulletin  issued  by  Mines  Branch  says  Waters  equal 
to  Europe's  Spas. 

In  a  bulletin  issued  by  the  Mines  Branch,  Depart- 
ment of  Mines,  and  prepared  by  R.  T.  Elworthy,  B.Sc. 
on  the  chemical  character  of  Canadian  mineral  springs, 
it  is  stated  that  "It  is  probable  that  Canadian  waters 
will  be  found  equal  in  every  respect  to  any  of  the  famous 
European  waters." 

"  Not  more  than  a  dozen  mineral  spring  resorts  in 
Canada  are  open  at  the  present  time,"  says  the  bulletin. 
"  Several  have  been  temporarily  closed  on  account  of  the 
falling  off  in  business  due  to  war  conditions. 

"  Passing  from  east  to  west,  Abenakis  Springs, 
Quebec  on  the  St.  Francois  river,  in  Yamaska  county,  is 
one  of  the  few  health  resorts  in  Quebec.  The  springs  yield 
saline  waters  and  somewhat  resemble  those  of  Kissingen 
or  Nauheim  spas  in  Germany.  A  sanatorium  is  also 
established  at  Potton  Springs,  in  Brome  county,  Que. 
Potton  sulphur  spring  is  a  calcic,  alkaline  (sulphuretted) 
water. 

"  Caledonia  Springs  is  the  site  of  a  hotel  and  sana- 
torium, under  the  management  of  the  Canadian  Pacific 
Railway.  The  hotel  is  situated  close  to  three  of  the 
springs — the  Caledonia  saline,  sulphur,  and  gas  springs. 

"A  sanatorium  is  established  at  Carlesbad  Springs, 
near  Ottawa.  The  springs  range  from  alkaline  to  strongly 
saline,  with  intermediate  mixtures  of  the  two  types  of 
waters. 

"  St.  Catharines,  near  Niagara  Falls,  is  one  of  the 
oldest  of  Canadian  mineral  spring  resorts.  One  spring 
is  reported  to  have  been  in  use  since  1812.  Several 
sanatoria  enable  visitors  to  utilize  the  waters  with  the 
greatest  benefit.  The  springs  yield  strongly  saline, 
bromic,  and  iodic  waters,  and  resemble  the  famous  waters 
of  Kreuznach,  Prussia. 


"A  sanatorium  is  also  situated  at  Winnipeg;  the 
Winnipeg  Mineral  Springs  Sanatorium,  under  the  direction 
of  Dr.  A.  D.  Carscallen. 

'  The  most  famous  of  all  Canadian  springs  is  un- 
doubtedly the  group  of  hot  sulphur  springs  at  Banff, 
Alta.  A  sanatorium  has  been  established  in  Banff  for 
many  years,  and  a  modern  hydropathic  establishment  has 
lately  been  built,  besides  the  provision  made  at  Banff 
Springs  hotel  for  many  of  the  special  European  baths  and 
massage. 

'  There  are  seven  hot  springs  in  the  neighbourhood 

of  Banff.     They    may    be    all    classified    as    moderately 

mineralized,     calcic,      sulphated,     saline     (sulphuretted) 

waters.     Save  in  the  Basin  Spring  water,  calcium  sulphate 

forms  about  60  per  cent,  magnesium  sulphate  18  per  cent, 

and  calcium  bicarbonate  about  15  per  cent  of  the  total 

solid  matter  in  solution.     The  waters  somewhat  resemble 

those  of  the  famous  Bath  Hot  Springs  in  England,  and 

would,  therefore,  be  of  similar  therapeutic  value. 

"  Harrison  Hot  Springs,  famed  in  the  West  for  their 

curative  properties,  have  not  as  yet  been  examined,  nor 

the  noted  Halcyon  Hot  Springs  on  Arrow  Lake,   B.C. 

Hotels  are  situated  at  both  these  springs." 

*     *     * 

On  April  16th  the  Ottawa  branch  of  the  Canadian 
Building  and  Construction  Industries  was  formed  in  the 
Chateau  Laurier  where  nearly  one  hundred  Ottawa 
contractors  and  supply  dealers  were  present.  J.  P. 
Angin,  President  of  the  Association,  was  president  and 
addressed  the  meeting  followed  by  A.  S.  Clarson, 
A.M.E.I.C..  general  secretary  of  the  association  who 
discussed  the  reconstruction  problem  and  the  aims  of  the 
organization.  A  representative  from  each  line  of  con- 
tractors and  supply  dealers  was  appointed  on  an  executive 
committee  to  interview  the  Minister  of  Labor  on  the  labor 
question  and  appoint  a  council  to  meet  representatives 
of  oiganized  labor  to  arrange  a  compromise  should  any 
trouble  arise. 


410 


JOURNAL    OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


Board  of  Management 

President 

Lieut. -Col.  R.  W.  LEONARD 

Vice-President 

WALTER  J.  FRANCIS 

Councillors 

J.  M.  ROBERTSON         Brig. -Gen.  SIR  ALEX.  BERTRAM 

JULIAN  C.  SMITH 
ERNEST  BROWN  ARTHUR  SURVEYER 


Editor  and  Manager 

FRASER  S.  KEITH 


Associate  Editors 

C.  M.  ARNOLD Calgary 

FREDERICK  B.  BROWN Montreal 

R.  L.  BROWN       Sault  Ste.  Marie 

J.  A.  BUTEAU Quebec 

J.  B.  CH ALLIES Ottawa 

A.  R.  CROOKSHANK St.  John 

A.  G.   DALZELL Vancouver 

J.  N.  deSTEIN Regina 

H.  B.  DWIGHT Hamilton 

R.  J.  GIBB Edmonton 

GEO.  L.GUY       Winnipeg 

W.  S.  HARVEY Toronto 

J.  B.  HOLDCROFT Victoria 

R.  P.  JOHNSON Niagara  Falls 

K.H.SMITH Halifax 

G.  C.  WILLIAMS Walkerville 


VOL.  II. 


May  1919 


No.  5 


The  Salary  Situation 

Members  throughout  Canada  are  eagerly  awaiting 
news  regarding  what  the  Dominion  Government  proposes 
in  connection  with  increasing  the  salaries  of  engineers  and 
technical  men  employed  by  the  Government.  This  is  a 
matter  which  concerns  every  member  of  The  Institute, 
either  directly  or  indirectly,  and  is  also  one  in  which  every 
member  can  give  assistance.  In  the  last  number  of 
The  Journal,  following  the  direction  of  Council,  a  notice 
was  inserted  asking  every  member  to  use  his  influence  in 
this  connection.  From  that  time  up  to  the  present  no 
definite  information  has  been  received  as  to  what  the 
Government  proposes  apart  from  the  fact  that  an 
announcement  has  been  made  that  a  Bill  is  to  be  brought 
before  the  House  embodying  the  recommendation  of  the 
experts  of  the  Civil  Service  Commission. 


As  an  evidence  of  the  interest  which  this  question  has 
aroused,  practically  every  branch  has  notified  headquarters 
that  local  members  of  Parliament  have  been  interviewed 
and  their  promise  of  favorable  consideration  for  support 
to  the  engineering  profession  has  been  received. 

There  is  still  a  lot  to  be  done. 

Every  branch,  besides  securing  influence  of  the  mem- 
bers of  the  Federal  House  representing  its  district,  has  an 
opportunity  of  enlisting  the  support  of  the  public  through 
the  press,  for  no  fair-minded  editor,  on  being  presented 
with  the  facts,  would  refuse  to  lend  his  support  to  such  a 
worthy  cause. 

In  connection  with  this  question,  the  chairman  of  a 
committee  on  salaries  in  one  of  the  branches  writes  that 
he  has  never  seen  a  committee  take  up  a  problem  with  such 
earnestness  and  such  enthusiasm,  so  that  successful  results 
are  expected. 

The  problem  of  increased  salaries  for  technical  men 
involves  more  than  a  mere  increase  in  monetary  award, 
as  a  failure,  at  this  time,  to  secure  such  a  result  means  a 
continuance  of  the  lack  of  recognition  of  the  value  of 
engineering  training  and  knowledge  to  the  country. 
It  means,  further,  the  continued  humiliation  of  having 
highly  educated,  trained,  technical  men,  in  positions  of 
responsibility,  earning  less  than  the  mechanic  or  foreman 
under  their  charge.  Surely  we  are  not  going  to  allow 
this  condition  to  continue. 

So  strongly  do  some  of  the  members  of  Parliament 
feel  on  this  subject  that  a  number  of  men  have  pledged 
themselves  to  do  their  utmost  to  secure  a  more  equitable 
basis  of  remuneration.  These  supporters  are  being  sup- 
plied with  information  by  a  committee  of  the  Ottawa 
Branch  and  are  being  well-grounded  in  the  merits  of  our 
case. 

Whatever  differences  of  opinion  members  may  have 
on  questions  of  legislation  and  other  subjects,  it  is  uni- 
versally agreed  that  here  is  one  problem  upon  which  all 
can  act  in  hearty  accord  and  to  which  we  should  all  direct 
our  efforts. 

Engineers  to  the  Fore 

In  an  account  of  an  address  on  water  power  projects 
given  by  K.  H.  Smith,  A.M.E.I.C.,  Secretary-Treasurer  of 
the  Halifax  Branch  before  the  Commercial  Club  of 
Pictou,  Nova  Scotia,  the  New  Glasgow  Enterprise,  which 
devoted  several  columns  to  an  account  of  Mr.  Smith's 
address,  stated  that  what  most  impressed  the  audience 
was  the  fact  that  people  are  just  beginning  to  realize  that 
the  brainy  engineer  with  a  vision  will  be  far  more  valuable 
than  most  other  professions  during  the  coming  era.  The 
nations  of  the  world  are  looking  forward  to  material 
progress  to  aid  them  to  recover  from  the  losses  of  the  war 
and  no  body  of  men  is  more  greatly  needed  than  engineers 
to  carry  on  this  work. 

If,  in  the  face  of  a  tribute  such  as  this,  popular 
appreciation  existed  to  such  an  extent  that  the  engineer 
might  be  enabled  to  collect  at  least  a  reasonable  share  of 
the  amount  he  earns,  it  would  give  rise  to  a  condition  of 
affairs  towards  which  we  have  been  looking  for  many 
years  and  which  it  is  hoped  may  before  long  be  attained 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


411 


AN  ACT  RESPECTING  THE  ENGINEERING  PROFESSION 


In  accordance  with  a  resolution  passed  at  the  Annual 
Meeting  in  Ottawa  on  the  12th  of  February,  1919,  pro- 
viding for  the  formation  of  a  special  committee  composed 
of  one  delegate  appointed  by  each  branch,  this  com- 
mittee met  at  ten  o'clock  on  the  morning  of  Saturday, 
April  5th,  with  C.  E.  W.  Dodwell,  Chairman,  and  A. 
Surveyer,  Secretary. 

The  concrete  result  of  the  labours  of  this  committee 
after  three  sessions  daily  for  five  days,  is  a  tentative  Bill 
which  is  printed  below  for  the  information  of  members  of 
The  Institute.  A  ballot  will  be  issued  to  all  the  members 
in  accordance  with  the  resolution  calling  for  its  approval, 
or  otherwise,  by  the  corporate  membership. 

THE  PROPOSED  ACT. 

Whereas  it  is  considered  advisable  to  establish  by 
legislation  the  qualifications  necessary  to  permit  persons 
to  act  or  practise  as  Professional  Engineers. 

Now,  therefore,  His  Majesty,  by  and  with  the  advice 

and  consent  of  the  Legislature  of  the  Province  of 

,  enacts  as  follows: — ■ 

Short  Title 

1.  This  Act  may  be  cited  as  the  "  Engineering 
Profession  Act." 

Interpretation 

2.  In  this  Act,  unless  the  context  otherwise  requires, 
the  expression : — 

(a)  "  Professional  Engineer "  means  any  person 
registered  as  a  Professional  Engineer  under  the  provisions 
I     of  this  Act. 

(6)  The  practice  of  a  Professional  Engineer  within  the 
meaning  of  this  Act  embraces  advising  on,  making 
measurements  for,  laying  out  and  the  design  and  super- 
vision of  the  construction,  enlargement,  alteration, 
improvements  or  repairs  of  public  and  private  utilities, 
railways,  bridges,  tunnels,  highways,  roads,  canals, 
harbours,  harbour  works,  river  improvements,  light- 
houses, wet  docks,  dry  docks,  dredges,  cranes,  floating 
docks,  and  other  similar  works,  steam  engines,  turbines, 
pumps,  internal  combustion  engines,  and  other  similar 
mechanical  structures,  air  ships  and  aeroplanes,  electrical 
machinery  and  apparatus,  chemical  and  metallurgical 
machinery,  and  works  for  the  development,  transmission 
or  application  of  power,  mining  operations  and  apparatus 
for  carrying  out  such  operations,  municipal  works, 
irrigation  works,  water  works,  water  purification  plants, 
sewerage  works,  sewage  disposal  works,  drainage  works, 
incinerators,  hydraulic  works,  and  all  other  engineering 
works.  The  execution  as  a  contractor  of  work  designed 
by  a  Professional  Engineer,  or  the  supervision  of  the 
construction  of  work  as  a  foreman  or  superintendent,  or 
as  an  inspector,  or  as  a  roadmaster,  track  master,  bridge 
or  building  master,  or  superintendent  of  maintenance 
shall  not  be  deemed  to  be  the  practice  of  a  Professional 
Engineer  within  the  meaning  of  this  Act. 

(c)  "  The  Association  "  means  the  Association  of 
Professional  Engineers  of  the  Province  of 

(d)  "  Council  "  means  the  Executive  Council  of  the 
Association. 


(e)  "  President  "  means  the  President  of  the  Asso- 
ciation. 

(/)  "  Registrar  "  means  the  Registrar  of  the  Asso- 
ciation. 

(g)  "  The  Secretary  "  means  the  Secretary-Treasurer 
of  the  Association. 

(/0  "  Board  "  means  the  Board  of  Examiners  of  the 
Association. 

The  Association  of  Professional  Engineers  of  the 
Province  of 

3.  (a)  All  persons  registered  as  Professional  Engineers 
under  the  provisions  of  this  Act  shall  constitute  the 
Association  of  Professional   Engineers  of  the  Province 

of ,  and  shall  be  a  body  politic  and 

corporate,  with  perpetual  succession  and  common  seal. 

(b)  The  seat  of  the  Association  shall  be  at 


4.  The  Association  shall  have  power  to  acquire  and 
hold  real  estate  not  producing  at  any  time  an  annual  income 
in  excess  of  ten  thousand  ($10,000.00)  dollars,  and  to 
alienate,  mortgage,  lease  or  otherwise  charge  or  dispose 
of  such  real  estate  or  any  part  thereof  as  occasion  may 
require;  and  all  fees,  fines  and  penalties  receivable  and 
recoverable  under  this  Act  shall  belong  to  the  Association. 

5.  The  Association  may  pass  By-laws  not  incon- 
sistent with  the  provisions  of  this  Act  for: — 

(a)  The  government,  discipline  and  honour  of  the 
Members. 

(6)  The  management  of  its  property. 

(c)  The  maintenance  of  the  Association  by  levying 
fees  not  in  excess  of  $5.00  per  annum. 

(d)  The  examination  and  admission  of  candidates  to 
the  study  and  practice  of  the  profession. 

(e)  All  other  purposes  reasonably  necessary  for  the 
management  of  the  Association. 

6.  All  By-laws  or  amendments  thereto  shall  become 
effective  only  after  ratification  by  two-thirds  majority  of 
the  votes  received  from  the  Members  of  the  Association 
in  good  standing. 

Who  May  Practise 

7.  (a)  Only  such  persons  who  are  Members  of  the 
Association  hereby  incorporated  and  registered  as  such 
under  the  provisions  of  this  Act,  or  who  have  received  a 
license  from  the  Council  of  the  Association  as  hereafter 
provided,  shall  be  entitled,  within  the  Province  of 
,  to  take  and  use  the  title  of  "  Pro- 
fessional Engineer  "  or  any  abbreviation  thereof,  or  to 
practise  as  a  "  Professional  Engineer." 

(b)  Any  person  residing  in  the  Province  of 

at  the  date  of  the  passing  of  this  Act,  who  is  at  that  date 
and  has  been  for  five  years  previously  practising  as  a 
Professional  Engineer  shall  be  entitled  to  be  duly  registered 
as  a  Member  of  the  Association  without  examination, 
provided  that  such  person  shall  produce  to  the  Council, 
within  one  (1)  year  of  the  passing  of  this  Act,  satisfactory 
credentials  of  having  so  practised. 

(c)  Any  person  who  may  come  to  reside  in  the  Pro- 
vince of  and  who  at  that  time  is  a  duly 


412 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


registered  Member  of  an  Association  of  Engineers  similarly 
constituted  of  any  other  Province  of  the  Dominion  of 
Canada,  may  become  a  duly  registered  Member  of  the 
Association  without  payment  of  fee  for  that  year  providing 
he  shall  produce  to  the  Council  a  Certificate  of  Member- 
ship in  good  standing  in  such  Province,  and  an  application 
for  Transfer  of  Registry  endorsed  by  the  Registrar  of  the 
Province  in  which  he  lately  resided. 

(rf)  Any  person  not  otherwise  qualified  as  herein- 
before mentioned,  residing  in  the  Province  of 

and  who  may  desire  to  become  a  registered  member  of  the 
Association  shall  make  application  to  the  Council,  and 
shall  submit  to  an  examination,  or  shall  submit  credentials 
in  lieu  of  examination,  whichever  the  Council  may  decide, 
and  shall  be  admitted  to  Registry  as  a  Member  of  the 
Association  on  payment  of  prescribed  fees  after  the  Council 
shall  have  certified  in  writing  that  such  examination  or 
credentials  have  been  found  satisfactory  to  it. 

(e)  Any  person  not  residing  in  the  Province  of 
,  who  is  a  registered  member  of  an  Associa- 
tion of  Engineers  similarly  constituted  of  any  other 
Province  of  the  Dominion  of  Canada,  shall  obtain  from 
the   Registrar   a   license   to   practise   as   a   Professional 

Engineer  in  the  Province  of upon  production  of 

evidence  of  his  registry  in  such  other  Province,  and  upon 
payment  of  a  fee  of  one  dollar.  In  the  event  of  such  person 
being  unable,  by  reason  of  emergency  or  neglect  on  the 
part  of  the  Registrar  or  for  any  other  good  and  sufficient 
reason,  to  obtain  such  license  within  three  (3)  months  of 
his  making  application  therefor,  he  shall  be  entitled  to 
practise  as  a  Professional  Engineer  in  the  Province  for 
such  period  of  three  months  without  holding  such  license. 

(f)  Any  person  who  is  not  a  resident  of  Canada,  but 
who  is  a  Member  of  any  engineering  or  technical  organi- 
zation or  society  of  standing,  recognized  by  the  Council, 
may  obtain  a  license  to  act  in  an  advisory  or  consultative 
capacity  to  a  registered  member  of  the  Association. 

(y)  Any  person  who  is  employed  as  a  Professional 
Engineer  by  a  public  service  corporation,  a  private  cor- 
poration, public  utilities  or  Government  department, 
whose  business  is  normally  carried  on  in  two  or  more  of  the 
Provinces  of  Canada,  and  who  is  by  reason  of  his  employ- 
ment! required  to  practise  as  a  Professional  Engineer  in 
other  Provinces  than  that  of  his  residence,  may  so  practise 
in  the  Province  of ,  without  holding  a  non- 
resident license,  or  payment  of  fee,  providing  such  person 
can  on  demand  of  the  Council  produce  credentials  satis- 
factory to  the  Council  showing  that  he  is  a  registered 
member  of  an  Association  of  Engineers  similarly  consti- 
tuted of  some  other  Province  of  Canada.  It  shall  be  the 
duty  of  such  person  to  produce  such  credentials  whenever 
so  required  by  the  Council. 

(/i)  Any  Professional  Engineer  who  is  a  resident  of 
some  other  Province  of  Canada  in  which  there  is  no 
Association  of  Engineers  similarly  constituted,  may  obtain 
a  license  to  practise,  subject  to  the  discretion  of  the  Council. 

(i)  Assistants  working  under  the  direct  supervision 
of  a  Professional  Engineer  and  not  taking  responsibility 
for  their  work  other  than  to  their  direct  superiors  shall  not 


be  deemed  to  be  practising  as  Professional  Engineers  when 
so  engaged. 

(J)  The  provisions  of  this  Act  shall  not  apply  against 
any  person  employed  in  actual  service  in  His  Majesty's 
Naval,  Military  or  Aerial  Service. 

(k)  In  the  case  of  Engineers  who  were  practising  in 

the  Province  of ,  and  who  have  been  accepted 

for  overseas  service  in  the  present  war  in  the  forces  of 
Great  Britain,  or  any  of  her  Allies,  shall  on  their  return  to 
Canada  be  entitled  to  all  the  rights  and  privileges  con- 
ferred under  sub-section  "  b  "  of  Section  7. 

Partnership 

8.  In  the  case  of  two  or  more  persons  carrying  on 
practice  as  Professional  Engineers  in  co-partnership  only 
such  members  who  are  registered  or  licensed  under  this 
Act,  shall  individually  assume  the  function  of  a  Profes- 
sional Engineer.  A  firm  as  such  cannot  be  deemed  to  be 
a  Member  of  the  Association  or  be  licensed  to  practise. 

Administration 

9.  (a)  There  shall  be  a  Council  of  Management  of 
the  Association  to  consist  of  a  President,  Vice-President 

and Councillors,  to  be  elected  by 

the  Association,  and  hold  office  as  hereinafter  provided. 
All  Members  of  the  Council  shall  be  registered  under  the 
provisions  of  this  Act. 

(b)  The  President  shall  be  elected  annually  and  shall 
hold  office  until  his  successor  is  elected.  He  shall  act  as 
presiding  officer  at  the  meetings  of  the  Council  and  of  the 
Association,  voting  only  when  the  votes  are  evenly  divided. 
On  retirement  he  shall  hold  office  as  Councillor  for  the 
next  year  succeeding. 

(c)  The  Vice-President  shall  be  elected  annually  and 
shall  have  all  the  powers  of  the  President  during  the  absence 
of  the  latter. 

(d)   Councillors  shall  be  elected  for  the 

first  year  after  the  coming  into  effect  of  this  Act;  thereafter 

only Councillors  shall  be  elected  each  year. 

The     Councillors    receiving    the    largest 

number  of  votes  at  each  annual  election,  after  the  first 
election,  shall  act  for  two  years. 

Suspension  for  Misconduct 

10.  (a)  The  Council  may,  in  its  discretion,  reprimand, 
censure  or  suspend  or  expel  from  the  Association  any 
Engineer  guilty  of  unprofessional  conduct,  negligence, 
or  misconduct  in  the  execution  of  the  duties  of  his  office, 
or  convicted  of  a  criminal  offence  by  any  Court  of  com- 
petent jurisdiction. 

The  Council  shall  not  take  any  such  action  until  a 
complaint  under  oath  has  been  filed  with  the  Registrar 
and  a  copy  thereof  forwarded  to  the  party  accused.  The 
Council  shall  not  suspend  or  expel  an  Engineer  without 
having  previously  summoned  him  to  appear  to  be  heard 
in  his  defence,  nor  without  having  heard  evidence  under 
oath  offered  in  support  of  the  complaint  or  on  behalf  of 
the  Engineer.    The  Council  shall  have  the  same  powers 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


413 


as  the Court  to  compel  witnesses  to  appear 

and  to  answer  under  oath  in  the  manner  and  under  the 

penalties  prescribed  by  the  code  of  The 

President  of  the  Council  or  person  acting  as  such  in  his 
absence,  or  the  Secretary,  is  hereby  authorized  to  admin- 
ister oaths  in  such  cases.  All  evidence  shall  be  taken  in 
writing  or  by  a  duly  qualified  stenographer. 

(6)  Any  Engineer  so  expelled  or  dismissed  may,  within 
thirty  days  after  the  order  or  resolution  of  suspension  or 
expulsion,  appeal  to  a  judge  of  the  Supreme  Court  from 
such  order  or  resolution,  giving  seven  days'  notice  of 
appeal  to  the  Council,  and  may  require  the  evidence  taken 
to  be  filed  with  the  proper  officer  of  the  Court,  whereupon 
such  judge  shall  decide  the  matter  of  appeal  upon  the 
evidence  so  filed  and  confirm  or  set  aside  such  suspension 
or  expulsion,  without  any  further  right  of  appeal;  and  if 
the  suspension  or  expulsion  be  confirmed,  the  costs  of 
such  appeal  shall  be  borne  by  the  Engineer. 

(c)  Unless  the  order  or  resolution  of  suspension  is  set 
aside  on  such  appeal,  or  the  judge  or  the  Council  other- 
wise order,  the  Engineer  so  suspended  or  expelled  shall  not 
practise  further,  except  (in  case  of  suspension)  upon 
expiry  of  the  period  of  suspension.  Pending  an  appeal  the 
Engineer  so  suspended  or  expelled  shall  not  practise. 

Penalties 

11.  Any  person  who  not  being  a  registered  or  licensed 
Professional  Engineer  in  the  Province  or  who  is  suspended 
or  has  been  expelled  under  the  proceedings  of  the  next 
preceding  section: 

(a)  Practises  as  a  Professional  Engineer;  or, 

(b)  Usurps  the  functions  of  a  Professional  Engineer ;  or, 

(c)  Assumes  verbally  or  otherwise  the  title  of  Pro- 
fessional Engineer,  or  makes  use  of  any  abbreviation  of 
such  title,  or  of  any  name,  title,  or  designation  which  may 
lead  to  the  belief  that  he  is  a  Professional  Engineer,  or 
a  member  of  the  Association;  or, 

(d)  Advertises  himself  as  such  in  any  way  or  by  any 
means;  or, 

(e)  Acts  in  such  manner  as  to  lead  to  the  belief  that 
he  is  authorized  to  fulfil  the  office  of  or  to  act  as  a  Pro- 
fessional Engineer, 

shall  be  liable  upon  summary  conviction  to  a  fine  of 
not  less  than  $100.00,  nor  more  than  $200.00,  and  on 
failure  to  pay  the  same  to  imprisonment  for  not  more  than 
three  months  for  the  first  offence,  and  for  any  subsequent 
offence  to  a  fine  of  not  less  than  $200.00  nor  more  than 
$500.00,  and  on  failure  to  pay  the  same  to  imprisonment 
for  not  more  than  six  months. 

Evidence 

12.  The  certificate  of  the  Registrar  under  the  seal 
of  the  Association  shall  be  prima  facie  evidence  of  regis- 
tration or  license,  or  non-registration,  as  the  case  may  be. 


Examinations 

13.  The  Board  of  Examiners  shall  be  nominated  and 
appointed  annually  by  the  Council,  subject  to  such 
approval  as  the  Government  of  the  Province  may  require. 

14.  (a)  Examinations  of  candidates  for  registration 
or  license  shall  be  held  as  often  and  at  such  places  as  the 
Council  may  direct. 

(6)  The  scope  of  the  examinations  and  the  methods 
of  procedure  shall  be  prescribed  by  the  Council  with 
special  reference  to  the  applicant's  ability  to  design  and 
supervise  engineering  works  which  shall  insure  the  safety 
of  life  and  property. 

(c)  The  candidate  shall  submit  to  examination  before 
the  Board  on  the  Theory  and  Practice  of  Engineering, 
especially  in  one  or  more  of  the  recognized  branches  of 
engineering  at  his  option. 

(d)  As  soon  as  possible  after  the  close  of  each  examina- 
tion the  Members  of  the  Board  who  shall  have  conducted 
such  examination  shall  make  and  file  with  the  Secretary 
a  certificate  stating  the  result  of  such  examinations, 
whereupon  the  Council  shall  notify  each  candidate  of  the 
result  of  his  examination  and  of  their  decision  upon  his 
application. 

(e)  A  candidate  failing  on  examination  may  after  an 
interval  of  not  less  than  one  year  be  examined  again. 

(/)  The  Council  shall,  from  time  to  time,  prescribe 
the  fees  payable  by  candidates  for  examination. 


Registration  Wiilimii  Examination 


15.  The  Council  shall  consider  an  application  for 
registration  or  license  from  any  person  who  submits 
proof  of  qualifications  possessed  by  such  person  by  virture 
of  experience,  training  or  examination  by  another  exam- 
ining body  of  recognized  standing. 

16.  The  Council  shall  have  power  to  establish  con- 
jointly with  any  Council  of  any  Association  similarly 
constituted  in  one  or  more  of  the  Provinces  of  Canada, 
a  Central  Examining  Board,  and  to  delegate  to  such 
Central  Examining  Board  all  or  any  of  the  powers 
possessed  by  the  said  Council  respecting  the  examinations 
of  candidates  for  admission  to  practise,  provided  that  any 
examination  conducted  by  such  Central  Examining 
Board  shall  be  held  at  least  in  one  place  within  this 
Province. 

17.  The  board  shall  examine  all  degrees,  diplomas, 
certificates  and  other  credentials  presented  or  given  in 
evidence  for  the  purposes  of  obtaining  registration  or 
license  to  practise,  and  may  require  the  holder  of  such 
credentials  to  attest  by  oath  or  by  affidavit  on  any  matter 
involved  in  his  application. 

18.  (a)  Notwithstanding  any  other  provision  of  this 
Act,  no  person  shall  be  registered  unless  at  least  twenty- 
three  (23)  years  of  age,  and  unless  he  has  been  engaged  for 


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eight  (8)  years  in  some  branch  of  engineering,  except  in 
the  case  of  a  graduate  from  a  recognized  Engineering 
College,  in  which  case  the  period  of  engagement  in  engin- 
eering work  shall  be  reduced  to  six  (6)  years,  which  may 
include  his  term  of  instruction. 

(6)  Candidates  for  admission  to  practise  who,  for 
any  reason,  have  been  unable  to  take  advantage  of  an 
academic  engineering  course,  must  serve  at  least  six  (6) 
years  under  a  registered  Engineer  or  under  a  Professional 
Engineer  of  recognized  standing,  and  pass  a  preliminary 
examination  satisfactory  to  the  Board. 

19.  The  Registrar  shall  issue  a  certificate  of  regis- 
tration or  a  license  to  practise  to  an  accepted  candidate 
upon  written  instructions  from  the  Council,  and  upon 
payment  in  advance  of  the  prescribed  fee  by  the  candidate. 

20.  The  Registrar  shall  keep  his  register  correct,  in 
accordance  with  the  provisions  of  this  Act,  and  the  rules, 
orders  and  regulations  of  the  Council. 

21.  (a)  Each  person  who  is  registered  or  licensed  to 
practise  shall  pay  in  advance  to  the  Secretary-Treasurer, 
or  any  person  deputed  by  the  Council  to  receive  it,  such 
annual  fee  as  may  be  determined  by  By-laws  of  the 
Association,  which  fee  shall  be  deemed  to  be  a  debt  due  by 
the  practitioner  and  to  be  recoverable  with  the  costs  of 
same  in  the  name  of  the  Council  in  any  court  of  competent 
jurisdiction. 

(b)  If  any  registered  practitioner  omit  to  pay  the 
prescribed  annual  fee  within  six  months  of  the  date  upon 
which  it  became  due,  the  Registrar  shall  cause  the  name 
of  such  practitioner  to  be  erased  from  the  register,  and 
such  practitioner  shall  thereupon  cease  to  be  deemed  to 
be  a  registered  practitioner;  but  such  practitioner  shall, 
at  any  time  thereafter,  upon  paying  such  fee,  be  entitled  to 
all  his  rights  and  privileges  as  a  registered  practitioner  from 
the  time  of  such  payment. 

(c)  The  Registrar  shall  not  be  required  to  issue  a 
license  to  practise  to  any  non-resident  practitioner  other- 
wise entitled  to  such  license  unless  the  fee  provided  for 
by  the  By-laws  of  the  Association  shall  have  been  pre- 
viously paid. 

22.  Any  person  entitled  to  be  registered  under  this 
Act  who  shall  neglect  or  omit  to  be  so  registered  shall  not 
be  entitled  to  any  of  the  rights  and  privileges  conferred 
by  the  provisions  of  this  Act  so  long  as  such  neglect  or 
omission  shall  continue. 

23.  In  the  case  of  any  refusal  by  the  Council  to  register 
the  name  of  any  person  as  a  Member  of  the  Association, 
or  of  refusal  to  issue  a  license  to  practise,  the  person 
aggrieved  shall  have  the  right  to  apply  to  a  judge  of  the 
Supreme  Court,  who,  upon  due  cause  shown,  may  issue 
an  order  to  the  Council  to  register  the  name  of  such  person, 
or  to  grant  him  a  license  to  practise,  or  make  such  other 
order  upon  such  appeal  as  may  be  warranted  by  the  facts, 
and  the  Council  shall  forthwith  comply  with  such  order. 
Such  order  when  so  made  shall  be  final. 

24.  If  the  Registrar  makes  or  causes  to  be  made  any 
wilful  falsification  in  any  matters  relating  to  the  register, 


he  shall  forfeit  a  sum  of  not  less  than  one  hundred  dollars 
($100.00). 

25.  If  any  person  shall  wilfully  procure  or  attempt  to 
procure  himself  to  be  registered  or  licensed  under  this  Act, 
by  making  or  producing,  or  causing  to  be  made  or  pro- 
duced any  false  or  fraudulent  representations  or  declara- 
tion, either  verbally  or  in  writing,  every  such  person  so 
doing,  and  every  person  knowingly  aiding  and  assisting 
him  therein,  shall  forfeit  and  pay  a  sum  of  not  less  than 
one  hundred  dollars. 

26.  All  penalties  imposed  under  this  Act,  or  any  of 
them,  and  all  sums  of  money  forfeited  shall  be  recoverable 
with  costs  under  the  provisions  of  the  law  respecting 
summary  convictions. 

27.  Any  information  for  the  recovery  of  any  such 
penalty  or  forfeiture  may  be  laid  by  any  Member  of  the 
Association  or  by  any  person  appointed  by  the  Council. 

28.  Any  sum  forfeited  under  this  act  being  recovered 
shall  belong  to  the  Association  for  the  use  thereof  under 
this  Act. 

29.  No  prosecution  shall  be  commenced  for  any 
offence  against  this  Act  after  one  year  from  the  date  of 
committing  the  offence. 

30.  The  following  persons  are  hereby  constituted  a 
Provisional  Council  of  the  Association:— 

President 

Vice-President 

Councillors 

The  duties  of  the  Provisional  Council  shall  be  to 
provide  the  register  called  for  by  this  Act,  to  enter  therein 
the  names  of  those  who  are  entitled  to  registration  and 
who  apply  therefor  under  the  provisions  of  Section  7, 
clause  "  b,"  and  to  call  within  six  months  from  the 
coming  into  force  of  this  Act  the  first  General  Meeting  of 
the  Association  for  those  purposes  and  any  other  organi- 
zation purposes  of  the  Association;  they  shall  have  the 
powers  conferred  in  this  Act  on  the  Council  of  the  Associa- 
tion. Their  powers  shall  cease  on  the  election  of  the 
regular  Council  of  the  Association. 

31.  No  provisions  of  this  Act  restricting  the  practise 
of  the  profession  or  imposing  penalties  shall  take  effect 
until  one  year  after  the  passing  of  this  Act. 

32.  Every  person  registered  under  this  Act  shall  have 
a  seal,  the  impression  of  which  shall  contain  the  name  of 
the    engineer    and    the    words    "  Registered    Engineer, 

Province  of "  with  which  he  shall  stamp 

all  official  documents  and  plans. 

33.  The  activities  of  the  Association  are  hereby 
restricted  to  the  functions  necessary  to  the  administration 
of  this  Act. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


415 


Professional  Engineers 

On  another  page  will  be  found  a  copy  of  the  draft  act 
submitted  by  a  special  committe  of  the  branches,  which 
is  designed  to  establish  a  body  of  professional  engineers  in 
Canada.  The  committee  who  drew  up  this  act  as  a  result 
of  the  resolution  of  the  annual  meeting  were: — C.  E.  W. 
Dodwell,  M.E.I.C,  Chairman;  A.  Surveyer,  M.E.I.C. 
Secretary;  C.  C.  Kirbv,  M.E.I.C;  A.  R.  Decary,  M.E.I.C. 
R.  F.   Uniacke,   M.E.I.C;  Willis  Chipman,   M.E.I.C. 

E.  R.  Gray,  M.E.I.C;  N.  L.  Somers,  A.M.E.I.C;  E.  E 
Brydone-Jack,   M.E.I.C;  H.   R.  McKenzie,   M.E.I.C. 

F.  H.  Peters,  M.E.I.C;  R.  J.  Gibb,  M.E.I.C;  A.  G. 
Dalzell,  A.M.E.I.C;  and  A.  E.  Foreman,  M.E.I.C 

The  western  delegates  met  at  Winnipeg  en  route  to 
Montreal  and  spent  two  days  together  discussing  the 
broad  subject  of  legislation.  No  group  of  men  could  have 
worked  harder  than  the  men  sent  by  the  different  branches 
for  this  purpose.  It  is  to  be  noted  that  the  members  of 
The  Institute  are  given  no  preference  whatsoever  in  this 
proposal,  while  the  expense  of  this  meeting  is  being  borne 


Results  of  Memorial 

A  memorial  published  in  the  April  issue  of  The  Journal, 
which  was  forwarded  to  the  Premier  of  Canada  and  to  the 
Prime  Ministers  of  the  various  provinces,  have  brought 
a  number  of  replies,  all  of  which  promise  consideration  to 
the  situation  as  outlined  in  the  memorial.  Space  does  not 
permit  publishing  the  various  replies.  That  of  Sir  Lomer 
Gouin,  Prime  Minister  of  the  Province  of  Quebec  is 
particularly  encouraging.  It  reads: — 
Dear  Sir: — 

I  have  received  the  memorial  of  the  Engineering  Institute  of 
Canada,  dated  April  5th  instant.  Do  I  need  to  tell  you  that  I  am 
pleased  to  recognize  the  great  utility  of  technicians  at  all  times,  but 
especially  during  the  difficult  times  through  which  we  are  passing. 
It  is  because  I  appreciate  their  value  that  I  have  always  tried  to  en- 
courage both  technical  and  polytechnical  education  in  the  Province. 
You  may  rest  assured  that  we  will  always  be  glad  to  have  recourse  to 
the  skill  of  civil  engineers  whenever  the  occasion  presents  itself. 

Yours  very  truly, 

(Signed)  LOMER  GOUIN. 


The  Special  Legislation  Committee  of  the  Institute  which  drew  up  the  proposed  bill  for  professional  engineers  during  its  sessions 
at  the  headquarters  of  the  Institute  from  April  5th  to  the  10th,  reading  from  left  to  right: 

Arthur  Surveyer,  M.E.I.C,  Montreal,  Secretary  of  the  Committe;  E.  E.  Brydone-Jack,  M.E.I.C,  Winnipeg,  Man.,  R.  J.  Gibb,  M.E.I.C, 
Edmonton,  Alta.,  F.  H.  Peters,  M.E.I.C,  Calgary,  Alta.,  R.  F.  Uniacke,  M.E.I.C,  Ottawa,  Ont.,  E.  R.  Gray,  M.E.I.C,  Hamilton,  Ont., 
A.  R.  Decary,  M.E.I.C,  Quebec,  Que.,  Newton  L.  Somers,  A.M.E.I.C,  Sault  Ste  Marie,  Ont.,  A.  E.  Foreman,  M.E.I.C,  Victoria,  B.C., 
H.  R.  McKenzie,  M.E.I.C,  Regina,  Sask.,  C  C.  Kirby,  M.E.I.C,  St.  John,  N.B.,  Willis  Chipman,  M.E.I.C,  Toronto,  Ont.  and  in  the  fore- 
ground C  E.  W.  Dodwell,  M.E.I.C,  Halifax,  Chairman  of  the  Committee.  A.  G.  Dalzell,  A.M.E.I.C.  Vancouver,  was  present  at  the  early 
sessions  of  the  committee. 


entirely  by  The  Institute;  that  is,  The  Institute  is  unselfishly 
working  in  the  interests  of  the  whole  profession.  Other 
organizations  in  Canada,  comprising  professional  engi- 
neers, will  no  doubt  appreciate  the  work  of  The  Institute 
in  this  connection. 

A  ballot  will  be  submitted  to  the  members  very 
shortly  and  the  result  of  this  ballot  will  doubtless  deter- 
mine what  action  the  various  provinces  will  take  in 
connection  with  legislative  enactments. 


It  was  reported  that  Yarrow  Limited  will  gradually 
discontinue  their  great  shipbuilding  on  the  Clyde  and 
complete  their  work  at  Esquimalt,  B.C.,  due  to  the  better 
industrial  prospects  of  British  Columbia.  The  Times' 
shipping  correspondent,  describing  a  recent  visit  to  Van- 
couver, contrasts  the  activity  of  Tacama  and  Seattle  to 
the  comparative  stagnation  of  Victoria  and  Vancouver, 
and  insists  on  the  capacity  for  development  of  the  latter's 
shipbuilding  plant,  including  Yarrow's,  which  was  ac- 
quired from  the  British  Marine  Railway  Company  five 
years  ago.  Yarrow's  managing  director  is  at  present  in 
Vancouver,  it  is  stated,  preparing  for  its  removal. 


416 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


REPORT  OF  COUNCIL  MEETINGS 


On  April  7th  the  meeting  of  the  Council  adjourned 
from  March  25th  was  held  at  headquarters  and  was 
attended  by  nine  members  of  Council. 

Soldier*  Civil  Re-establishment:  Major  George  Reilly, 
on  behalf  of  the  Professional  and  Business  Occupational 
Section,  of  the  Information  and  Service  Branch  of  the 
Department  of  Soldiers'  Civil  Re-establishment,  was 
invited  to  give  a  summary  of  the  work  of  his  department 
which  he  did.  He  strongly  urged  the  co-operation  of  The 
Institute  in  connection  with  this  work.  He  was  assured 
that  the  Montreal  Branch  would  co-operate,  and  that  the 
other  branches  throughout  the  Dominion  had  been,  or 
were  being,  organized  to  assist  the  Government  in  placing 
returned  professional  men.  A  Committee  for  The 
Institute  was  constituted,  consisting  of  Sir  Alexander 
Bertram,  W.  F.  Tye,  H.  H.  Vaughan,  D.  H.  McDougall, 
F.  H.  Peters,  A.  E.  Foreman,  George  D.  Mackie,  A.  R. 
Decary,  W.  G.  Chase  and  A.  H.  Harkness. 

The  following  committees  were  approved :  Montreal  - 
S.  F.  Rutherford,  W.  Winterrowd,  W.  F.  Tagge  and 
Norman  Campbell;  Quebec  — G.  K.  Addie,  P.  Joncas, 
Altheod  Tremblay,  A.  Dick,  J.  E.  Gibault,  A.  Fraser; 
Toronto— W.  Cross,  E.  T.  Wilkie,  T.  H.  Hogg,  R.  O. 
Wynne-Roberts  and  R.  T.  G.  Jack. 

It  was  resolved  that  a  circular  letter  be  sent  out  from 
The  Institute  asking  every  member  to  give  his  assistance 
towards  this  laudable  work.  The  Secretary  was  in- 
structed to  further  aid  in  every  way,  in  accordance  with 
the  previous  policy  of  Council. 

Technical  Organization  in  British  Columbia:  President 
Leonard  reported  visits  to  Victoria  and  Vancouver  and 
his  attendance  at  meetings  held  at  both  these  places 
where  he  found  a  strong  feeling,  on  the  part  of  technical 
men,  for  improvement  in  conditions,  and  an  absolute 
need  of  organization  towards  helping  to  increase  salaries. 
He  stated  that  The  Institute  must  realize  the  need  of 
supporting  such  a  movement.  The  President's  report 
opened  up  a  general  discussion  on  the  subject  of  the 
salary  situation  in  the  engineering  profession,  and  ways 
and  means  of  assisting  to  remedy  same,  which  took  up  the 
major  portion  of  the  evening.  As  a  result  of  the  discussion 
and  to  show  the  attitude  of  Council,  a  committee,  con- 
sisting of  R.  A.  Ross,  H.  H.  Vaughan,  Julian  C.  Smith, 
and  G.  Gordon  Gale,  was  appointed  to  enquire  imme- 
diately as  to  what  the  government  proposes  to  do  in  the 
way  of  increasing  salaries  of  technical  men,  and  to  report 
to  Council  a  scheme  whereby  the  most  effective  method 
of  dealing  with  the  government  on  this  question  could  be 
adopted. 

Legislation: — President  Leonard  announced  that  it 
was  desirable  that  the  Members  of  Council  take  congni- 
zance  of  the  meeting  of  the  Special  Legislative  Committee 
now  in  session.  He  took  pleasure  in  inviting  Council  and 
the  Committee  to  luncheon  with  him  on  the  following 
day.  This  Special  Committee  was  entertained  at  dinner, 
by  the  Montreal  Branch,  immediately  preceding  this 
meeting. 


Copyrighting: — The  Secretary  reported  that  a  new 
copyright  act  was  before  Parliament  which  would  protect 
The  Institute's  papers  in  a  very  simple  manner.  He  read 
a  letter  from  Mr.  Budden  giving  information  on  this 
subject  and  it  was  decided  to  await  the  action  of  parlia- 
ment before  taking  any  further  steps  in  this  connection. 

Certificates: — The  committee  reported  that  the  certi- 
ficates were  under  way,  that  the  engravers  had  completed 
the  plate  for  the  certificate,  and  that  the  proof  had  been 
approved,  so  that  the  certificates  would  be  available  very 
shortly. 

Officio]  seat:  -The  committee  recommended  that  the 
offer  of  Messrs.  Walker  &  Campbell  to  make  one  long  reed 
seal  at  a  price  of  not  less  than  twenty  dollars,  nor  more 
than  twenty-five  dollars,  be  approved. 

The  Institute  Emblem:  -On  behalf  of  the  committee, 
appointed  to  secure  an  emblem  for  The  Institute,  Mr. 
Francis  reported,  and  recommended,  the  acceptance  of  the 
offer  from  Messrs.  Caron  Brothers  to  make  a  die  for 
seventy-five  dollars,  for  the  new  badge.  It  was  resolved 
that  the  committee  be  authorized  to  secure  the  die  at  the 
price  mentioned.  The  price  of  the  badges  would  depend 
on  whether  they  were  bronze,  silver,  or  gold. 


The  regular  monthly  meeting  of  the  Council  was  held 
at  the  rooms  of  The  Institute,  176  Mansfield  Street,  on 
Tuesday,  April  22nd,  at  8.15  p.m. 

Present:  Lieut. -Col.  R.  W.  Leonard,  President,  in  the 
chair;  G.  H.  Duggan,  Professor,  H.  E.  T.  Haultain,  Walter 
L  Francis,  Arthur  Surveyer,  G.  Gordon  Gale,  Alex.  Gray, 
Brig.-Gen.  Sir  Alexander  Bertram,  A.  R.  Decary,  Professor 
Ernest  Brown  and  John  Murphy. 

Previous  minutes : — The  minutes  of  the  adjourned 
meeting  held  on  April  7th,  were  approved  as  read. 

Legislation: — The  major  portion  of  the  evening  was 
devoted  to  a  discussion  of  the  report  of  the  Special  Legisla- 
tion Committee,  which  was  before  the  councillors  in 
printed  form,  with  the  letter  of  transmittal. 

It  was  resolved  that  the  bill  submitted  should  be 
published  in  the  first  issue  of  The  Journal  and  that  an 
immediate  opinion  be  secured  from  all  absent  members  of 
Council  as  to  whether,  or  not,  it  was  considered  advisable, 
or  necessary,  for  Council,  in  submitting  the  ballot  in 
connection  with  proposed  legislation,  to  send  a  letter  of 
transmittal  giving  advice  to  the  members.  The  Secretary 
was  instructed  to  write  the  absent  Montreal  members  and 
wire  all  out-of-town  members  asking  for  immediate  expres- 
sion of  opinion.  These  are  to  be  considered  at  an  ad- 
journed meeting  on  May  6th. 

Uniform  Branch  By-laws  :  As  a  result  of  a  number  of 
suggestions  received  regarding  branch  by-laws  submitted 
for  approval,  these  had  been  referred  to  a  special  by-laws 
committee;  Professor  Brown,  Chairman.  The  report 
of  this  committee  consisted  of  a  set  of  branch  by- 
laws, which,  it  was  proposed  by  the  committee,  should 
constitute  a  standard  branch  act.  The  Secretary  was 
instructed  to  have  this  prepared  and  forwarded  to  the 
branches  for  consideration.  It  was  resolved  that  the 
various  by-laws  of  the  branches,  now  before  the  Council, 
be  held  until  the  reports  were  received  from  the  branches 
based  on  the  suggestions  submitted. 


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417 


At  a  special,  adjourned  meeting  of  Council  held  on 
Thursday  evening,  April  24th,  the  following  elections  and 
transfers  were  effected: 

Members. 

William  Newman,  C.E.  (S.P.S.),  head  of  W.  Newman 
Co.,  Ltd.,  Winnipeg,  Man. 

Associate  Members. 

Matthew  Balls,  asst.  engineer,  Dominion  Govern- 
ment, Hydrometric  Survey,  Vancouver,  B.C.  Marius 
Eugene  Bene,  App.  Sc.  (Geneva),  engineer  superintendent 
of  construction  for  the  Provincial  Building  &  Engineering 
Co.,  Montreal.  George  Philip  Frederick  Boese,  assistant 
engineer,  C.P.R.,  department  of  natural  resources, 
engineering  branch,  Calgary,  Alta.  John  James  Newman 
(S.P.S.).  town  engineer  of  Leamington  and  Amherstburg, 
and  township  engineer  of  Anderson,  Sandwich  West, 
Colchester  South,  Tilbury  North  and  Tilbury  West;  of 
Windsor,  Ont.  George  Earl  Templeman,  chief  engineer, 
Electrical  Commission  of  Montreal. 

Juniors. 

Erwin  Alfred  Childerhose,  B.E.E.  (Univ.  Man.), 
assistant  to  chief  engineer,  City  of  Winnipeg  Light  & 
Power  Dept.,  Winnipeg,  Man. 

Transferred  from  the  Class  of  Associate  Member 
to  that  of  Member. 

Francis  Thornton  Cole,  B.Sc.  (McGill),  chief  engineer 
of  Eastern  Canada  Steel  Company,  Quebec,  Que.  Donald 
Laird  Derrom,  B.Sc.  (McGill),  works  manager  for  Winslow 
Bros.  Co.,  Chicago,  111.  Frederic  Harcourt  Emra  (Cap- 
tain), asst.  chief  engineer,  Ministry  of  Shipping  & 
Extensions  Department  of  the  Admiralty,  London, 
England.  Franklin  McArthur,  B.Sc.  (Queen's),  city 
engineer,  Guelph,  Ont.  John  Alexander  McFarlane,  B.A.Sc. 
(Toronto),  chief  draughtsman,  Hamilton  Bridge  Works, 
Hamilton,  Ont.  Bertram  Stuart  McKenzie,  B.A.,  B.Sc, 
(McGill),  consulting  engineer,  Winnipeg,  Man.  Edlin 
George  William  Montgomery,  acting  asst.  chief  engineer 
bridge  branch,  highways  dept.,  Regina,  Sask.  Harold 
William  Birchfield  Swabey,  officer  in  charge  of  inspection 
of  steel  (Canada)  for  Ministry  of  Munitions,  Ottawa,  Ont. 

Transferred  from  the  Class  of  Junior  to  that  of 
Associate  Member. 

Frank  Chatham  Askwith,  B.Sc,  deputy  city  engineer, 
in  charge  of  Works  Department,  City  of  Ottawa,  Ont. 
David  Gordon  Calvert  (S.P.S.),  engineer  in  charge  of 
construction,  Dayton  Wright  Airplane  Co.,  Dayton,  O. 
Arthur  Dixon,  district  public  works  engineer  for  British 
Columbia,  South  Fort  George,  B.C.  William  Harold 
Hunt,  B.C.E.  (Man.),  road  engineer,  Department  of 
Public  Works,  Winnipeg,  Man.  Robert  Chesley  McCully, 
B.Sc  (McGill),  designer  and  estimator,  Imperial  Oil 
Co.,  Ltd.,  Sarnia,  Ont.  John  Earle  Porter,  B.A.Sc, 
field  engineer,  Canadian  Steel  Corporation,  Ojibway,  Ont. 
Michael  Joseph  Rutledge,  B.Sc.  (Univ.,  N.B.),  designer 
with  Henry  Holgate,  Montreal,  Que.     Gordon  S.  Stairs, 


B.Sc.  (Dalhousie,  N.S.),  assistant  to  Third  Division 
Officer,  R.C.E.,  M.D.,  Halifax,  N.S.  Joseph  Henri 
Valiquette,  B.A.  Sc.  (Laval),  assistant  engineer  in  charge 
Department  of  Surveys  &  Design,  Montreal,  Que. 
McClelland  Barry  Watson,  B.A.  Sc,  C.E.,  M.E.,  assistant 
engineer  Department  of  Public  Highways,  Toronto,  Ont. 

Transferred  from  the  Class  of  Student  to  that  of 
Associate  Member. 

Lieut.  George  Francis  Dalton  B.A.Sc,  of  Ottawa, 
Ont.,  3rd  Canadian  Engineers,  B.E.F.,  France.  Leslie 
Henry  Hornsby,  designing  draughtsman,  Toronto  Ter- 
minals Ry.,  Toronto. 

Transferred  from  the  Class  of  Student  to  that  of  Junior. 

Capt.  Wm.  F.  Hadley  (Grad.,  Honors,  R.M.C.),  of 
Hull,  Que.,  Assistant  Director  of  Signalling,  Militia 
Headquarters.  Walter  George  Hunt,  B.Sc,  (McGill),  asst. 
engineer,  Laurentide  Co.,  Grand  Mere,  Que. 

Good  Roads  Congress 

The  Sixth  Annual  Good  Roads  Congress  will  be  held 
at  the  Parliament  Buildings  in  the  City  of  Quebec  on 
May  20th,  21st  and  22nd,  under  the  auspices  of  the 
Canadian  Good  Roads  Association.  This  will  be  one  of 
the  most  important  good  roads  conventions  yet  held. 

The  good  roads  movement  has  received  great  stimu- 
lation by  the  financial  assistance  from  the  Federal  Govern- 
ment and  the  active  interest  the  Provincial  Governments 
are  taking  in  this  important  subject.  The  Canadian 
Good  Roads  Association  has  carried  on  an  active  educa- 
tional campaign  which  has  a  Dominion-wide  character 
and  has  had  much  to  do  with  the  growth  of  public  senti- 
ment on  behalf  of  good  roads. 

It  is  expected  that  there  will  be  a  large  attendance  of 
engineers  at  this  Congress  and  the  members  of  The 
Institute  are  all  heartily  invited.  The  executive  officers 
are:  Honorary  President,  Capt.  J.  A.  Duchastel,  M.E.I.C.; 
city  manager,  Outremont;  President,  S.  L.  Squire, 
Honorary  President,  Ontario  Roads  Association;  First 
Vice-President,  A.  F.  Macallum,  M.E.I.C.,  Commissioner 
of  Works,  Ottawa;  Second  Vice-President,  P.  E.  Mercier, 
M.E.I.C.,  Chief  Engineer  and  City  Surveyor,  Montreal; 
Secretary-Treasurer,  Geo.  A.  McNamee,  909  New  Birks 
Building,  Montreal. 

Other  executive  officers  of  the  Association  are  :  W.  A. 
McLean,  M.E.I.C.,  Deputy  Minister  of  Highways, 
Ontario;  J.  E.  Griffith,  M.E.I.C,  Deputv  Minister  of 
Public  Works,  Victoria;  and  W.  G.  Yorston,  M.E.I.C, 
formerly    Assistant    Road    Commissioner,    Province    of 

Nova  Scotia. 

*     *     * 

The  Naigai  Kagakubussan  Kabushikikaisha,  which 
being  interpretated  means  The  Naigai  Chemicals  Trading 
Company  of  Osaka,  Japan,  has  sent  in  an  inquiry  desiring 
to  be  placed  in  touch  with  exporters  and  importers  of 
chemicals  and  dyes  and  manufacturers  of  iron  and  steel 
and  wire  cable,  etc.  This  firm  gives  as  reference  the 
Yokohama  Specie  Bank,  and  the  Sumitomo  Bank,  which 
has  branches  in  New  York,  San  Francisco  and  London. 


418 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


BRANCH  NEWS 


St.  John  Branch 

A.  R.  Crookshank,  M.E.I.C.,  Sec'y.-Trcas. 

The  St.  John  Branch  met  on  March  27th  and  April 
17th,  and  sustained  interest  has  been  shown  by  the 
members  in  the  different  lines  of  endeavor  being  carried  on 
by  The  Institute.  Committees  have  been  appointed  and 
have  appealed  to  all  the  members  in  the  province  to  assist 
with  the  Soldiers'  Civil  Re-establishment  work  for  return- 
ing engineers,  and  to  enlist  support  for  the  passage  of  the 
Civil  Service  Amendment  Act  to  bring  into  effect  the 
revised  schedule  of  salaries  for  Government  engineers. 
Another  committee  has  been  appointed  to  work  out  a 
definite  scheme  to  assist  engineers  to  obtain  positions,  and 
employers  to  find  suitable  engineers  for  their  work;  this 
committee  will  co-operate  with  the  first  named  committee, 
and  will  also  act  for  the  present  as  an  employment  bureau 
for  all  engineers  in  this  locality.  Still  another  committee 
is  gathering  information  regarding  the  salaries  and  fees 
received  by  New  Brunswick  engineers,  so  as  to  be  able 
to  compare  them  with  those  received  elsewhere,  and  to 
prepare  the  way  for  work  in  making  up  minimum 
schedules  of  remuneration  later. 

The  Branch  placed  itself  on  record  as  favouring  the 
League  of  Nations  Union;  this  appealed  to  the  members 
as  being  a  constructive  idea,  and  it  was  realized  that 
unless  the  majority  of  the  individuals  that  form  the 
population  of  the  contracting  nations  do  not  personally 
uphold  the  larger  co-operative  ideals  that  are  necessary 
for  world  government,  the  League  of  Nations  cannot  be  a 
lasting  success. 

Considerable  time  has  been  devoted  to  the  discussion 
of  the  draft  of  the  act  for  engineers,  and  to  the  report  of  the 
good  work  done  at  the  legislation  conference  by  our  chair- 
man, who  acted  as  our  delegate.  Steps  will  shortly  be 
taken  to  obtain  a  list  of  all  the  engineers  in  the  province 
who  will  come  under  the  act. 

An  interesting  paper,  illustrated  by  reflectoscoped 
photographs,  was  read  by  Geo.  G.  Hare,  A.M.E.I.C., 
City  Engineer  of  St.  John  on  the  "  Re-construction  of 
Bridges  on  the  Dominion  Atlantic  Railway."  Mr.  Hare 
was  engineer  of  maintenance  and  construction  on  this 
railway  for  several  years.  As  this  railway  parallels  the 
north  coast  of  Nova  Scotia  for  the  greater  part  of  its 
length,  along  the  Bay  of  Fundy,  the  water  crossings  are 
numerous. 

Between  the  years  1912  and  1915,  some  6,500  lineal 
feet  of  wooden  bridges  were  replaced  by  steel  bridges  on 
concrete  piers  and  abutments,  or  concrete  arches  and 
fills,  totalling  some  500,000  cubic  yards,  besides  repairing 
other  structures.  This  work  was  part  of  the  renovation 
of  the  line  which  included  repairs  to  roadbed  and  stations; 
the  building  of  water  tanks,  small  wharves,  branch  lines, 
etc.,  etc. 

The  construction  of  the  substructure  for  the  Windsor 
bridge  1146  feet  long,  spanning  the  Avon  River,  was 
particularly  interesting,  on  account  of  the  high  range  of 
tide — an  average  of  34  feet — which  cut  down  the  working 


hours  to  not  more  than  four  per  tide,  for  foundation  work; 
the  high  current —  an  average  rate  of  10  miles  per  hour  at 
half  ebb  and  flood;  the  shifting  nature  of  the  river  bottom, 
such  that  a  new  channel  would  be  eroded  up  to  20  feet 
deep  or  an  old  one  filled  in  during  a  single  tide;  and  the 
large  amount  of  greasy  sediment  deposited  by  each  tide  on 
new  concrete  or  other  work.  Coffer  dams  were  sunk 
through  the  sand  and  mud  to  a  hard  clay  substratum, 
which  was  blasted  to  form  pockets  to  take  pier  foundations 
and  so  keep  them  from  sliding.  Excavated  coffer  dams 
with  tops  about  six  feet  above  low  water  were  several 
times  filled  by  moving  sand  banks. 

The  foundation  work  for  the  Shubenacadie  River 
bridge  was  under  somewhat  similar  conditions,  but  was 
placed  on  rock  ledge. 

The  Gaspereaux,  Bridgetown,  Allen's  Creek,  Wey- 
mouth and  Clement?port  bridges  each  had  their  difficulties 
and  variations  of  conditions. 

The  Hantsport  Aboideau  was  a  rather  unusual  type 
of  structure,  built  under  adverse  conditions.  The  concrete 
of  the  several  structures  was  protected  by  timber  sheet- 
ing from  erosion  by  frost,  and  current  action,  and  from 
abrasion  by  drifting  field  ice. 

Quebec  Branch 

./.  A.  Buteau,  A.M.E.I.C,  Sec'y.-Treas. 

At  a  meeting  of  the  Quebec  Branch  held  on  the 
17th  of  March  the  following  committees  were  appointed 
to  assist  in  placing  returned  engineers: 

Employers  Committee:  G.  K.  Addie,  Quebec;  P. 
Joncas,  Beauport;  Alth.  Tremblay,  City  Hall. 

Employees  Committee:  A.  Dick,  Quebec;  J.  E. 
Gibault,  Quebec;  A.  Fraser,  Quebec. 

Ottawa  Branch 

M.  F.  Cochrane,  A.M.E.I.C,  Sec'y.-Treas. 

The  first  meeting  of  the  Ottawa  Branch,  since  the 
Annual  Meeting,  was  held  on  March  20th  in  the  testing 
room  of  the  Naval  Radio-Telegraph  Service,  when  Lt.- 
Com.  Edwards  read  a  paper  on  Radio- Telegraphic  Re- 
ception. This  was  illustrated  by  a  number  of  beautiful 
experiments  in  which  Commander  Edwards  was  ably 
assisted  by  his  staff. 

Each  member  of  the  audience  was  provided  with  a 
telephone  receiver  and  in  this  way  was  enabled  to  listen 
to  some  of  the  high  power  stations  at  work,  including 
Arlington  sending  time  signals,  Glace  Bay,  Tuckerton, 
N.J.,  and  the  United  States  Naval  Station  at  Annapolis, 
which  at  the  time  was  in  communication  with  a  United 
States  station  in  the  south  of  France. 

Wireless  telephony  was  also  demonstrated  for  the 
first  time  in  Canada,  and,  by  means  of  gramophone 
records  connected  with  the  telephone  receivers,  the 
audience  listened  to  the  characteristic  sounds  of  a  sub- 
marine running  on  the  surface  and  submerged  as  compared 
with  the  sounds  of  other  vessels,  thus  showing  one  of  the 
most  effective  methods  employed  for  destroying  German 
submarines  in  the  War. 


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419 


A  meeting  of  the  Branch  was  held  on  March  27,  to 
discuss  the  question  of  legislation.  A.  G.  Dalzell, 
A.M.E.I.C.,  Secretary  of  the  Vancouver  Branch,  was 
present  and  explained  the  position  of  the  British  Columbia 
members. 

Lt.-Col.  Peck,  V.C.,  M.P.,  was  the  guest  .of  the 
Branch  at  luncheon  at  the  Chateau  Laurier  on  April  3, 
and  gave  an  interesting  address  on  "  Some  Phases  of  the 
Great  War." 

Toronto  Branch 

W.  S.  Harvey,  A.M.E.I.C,  Secy.-Treas. 

At  an  open  meeting  of  the  Toronto  Branch  held  on 
February  28th,  1919,  a  resolution  was  adopted  to  appoint 
a  committee  on  engineering  fees  and  a  committee  on 
engineering  salaries.  The  committee  on  salaries  was  to 
make  a  thorough  and  comprehensive  study  of  various 
engineering  organizations,  and  ascertain  the  nature  of 
the  duties,  responsibilities  and  the  qualifications  required 
of  the  different  engineering  members  of  these  organizations. 
This  study  was  to  be  made  with  to  view  to  determining 
the  value  of  the  services  of  these  engineers,  and  accord- 
ingly to  prepare  a  schedule  of  minimum  salaries  for 
engineers  in  all  classes  and  in  all  grades  of  engineering 
work. 

The  resolution  also  called  upon  the  Secretary  of  the 
Branch  to  communicate  with  the  other  branches  of  The 
Institute  and  request  them  to  take  similar  action  in 
appointing  similar  committees,  and  in  this  way  to  co- 
operate with  the  Toronto  Branch  in  raising  the  financial 
status  of  the  engineering  profession  to  a  higher  level. 

The  Toronto  Branch  has  already  appointed  a  strong 
Salary  Committee,  including  some  of  the  most  prominent 
members  of  this  Branch.  This  Committee  has  taken  up 
its  work  quite  seriously  and  energetically  and  will  meet 
regularly  ever  two  weeks  until  its  work  will  be  completed. 


The  following  is  an  extract  from  the  minutes  of  the 
meeting  of  the  Salaries  Committee  of  the  Toronto  Branch 
held  on  April  2nd. 

A  general  discussion  took  place  on  the  classification 
of  engineers  for  the  purpose  of  the  work  of  this  Committee. 
It  was  at  first  suggested  that,  as  a  basis  to  work  upon,  the 
engineers  should  be  divided  in  accordance  with  the  parti- 
cular line  or  branch  of  the  profession  that  they  follow, 
such  as  Civil,  Mechanical,  Electrical,  etc.,  and  these  should 
then  be  subdivided  into  the  various  branches  that  they 
form.  After  some  discussion,  however,  it  was  agreed  that 
the  most  practical  procedure  of  classifying  would  be  to 
consider  each  kind  of  organization  that  employes  engineers, 
as  a  division  or  a  unit  by  itself,  such  as  a  railway  organi- 
zation, or  a  municipal  organization.  So  many  different 
kinds  of  organizations  should  be  considered,  that  every 
engineering  employee,  no  matter  what  line  of  work  he 
follows,  will  find  a  place  in  one  or  more  of  these  organi- 
zations. Schedules  of  salaries  should  then  be  worked  out 
for  each  of  these  organizations  in  such  a  way  that  similar 
duties,  responsibilities,  and  qualifications  in  different 
organizations  will  command  similar  salaries. 


The  following  general  divisions  of  engineers  were 
then  suggested: — 


5. 

6. 

7. 


Engineers  employed  by  Railways. 

by  Municipalities. 


on  Public  Works  (Dominion 

or  Provincial.) 
by  Public  Utilities  other  than 

Railways, 
in  Industries. 

with  Consulting  Engineers, 
on  Mining  Work. 


Sub-committees  were  then  appointed  and  were 
instructed  to  secure  all  available  information  with  respect 
to  the  organization,  titles,  responsibilities  and  duties  of 
engineers  in  the  particular  division  to  which  they  were 
appointed .  Progress  to  be  reported  at  the  next  Committee 
meeting. 

The  Committee  then  took  up  the  communication 
from  Mr.  Keith  with  respect  to  the  proposed  bill  which 
is  intended  to  be  submitted  to  Parliament,  asking  for  a 
general  increase  of  the  salaries  of  engineers  in  the  Govern- 
ment employ.  The  Committee  decided  that  no  definite 
action  can  be  taken  until  a  copy  of  the  bill  has  been 
received,  when  this  matter  will  be  taken  up  again. 

It  was  suggested  that  the  Salaries  Committee  shall 
meet  regularly  every  1st  and  3rd  Wednesday  of  the 
month  until  it  will  have  its  work  completed  and  a  report 
ready  to  submit  to  the  Branch.  This  suggestion  was 
adopted. 

Hamilton   Branch 

H.  B.  D wight,  A.M.E.I.C,  Sec'y-Trcas. 

The  opening  of  the  new  auditorium  in  the  Westing- 
house  general  offices  on  April  11th  was  marked  by  a  joint 
meeting  of  The  Engineering  Institute  'of  Canada  and 
the  Toronto  section  of  the  American  Institute  of  Electrical 
Engineers.  E.  R.  Gray,  M.E.I.C.,  City  Engineer  of 
Hamilton  and  A.  H.  Hull  of  Toronto  jointly  officiated  as 
Chairmen. 

G.  E.  Stoltz,  of  the  Westinghouse  Electric  and  Manu- 
facturing Company  of  Pittsburgh,  gave  an  illustrated 
talk  on  the  electrification  of  steel  mills  and  he  described, 
with  the  help  of  many  lantern  slides,  the  advantage  of 
electric  motors  over  steam  engines  and  the  application  of 
power  in  the  manufacture  of  steel. 

On  the  following  day  visitors  from  Toronto  accom- 
panied bv  a  number  of  local  engineers  visited  the  plants  of 
the  Dominion  Foundries  and  Steel  Limited,  the  Dominion 
Power  and  Transmission  Company  and  the  Steel  Company 
of  Canada. 

On  March  the  28th,  the  Hamilton  Branch  of  The 
Engineering  Institute  of  Canada,  was  privileged  to  hear 
at  first  hand  the  story  of  the  building  of  the  Quebec  Bridge, 
as  told  by  George  F.  Porter,  M.E.I.C.,  Engineer  of  Con- 
struction of  the  St.  Lawrence  Bridge  Co.  His  clear  and 
interesting  description  of  the  work,  and  the  remarkable 


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collection  of  lantern  views,  conveyed  a  strong  idea  of  the 
record-breaking  character  of  this  bridge  which  is  a  monu- 
ment to  Canadian  engineering.  This  lecture,  which  has 
been  given  with  great  success  before  nearly  every  branch 
of  The  Engineering  Institute  of  Canada,  was  thoroughly 
appreciated  in  Hamilton,  as  was  evidenced  by  the  large 
audience.  E.  R.  Gray,  Chairman  of  the  Branch,  presided 
at  the  meeting,  and  a  vote  of  thanks  was  tendered  the 
lecturer  by  E.  H.  Darling,  M.E.I.C. 

Niagara  Peninsula  Branch 

R.  P.  Johnson,  S.E.I.C.,  Sec'y.-Treas. 

Smoker, 

A  meeting  of  the  Branch  was  held  on  the  evening  of 
April  1st,  in  the  room  of  the  Clifton  Club,  Niagara  Falls, 
Ont.,  with  the  Chairman  presiding. 

Many  visiting  engineers  were  present. 

The  minutes  of  the  organization  meeting  were  read 
and  approved. 

The  Chairman  announced  that,  the  formation  of  the 
Niagara  Peninsula  Branch  had  been  approved  by  Council, 
also  the  officers. 

The  Chairman  called  upon  Lieut. -Col.  Leonard, 
President  of  The  Institute,  for  a  short  address. 

Col.  Leonard  complimented  the  Branch  upon  its 
formation  and  upon  the  large  attendance  of  engineers  at  the 
meeting.  The  speaker  told  of  the  great  revival  and  acti- 
vities of  The  Engineering  Institute  in  the  past  two  or  three 
years  and  recounted  his  recent  visit  to  the  branches  at 
Winnipeg,  Vancouver  and  Victoria  and  described  the 
success  of  the  Annual  Meeting  at  Ottawa.  The  status  of 
engineers,  as  compared  to  the  trades  was  reviewed  by  the 
speaker  and  the  fact  was  brought  out  that  the  position 
and  standing  of  the  engineering  profession  must  be  raised 
by  engineers  themselves,  through  the  organized  effort  of 
The  Engineering  Institute.  The  speaker  closed  with  an 
eulogy  of  the  work  of  H.  H.  Vaughan,  M.E.I.C,  immediate 
past  president  of  The  Institute. 

The  chairman  called  upon  E.  W.  Oliver,  M.E.I.C, 
of  the  Toronto  Branch,  for  a  short  talk.  Mr.  Oliver  told 
of  the  recent  revisions  to  the  constitution  of  the  Canadian 
Society  of  Civil  Engineers  which  had  brought  about  the 
change  of  name  to  that  of  The  Engineering  Institute  of 
Canada,  accompanied  by  the  broadening  of  the  organi- 
zation to  include  all  branches  of  the  profession.  The 
benefits  of  the  change  were  already  very  apparent  in  the 
marked  rejuvenation  of  Institute  affairs.  The  speaker 
pointed  out  the  necessity  of  obtaining,  through  the  chan- 
nels of  The  Institute,  legislation  to  protect  engineers  and 
the  public  from  imposters  and  incompetent  engineering 
services.  The  speaker  closed  by  urging  the  Niagara 
Peninsula  Branch  to  lend  its  weight  towards  this  end. 

H.  S.  Baker  asked  if  the  meeting  was  held  to  advance 
the  legislation  proposal  to  make  engineering  a  closed 
profession.  The  speaker  opposed  the  idea  of  excluding 
any  individual  from  the  engineering  profession,  stating 
that  many  incompetent  men  would  pass  the  necessary 
examinations  and  competent  engineers  would  not. 


Col.  Leonard  answered  the  question  by  reading  the 
objects  of  The  Engineering  Institute  as  set  forth  on  the 
cover  of   The  Journal. 

The  chairman  announced  that  the  meeting  was  held 
as  a  "  Smoker  "  and  that  the  evening  was  now  given  over 
to  cards  and  billiards. 

An  enjoyable  two  hours  was  spent  around  the  tables, 
followed  with  sandwiches  and  coffee. 

The  members  of  the  Branch  are  very  much  indebted 
to  the  members  of  the  Clifton  Club  for  the  use  of  their 
splendid  quarters. 

There  was  an  attendance  of  fifty-three. 

Ontario  Provincial  Division 

George  Hogarth,  M.E.I.C,  Secretary 
Organization  Meeting 

On  February  13th,  1919,  a  meeting  of  the  Ontario 
Provincial  Division  was  held  at  the  Chateau  Laurier, 
Ottawa.  There  were  present  at  the  meeting  the  following 
members: — Prof.  Peter  Gillespie,  Chairman;  J.  B.  Challies; 
G.  Gordon  Gale;  G.  H.  Bryson;  J.  L.  Morris;  W.  H. 
Magwood;  R.  F.  McClelland  and  E.  M.  Proctor.  Fraser 
S.  Keith,  while  very  busy  with  the  professional  gathering 
kindly  consented  to  be  present  to  explain  the  by-laws 
respecting   the   Division. 

In  opening  the  meeting  the  Chairman  referred  to  a 
meeting  called  in  Toronto  to  elect  officers,  but  on  account 
of  outside  representatives  being  absent,  an  adjournment 
to  Ottawa  at  the  time  of  the  Annual  and  General  Pro- 
fessional Meeting  was  considered  advisable. 

A  general  discussion  was  entered  into  regarding  the 
objects  and  activities  of  the  Division.  It  was  felt  that  the 
Division  because  of  its  constitution  should  represent  the 
engineers  of  Ontario  in  bringing  before  the  authorities 
matters  affecting  engineers  and  engineering.  The  Divi- 
sion might  also  arrange  for  the  presentation  of  papers  of 
interest  to  the  general  body  of  engineers. 

Nominations  for  officers  was  next  taken  up.  The 
Toronto  Branch  representatives  pointed  out  that  because 
of  the  Division  representing  all  Ontario,  it  was  highly 
desirable  that  the  officials  should  be  selected  from  those 
members  not  now  a  member  of  the  larger  branches. 
Other  members  held  the  view  that,  to  get  prompt  action 
on  all  matters  of  business  interest  in  the  Division,  it  was 
necessary  that  the  officers  of  the  Division  should  be  in  a 
position  to  travel  and  meet  the  members  of  the  various 
branches.  J.  B.  Challies,  M.E.I.C,  was  then  nominated 
Chairman  of  the'  Division  and  Geo.  Hogarth,  M.E.I.C, 
Sec'y--Treasurer. 

In  order  that  official  representation  on  the  Division 
should  be  from  various  parts  of  the  Province,  E.  R.  Gray,  u 
M.E.I.C,  of  Hamilton,  was  nominated  as  Vice-Chairman,    j 
and  Council  was  requested  to  authorize  a  revision  of  by- 
laws so  that  a  Vice-Chairman  for  provincial  divisions  could 
be  elected. 

The  raising  of  funds  for  the  ordinary  expenses  of  the 
Division  was  discussed  and  the  secretary  instructed  to  ask 
Council  for  a  grant  of  $100.00  for  that  purpose. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


421 


A  scale  of  remuneration  for  engineers  was  considered. 
It  was  moved  by  Mr.  Morris  and  seconded  by  Mr.  Proctor 
that  Professor  Gillespie  be  a  committee  of  one,  with  power 
to  add  to  the  number,  to  report  on  a  recommended  scale 
of  remuneration  for  engineers  in  Ontario. 

By-laws  for  the  Division  have  been  prepared  by  Mr. 
Keith  and  a  motion  was  carried  that  the  existing  draft 
by-laws  be  accepted  but  that  the  chairman  and  secretary 
be  a  committee  to  amend  such  by-laws  as  they  think 
necessary. 

The  object  in  publishing  this  abstract  of  the  meeting 
of  the  members  of  the  Provincial  Division  in  The  Journal 
is  to  bring  to  the  attention  of  all  Ontario  Members  of 
The  Institute,  the  business  that  was  transacted  and  also 
to  request  a  discussion  by  all  interested  on  the  objects 
and  activities  that  should  particularly  be  engaged  in  by 
the  Division.  It  is  hoped  that  many  of  the  non-resident 
members  of  Branches  will  be  heard  from,  and  that  they 
will  take  a  lively  interest  in  a  movement  which  will 
undoubtedly  prove  of  value  to  them. 

Manitoba  Branch 

George  L.  Guy,  M.E.I.C.,  Sec'y-Treas. 

Luncheon  was  held  at  the  Fort  Garry  Hotel  on 
March  15th,  at  which  time  A.  G.  Dalzell,  A.M.E.I.C., 
addressed  the  members  on  the  work  of  the  Vancouver 
Branch  with  reference  to  legislation  for  engineers. 

On  March  20th,  a  meeting  was  held  in  the  Engineering 
Building  of  the  Manitoba  University,  at  which  meeting 
T.  A.  Hunt,  Esq.,  K.C.,  read  a  paper  on  Civic  Management. 
Mr.  Hunt  gave  special  attention  to  the  various  forms 
of  government  which  had  been  tried  in  the  City  of  Win- 
nipeg, with  special  reference  to  the  last  Board  of  Control 
system,  pointing  out  its  faults  and  the  reason  for  its 
disappearance.  He  then  dealt  with  the  city  managership 
form  of  government.  An  interesting  discussion  took 
place  in  which  a  large  number  of  the  members  took  part. 

On  April  3rd,  a  meeting  was  held  in  the  Engineering 
Building  of  Manitoba  University,  T.  R.  Deacon,  M.E.I.C., 
read  a  paper  on  "  Overhead  Costs."  Mr.  Deacon  analyzed 
the  various  items  which  enter  into  the  final  selling  cost  of 
a  product,  and  brought  out  very  plainly  the  necessity  of  a 
proper  consideration  of  the  various  costs  of  production 
other  than  the  labor  and  material  costs. 

A  committee  was  appointed  at  this  meeting  to  draw 
up  a  resolution  of  condolence  to  be  inscribed  on  the 
minutes,  expressing  the  sympathy  of  the  Branch  with 
W.  P.  Brereton,  M.E.I.C.,  city  engineer,  on  the  recent  loss 
of  his  little  daughter;  and  to  the  familv  of  the  late  A.  T. 
Fraser,  A.M.E.I.C. 

W.  P.  Brereton,  M.E.I.C.,  City  Engineer,  who  has 
been  seriously  ill  with  influenza,  is  now  recovering. 

Water  from  Shoal  Lake  was  turned  into  the  Winnipeg 
mains  on  Saturday  morning,  April  5th.  This  completes 
the  Greater  Winnipeg  Water  District  project,  which  was 
one  of  the  largest  on  this  continent. 


Calgary  Branch 


C 


M.  Arnold.  M.E.I.C.,  Sec'y.-Treas. 


The  activities  of  the  Calgary  Branch  are  largely 
centred  on  the  subjects  of  legislation  and  increased 
remuneration.  This  Branch  has  been  a  leader  in  the 
matter  of  legislation  from  the  start  and  has  contributed 
a  great  deal  to  the  discussion  thereon.  Members  here 
look  forward  to  an  early  agreement  of  all  engineers  of 
Canada  on  this  subject. 

On  the  question  of  salaries  it  is  felt  very  strongly  that 
something  should  be  done  and  appreciation  is  expressed 
of  the  activity  of  The  Institute  along  these  lines. 

The  following  is  a  copy  of  a  letter  on  the  subject  sent 
to  Major  Lee  Redman,  M.P.  and  T.  M.  Tweedie,  M.P., 
of  Calgary,  and  Dr.  Alfred  Thompson,  M.P.,  member  for 
Yukon,  expressing  the  opinions  of  the  Calgary  Branch,  and 
is  signed  by  the  Secretary-Treasurer. 

Dear  Sir: — 

In  further  explanation  of  wire  of  March  22nd,  from 
the  Calgary  Branch  of  The  Engineering  Institute  of 
Canada,  to  you  regarding  salaries  of  engineers  in  the 
Government  employ,  we  wish  to  state  that  these  salaries, 
as  you  are  aware  have  always  been  very  low. 

During  the  past  three  or  four  years,  they  have  not 
been  increased,  in  spite  of  greatly  increased  cost  of  living, 
but  on  the  other  hand,  in  many  cases,  the  salaries  paid  by 
the  Government  for  certain  specific  duties  have  actually 
been  reduced  to  an  amount  equal  to  from  fifty  to  seventy- 
five  per  cent  of  the  salary  paid  for  the  same  work  or  posi- 
tion prior  to  the  war. 

This  means  that  men,  in  receipt  of  such  salaries,  have 
been  force  to  try  to  live  and  to  provide  for  families  on  an 
amount  with  a  purchasing  power  of  about  one-third  the 
amount  that  was  paid  by  the  Government  for  the  same 
work  or  position  four  years  previous.  It  is,  therefore, 
evident  that  many  of  these  engineers  in  the  Government 
employ  have  found  it  an  impossibility  to  live  on  these 
meagre  salaries  and  in  order  to  exist  have  been  forced  to 
draw  on  their  savings. 

These  facts,  in  regard  to  several  of  the  engineers  in 
question,  who  are  employed  in  one  of  the  Government 
departments  in  Calgary,  are  well  known  to  the  Calgary 
Branch  of  The  Engineering  Institute.  Three  of  the 
engineers  in  this  Government  department  are  college 
graduates,  have  had  from  ten  to  twenty  years  experience, 
are  full  members  of  The  Engineering  Institute  of  Canada — - 
the  leading  national  engineering  society  of  the  Dominion, 
and  which  has  a  high  standard  of  requirement  for  admis- 
sion. The  salaries  paid  these  engineers  are,  $1300,  $1600 
and  $1600,  per  year,  respectively. 

Another  man  is  an  Associate  Member  of  The  Institute 
with  excellent  experience  covering  twenty  years,  is  a 
college  graduate,  and  now  draws  a  Government  salary  of 
$1200  per  year.  All  the  men,  above  referred  to,  are 
considered  competent  and  all  are  married  men  with 
families. 

In  another  of  the  Government  departments  three 
competent  engineers  have  been  employed — two  for 
three  years  and  one  for  two  years — at  salaries  of  $1200 
per  year. 


422 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    0;F    CANADA 


Latterly  (within  six  months)  the  departments  have 
found  it  impossible  to  get  men  with  exactly  similar 
qualifications,  for  exactly  similar  duties,  to  fill  other 
vacancies,  at  the  same  salary  of  $1200  per  year,  and  have 
been  obliged  to  advertise  and  to  pay  salaries  of  $1500  per 
year  for  new  men  to  fill  these  vacancies.  At  the  same 
time  they  have  absolutely  refused  to  increase  the  salaries 
of  the  old  and  well-qualified  men,  first  above  referred  to, 
who  have  served  two  or  three  years,  from  $1200  to  $1500 
per  year.  Also,  at  the  same  time,  these  $1200  men, 
already  in  the  service  who  knew  the  work,  have  had  to 
teach  the  new  $1500  men,  coming  into  the  service,  much 
before  they  could  be  of  value  in  their  positions. 

It  is  understood  that  the  Civil  Service  Commission 
has  a  staff  of  efficiency  experts  working  on  the  re-classi- 
fication of  salaries.  In  this  connection  the  Calgary  Branch 
of  The  Engineering  Institute  submits  through  you  this 
earnest  recommendation: — 

"  That  the  Civil  Service  Commission  causes  an 
examination  of  all  Government  offices,  in  all  the  cities  of 
Canada,  to  be  made  most  thoroughly,  by  representatives  of 
their  efficiency  experts,  as  to  salaries  and  as  to  all  questions 
of  unfairness  in  connection  with  employment. 

Particularly,  that  such  investigation,  as  it  affects 
engineers  in  Government  employ,  should  be  made  in  such 
a  way  that  the  Branch  of  The  Engineering  Institute  at  the 
point  at  which  the  investigation  is  taking  place  will  be 
allowed  to  make  its  representations  to  such  representative 
and  to  point  out  any  unfair  conditions  which  need  to  be 
remedied. 

It  is  the  opinion  of  this  Branch  of  The  Engineering 
Institute  that  the  Civil  Service  Commission  and  its  staff 
cannot  properly  make  an  intelligent  re-classification  of 
salaries,  or  adjustment  of  unfair  conditions,  unless  all 
Government  offices  are  visited,  conditions  in  each 
thoroughly  investigated,  and  representatives  of  the 
employees  given  a  chance  to  be  heard. 

It  is  quite  apparent  that  engineers  and  technical  men 
generally  are  woefully  underpaid  at  the  present  time  not 
only  by  the  Governments  but  by  all  employers  of  technical 
men.  In  the  Government  service  worse  unfairness  seems 
to  exist  which  should  first  be  corrected,  and  then  the 
salaries  of  engineers  should  be  considerably  raised.  The 
Government  demands  such  high  qualifications  as  a  college 
education  and  many  years  of  practical  training.  The 
various  Governments,  Dominion  and  Provincial,  are 
spending  money  on  technical  education  to  enable  young 
men  to  fit  themselves  with  such  training.  What  encour- 
agement or  inducement  is  there  for  young  men  to  take  up 
this  kind  of  work  with  such  poor  remuneration  which 
hardly  provides  a  decent  living  for  himself  and  family? 

From  time  to  time,  the  Government  advertises  for 
applications  for  various  positions  many  of  which  require 
only  mediocre  education  and  experience,  but  for  which  a 
remuneration  is  offered  which  is  far  higher  than  for  en- 
gineers, and  other  technical  employments,  for  which 
special  education  and  special  training  are  required. 

Great  dissatisfaction  exists  over  the  manner  of  the 
payment  of  the  war  bonus  asked  for,  and  granted  in  part, 
for  the  fiscal  year  1918-19.  The  Civil  Servants  Federa- 
tion asked  for  a  war  bonus  of  $350  to  be  paid  to  all  em- 
ployees alike,  including  Deputy  Ministers.  In  partly 
granting  this  the  Government  seems  to  have  given  the 


maximum  bonus  of  $250  to  those  in  receipt  of  salaries 
less  than  $1100  per  year,  $200  to  those  with  salaries 
$1100  to  $1200,  $150  to  salaries  $1250  to  $1500,  and  $100 
to  those  in  receipt  of  salaries  from  $1550  to  $1880. 

In  actual  practice  this  has  resulted  in  giving  the 
maximum  bonus  to  stenographers,  clerks  and  office  boys, 
mostly  unmarried  or  with  no  dependents,  while  the  less 
bonus  has  been  paid  to  most  of  the  married  men  with 
families.  In  one  case  in  one  of  the  Government  depart- 
ments in  Calgary  an  unmarried  man  on  salary  of  $1600  per 
annum  who  entered  the  service  in  September,  1918, 
and  who  left  the  service  April,  1919,  received  a  bonus,  for 
a  half  year's  service,  of  $109,  while  married  men,  at  the 
same  salary,  who  had  been  in  the  service  continuously 
for  from  three  to  five  years,  received  but  $100.  An  office 
boy  but  a  short  time  in  the  service  received  a  bonus  of 
$109.  Stenographers  mostly  with  no  dependents  received 
$250,  while  married  men  with  families  who  have  been  in 
the  service  for  three  years,  five  years,  or  even  longer, 
engineers  of  special  education  and  training  and  with  from 
ten  to  fifteen  or  even  twenty  years  experience  and  who 
are  the  backbone  of  the  particular  service  in  which  they 
are  employed,  have  been  thus  discriminated  against  in 
favour  of  office  boys,  stenographers,  and  clerks  most  all 
of  whom  have  no  dependents. 

Since  the  Government  is  providing  for  an  extension 
of  the  war  bonus  for  the  first  three  months  of  the  fiscal 
year  1919-20,  the  Calgary  Branch  of  The  Engineering 
Institute  particularly  requests  that  you  protest  against  the 
payment  of  the  bonus  by  the  method  followed  last  year. 
That  you  request  that  in  so  far  as  possible  this  matter  be 
adjusted  so  that  those  with  dependents  may  receive  a 
greater  total  bonus  for  the  fiscal  year  1918-19  and  the 
first  three  months  of  fiscal  year  1919-20  combined,  than 
that  received  by  those  without  dependents  and  that  as 
far  as  possible  this  adjustment  be  made  out  of  money  pro- 
vided for  bonus  for  the  first  three  months  of  the  fiscal 
year  1919-20." 

I  trust  that  in  trying  to  set  before  you  the  position  of 
the  engineers  in  the  Government  service  you  will  not  find 
this  communication  unnecessarily  long.  The  facts  con- 
tained herein  are  absolutely  true  and  can  be  verified.  In 
fact,  other  unfairness  exists  which  has  not  been  mentioned. 

If  any  further  information  is  required  it  will  be  cheer- 
fully furnished. 

I  attach  a  copy  of  memorandum  presented  to  members 
of  the  Dominion  Parliament  from  British  Columbia,  by 
the  Vancouver  Branch  of  The  Engineering  Institute 
dealing  with  the  same  subject. 

Yours  very  truly, 

(Signed)  C.  M.  Arnold, 

Sec'y.-Treas. 

Victoria   Branch 

J.  B.  Holdcroft,  A.M.E.I.C.,  Secretary. 

The  visit  which  Col.  Leonard,  President  of  The 
Institute,  paid  to  the  Victoria  Branch  on  March  12th, 
was  very  much  appreciated,  and  a  special  meeting  was 
called  to  enable  the  members  of  the  Branch  to  meet  him. 
Though  the  notice  was  necessarily  short,  a  good  number 
gathered,  and  most  interesting  discussion  on  entirely 
informal  lines  followed  Col.  Leonard's  description  and 
account  of  the  Annual  Meeting  at  Ottawa.    He  touched 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


423 


upon  many  points  of  present  day  interest  in  the  course  of 
his  remarks,  and  particularly  outlined  the  present  posi- 
tion as  regards  legislation  and  The  Institute  s  efforts  to 
obtain  better  recognition  in  the  shape  of  increased  scales 
of  salaries. 

It  is  hoped  that  such  visits  may  occur  oftener  in  the 
future  than  has  been  the  case  in  the  past,  for  in  no  other 
way  will  a  thorough  understanding  between  the  far- 
western  branches  and  the  parent  body  be  so  well 
maintained. 

The  Victoria  Branch  is  initiating  a  new  departure  in 
connection  with  "  reconstruction  "  work,  by  appointing 
a  committee  to  form  what  is  to  be  called,  tentatively, 
the  British  Columbia  Board  of  Industry,  which  committee 
is  to  include  representatives  of  various  interests,  finance, 
manufacturing,  etc.,  returned  soldiers,  boards  of  trade, 
and  such  like  organizations,  with  a  view  to  investigating 
and  assisting  in  the  development  of  industrial  proposi- 
tions and  the  industrial  development  of  the  province 
generally. 

The  membership  it  is  proposed  should  represent 
engineering,  mining,  finance,  boards  of  trade,  B.C. 
Manufacturers  Association,  returned  soldiers,  labour, 
etc.  The  following  have  signified  their  approval  of  the 
plan  and  it  is  expected  will  form  the  preliminary  member- 
ship of  the  Board:  D.  O.  Lewis,  M.E.I.C,  member, 
Board  of  Trade;  Geo.  G.  Bushby,  past-president,  B.  C. 
Manufacturers  Association;  L.  W.  Hargreaves,  manager, 
Canadian  Bank  of  Commerce;  L.  A.  Gritten,  Department 
of  Soldiers'  Civil  Re-Establishment;  C.  W.  Winkel, 
Department  of  Soldiers'  Civil  Re-Establishment;  W.  M. 
Everall,  A.M.E.I.C,  Captain,  C.E.F.;  G.  P.  Napier, 
A.M.E.I.C,  Lieutenant,  C.E.F.;  N.  A.  Yarrow, 
A.M.E.I.C,  manager,  Yarrow's  Limited;  R.  W. 
Macintyre,  M.E.I.C,  Councillor,  The  Engineering  Institute 
of  Canada;  J.  B.  Holdcroft,  A.M.E.I.C,  secretary,  Victoria 
Branch,  The  Engineering  Institute  of  Canada;  G.  W. 
Wilkinson,  chief  inspector  of  Mines,  B.C. 

It  is  intended  that  the  above  shall  form  an  expert 
council  for  the  purpose  of  investigating  and  reporting 
upon  proposed  developments,  conducting  an  industrial 
survey  of  the  province,  and  such  other  activities  as  may  be 
determined  upon,  and  more  especially  to  use  its  influence 
to  secure  the  actual  undertaking  of  such  developments 
under  satisfactory  conditions. 

The  organization  meeting  was  held  on  April  16th 
at  the  rooms  of  The  Institute,  the  objects  being  to 
furnish  a  central  body  to  co-ordinate  the  efforts  of  all  the 
existing  organizations,  boards  of  trade,  etc.,  for  the 
industrial  development  of  the  province. 

Peterborough  Engineers'  Club 

A  meeting  of  the  Club  was  held  on  April  12th,  1919 
at  which  Fraser  S.  Keith,  Secretary  of  The  Engineering 
Institute  of  Canada  was  present.  The  matter  of  organizing 
a  branch  of  The  Institute  was  discussed  and  a  committee 
was  appointed  to  bring  in  a  report  at  the  regular  meeting 
in  May  on  the  advisability  of  taking  this  step.  There  are 
already  in  Peterborough  about  fifteen  corporate  members 
of  The  Institute  and  at  least  fifteen  more  have  signified 
their  intention  of  joining.  Mr.  Keith  addressed  the 
meeting  on  the  aims  and  scope  of  The  Institute. 


The  annual  election  of  the  Club  took  place  at  the 
same  meeting  with  the  following  results:  Honorary 
President,  C  E.  Canfield;  President,  G.  R.  Munro, 
A.M.E.I.C;  Vice-President,  R.  H.  Parsons,  A.M.E.I.C; 
Secretary-Treasurer,  R.  L.  Dobbin,  A.M.E.I.C;  Directors: 
two  years,  R.  B.  Rogers,  P.  L.  Allison,  H.  O.  Fish;  one 
year,  E.  R.  Shirley,  Jas.  Mackintosh,  G.  R.  Langley. 

The  Border  Cities  Branch 

A.  C.  Williams,  M.E.I.C,  Secretary. 

The  name  "  Border  Cities  "  as  chosen  for  our  branch 
is  derived  from  the  fact  that  the  five  cities  or  towns  of 
Ford,  Walkerville,  Windsor,  Sandwich  and  Ojibway, 
adjoin  one  another  and  are  located  in  Essex  County, 
Ontario,  on  the  Detroit  River,  which  is  the  natural  border 
line  between  the  State  of  Michigan,  U.S.A.,  and  the 
Province  of  Ontario  at  this  point.  The  name  follows  out 
the  idea  widely  advertised  by  the  Border  Chamber  of 
Commerce  and  the  Windsor  daily  paper,  which  is  called 
"  The  Border  Cities  Star." 

The  big  outstanding  feature  in  the  establishment  of 
this  branch  was  the  fact  that  the  idea  met  with  no  opposi- 
tion whatsoever  but  was  warmly  supported  by  all  engineers 
and  others  interested  in  the  profession.  The  branch  idea 
was  first  suggested  and  fostered  by  Mr.  A.  J.  Stevens, 
Acting  District  Engineer,  Dominion  Public  Works 
Department,  Windsor,  Ontario,  and  great  credit  is  to  be 
given  him  for  promulgating  the  big  idea  and  ably  assisting 
in  bringing  about  the  results  which  we  have  attained. 
The  first  informal  gathering  was  held  in  Mr.  Steven's  office 
on  the  afternoon  of  January  17th,  for  the  purpose  of 
ascertaining  the  expression  and  spirit,  of  the  local  engin- 
eers to  the  proposed  branch.  Mr.  Stevens  was  unani- 
mously elected  Chairman  and  Secretary  pro  tern,  and 
stated  briefly  the  objects  of  The  Institute  and  the  advant- 
ages of  having  a  branch  established  in  this  vicinity.  The 
Chairman  asked  each  and  every  member  present  for  an 
opinion  on  the  subject,  and  without  exception  it  was  given 
hearty  approval  and  support.  The  meeting  adjourned 
after  the  Chairman  had  called  a  meeting  for  the  evening 
of  January  23rd  for  the  purpose  of  crystallizing  action. 

At  the  meeting  of  January  23rd,  the  Chairman  read 
a  communication  from  Fraser  S.  Keith,  stating  that  all 
members  residing  within  a  certain  radius  of  Windsor 
Post  Office  were  members  of  the  Branch.  This  ruling 
admitted  all  members  residing  in  Detroit  and  neighboring 
suburbs.  It  was  moved,  seconded,  and  unanimously 
approved  that  the  Chairman  draw  up  a  formal  application 
for  the  establishment  of  a  local  branch,  procure  as  many 
names  as  possible,  and  submit  same  to  Headquarters  in 
Montreal.  The  formal  application  went  forward  from 
Windsor  under  date  of  January  17th,  signed  by  more  than 
twenty  members  and  associate  members.  Under  date  of 
February  25th,  Mr.  Stevens  was  advised  that,  at  a  meeting 
of  the  Council  held  since  the  Annual  Meeting,  our  appli- 
cation was  favorably  acted  upon  and  we  were  forthwith 
authorized  to  proceed  with  the  organization  of  the  Branch. 

It  was  particularly  desirous  to  have  Fraser  S.  Keith, 
General  Secretary,  Montreal,  present  to  assist  in  the 
organization,  and  with  this  in  view  Mr.  Stevens  opened 
negotiations  with  Mr.  Keith,  who  arrived  in  Windsor  the 
afternoon  of  Friday,  March  14th.    He  was  met  at  the 


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Windsor  Ferry  and  taken  by  automobile  to  the  offices  of 
the  Canadian  Steel  Corporation,  in  Ojibway.  Here  Mr. 
Keith  was  welcomed  by  officials  of  the  Corporation  and 
shown  over  the  extensive  grounds,  where,  some  day,  is 
destined  to  stand  the  largest  steel  mills  in  Canada.  The 
party  examined  in  detail  the  great  coal  and  ore  unloading 
docks,  blast  furnace  sites,  and  other  points  of  interest. 

In  the  evening  an  open  meeting  of  engineers  and  those 
interested  in  engineering  was  held,  to  meet  Mr.  Keith, 
Secretary,  The  Engineering  Institute  of  Canada,  in  the 
Banquet  Room  of  the  Border  Chamber  of  Commerce  in 
the  city  of  Windsor,  on  the  14th  day  of  March,  1919, 
Mr.  A.  J.  Stevens  acting  as  Chairman. 

An  informal  lunch  was  held  at  6.30  p.m.  The 
following  gentlemen  were  present:  E.  J.  Mclntyre,  W.  G. 
Mixer,  Geo.  J.  Burgess,  F.  G.  Campbell,  J.  E.  Porter, 
H.  J.  Townsend,  A.  E.  Eastman,  R.  A.  Ferguson,  R.  A. 
McAllister,  L.  E.  Collins,  H.  Thome,  J.  S.  Nelles,  all  of 
Canadian  Steel  Corporation;  C.  D.  Henderson,  G.  C. 
Vrooman,  D.  L.  Alexander,  F.  H.  Kester,  R.  A.  Spencer, 
S.  E.  McGorman,  G.  C.  Williams,  all  of  Canadian  Bridge 
Company;  E.  F.  Considine  and  S.  G.  Newlands  of  the 
Great  Lakes  Dredging  Company;  Chas.  O.  Farr,  W.  R. 
Rhoads  and  L.  T.  Venney,  of  Morris  Knowles,  Limited; 
F.  J.  Bridges,  R.  A.  Carlyle  and  A.  J.  Stevens,  of  the 
Public  Works  Department;  R.  W.  Code,  A.  H.  McPhail, 
J.  R.  Sculland,  B.  A.  Rose,  S.  E.  Dinsmore,  M.  E.  Brian, 
L.  McGill  Allan,  J.  J.  Newman,  C.  R.  McColl  and  R. 
Westcott,  of  Windsor;  E.  G.  Henderson,  Canadian  Salt 
Company;  J.  Shand,  Shand  Contracting  Company;  and 
John  A.  W.  Brown,  Trussed  Concrete  Steel  Company. 

After  lunch,  Mr.  Stevens,  in  a  few  chosen  words, 
dealt  with  the  value  of  the  engineer  to  the  public,  the 
interest  he  should  take  in  public  problems,  and  the 
possibilities  of  this  district  from  an  engineering  standpoint. 
He  then  introduced  Mr.  Fraser  S.  Keith,  the  guest  of  the 
evening. 

Mr.  Keith  then  dwelt  upon  the  aims  and  objects  of 
The  Engineering  Institute  of  Canada,  the  necessity  of 
joining  such  an  organization,  and  the  benefits  to  be 
derived  therefrom. 

At  the  conclusion  of  Mr.  Keith's  remarks,  a  "  get- 
acquainted-movement  "  was  started, — each  man  present 
being  called  upon  to  tell  what  his  name  was,  his  business, 
and  any  statements  he  would  like  to  make  for  the  better- 
ment of  The  Institute. 

A  hearty  vote  of  thanks  was  tendered  Mr.  Keith 
upon  the  motion  of  E.  C.  Henderson  and  seconded  by 
E.  E.  Brian,  for  his  interest  in  The  Institute  and  the 
information  imparted  to  the  gentlemen  present. 

Owing  to  the  lateness  of  the  hour,  it  was  decided  to 
postpone  to  March  21st  the  formal  organization  and 
election  of  officers.  

At  the  meeting  for  the  purpose  of  organization, 
election  of  officers  and  other  business  held  on  March  21st, 
the  following  officers  were  elected:  Chairman,  J.  A. 
Brown,  A.M.E.I.C;  Secretary,  G.  C.  Williams,  M.E.I.C; 
Treasurer,  F.  J.  Bridges,  M.E.I.C;  Executive  Committee, 
H.  J.  Thorne,  A.  J.  Stevens  and  M.  E.  Brian. 

Meetings  of  the  Executive  were  held,  at  4.30  p.m.,  on 
March  24th  and  April  1st,  for  the  purpose  of  drafting 
Branch  By-laws  to  be  submitted  at  the  next  regular 
meeting  for  discussion,  and,  if  approved,  to  be  forwarded 
to  Montreal  for  final  approval. 


PERSONALS 


C.  J.  Mackenzie,  A.M.E.I.C,  who  recently  returned 
from  overseas  has  resumed  his  duties  as  Professor  of 
Civil  Engineering  at  the  University  of  Saskatchewan. 

W.  M.  Everall,  A.M.E.I.C,  has  been  appointed  by 
the  Victoria  Branch  as  Chairman  in  place  of  W.  Young, 
M.E.I.C,  resigned,  and  E.  N.  Horsey,  A.M.E.I.C,  has 
been  appointed  to  the  vacancy  on  the  Executive  Com- 
mittee. 

Lieut.  H.  L.  Swan,  A.M.E.I.C,  who  served  in  France 
with  the  3rd  Divisional  Engineers,  has  returned  to  Canada 
and  has  resumed  his  occupation  with  the  Kettle  Valley 
Railway  Company  at  Penticton,  B.C. 

Lieut.  A.  J.  Lawrence,  Canadian  Engineers, 
A.M.E.I.C,  recently  returned  from  overseas,  has  been 
appointed  Sales  Engineer  in  the  Storage  Battery  and  Fire 
Alarm  Section  of  the  Northern  Electric  Company,  Limited, 
with  headquarters  in  Montreal. 

W.  J.  Gale,  A.M.E.I.C,  who  has  taken  a  prominent 
part  in  the  affairs  of  the  Calgary  Branch,  enjoys  the 
distinction  of  being  the  partner  of  the  acting-mayor  of 
the  City  of  Calgary.  Mrs.  Gale  is  the  first  woman  in  the 
history  of  the  British  Empire  to  sit  in  the  chief  magistrate's 
chair  of  an  important  municipality. 

Major  Jas.  McGregor,  A.M.E.I.C,  resident  engineer 
of  the  Halifax  ocean  terminals  is  back  after  two  years' 
service  in  the  Third  Battalion  of  Canadian  railway  troops. 
Major  McGregor  reached  France  in  time  for  Vimy  Ridge 
and  has  been  engaged  chiefly  in  building  light  railways 
and  repairing  standard  gauge  roads  destroyed  by  the 
Germans. 

Brigadier-General  McCuaig,  C.M.G.,  D.S.O., 
A.M.E.I.C,  arrived  in  Halifax  on  the  Olympic  on  April 
21st,  which  conveyed  the  first,  second,  third  and  fourth 
battalions  of  the  Canadians.  Brig.-Gen.  McCuaig  was 
the  senior  officer  aboard  the  Olympic.  His  great  war 
record  is  already  well  known  throughout  Canada  and  to 
his  fellow  members  in  The  Institute. 

J.  N.  de  Stein,  M.E.I.C,  the  enthusiastic  secretary- 
treasurer  of  the  Saskatchewan  Branch  has  joined  with 
R.  W.  Parsons,  M.E.I.C,  and  Lt.-Col.  J.  L.  R.  Parsons, 
C.M.G.,  D.S.O.,  in  the  Parsons  Engineering  Company, 
engineers  and  surveyers,  1704  Scarth  Street,  Regina. 
Lt.-Col.  Parsons  is  President,  W.  R.  Parsons,  Vice-Presi- 
dent, and  J.  N.  de  Stein,  Manager.  They  propose  carrying 
on  their  business  of  surveying  and  engineering  work. 

Wallace  R.  Harris,  M.E.I.C,  who  has  been  con- 
nected with  the  Portland  Cement  Association  in  an  official 
capacitv  has  accepted  the  position  of  editor  of  Engineering 
World, "  Monadnock  Block,  Chicago,  and  assumed  the 
responsibility  of  his  editorship  on  the  1st  of  April.  Mr. 
Harris  brings  to  his  new  position,  training,  experience  and 
ability,  which  assure  for  him  an  unqualified  success  in  his 
new  field  of  activity. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


425 


Lieut.  F.  G.  Aldous,  R.E.,  A.M.E.I.C,  writes  from 
the  7th  Field  Survey  Company,  Royal  Engineers, 
Egyptian  Expeditionary  Force,  inquiring  as  to  conditions 
in  Canada  and  what  the  prospects  will  be  on  his  return. 
It  is  most  interesting  to  note  that  Lieut.  Aldous  is  at 
present  on  a  survey  of  the  country  between  Damascus 
and  Aleppo.  Lieut.  Aldous  was  assured  that  The  Institute 
is  prepared  to  do  its  utmost  to  secure  positions  for  men 
like  himself  who  have  been  far  afield  and  exiled  from  their 
former  associations. 

A.  D.  Creer,  M.E.I.C.,  who  has  been  for  a  number  of 
years  chief  engineer  of  the  Vancouver  District,  Joint 
Sewerage  and  Drainage  Board,  left  Montreal  on  April 
19th  for  England  on  a  combined  pleasure  and  business 
trip.  Mr.  Creer  was  secretary  of  the  Vancouver  Branch 
for  a  number  of  years  and  has  taken  a  very  active  part  in 
Institute  affairs.  On  his  return  he  proposes  engaging  in 
consulting  engineering,  having  already  been  appointed 
consulting  engineer  to  the  Vancouver  Disrict,  Joint 
Sewerage  and  Draining  Board  at  Vancouver. 

Major  C.  C.  Lindsay,  B.Sc,  S.E.I.C.,  of  Quebec, 
returned  to  Canada  from  overseas  in  March  and  has  been 
appointed  Assistant  Engineer  of  the  Reclamation  Branch 
of  the  Department  of  the  Interior.  Major  Lindsay  went 
overseas  in  1915  as  a  sapper  with  the  Sixth  Field  Company, 
Canadian  Engineers,  and  in  August,  1915,  he  was  trans- 
ferred to  the  Royal  Engineers  as  Second  Lieutenant. 
He  won  promotion  on  the  field  and  was  finally  gazetted 
a  Major.  During  his  military  operations  he  was  wounded 
and  received  the  Belgian  Croix  de  Guerre. 

Major  A.  R.  Sprenger,  A.M.E.I.C,  C.E.,  returned  to 
Canada  recently  on  a  hospital  ship,  and  is  at  present 
convalesing  at  the  military  hospital,  St.  Anne  de  Bellevue. 
For  over  a  year  Major  Sprenger  was  employed  in  aero- 
drome construction,  in  the  war  office  and  air  ministry,  and 
supervised  the  construction  of  over  forty  aerodromes 
representing  a  cost  of  over  thirty-three  million  dollars. 
Major  Sprenger  saw  active  service  with  the  1st  Division, 
and  was  wounded  at  Cagnicourt  in  September  last,  since 
which  time  he  has  been  incapacitated.  He  expects  to 
return  to  engineering  work  as  soon  as  his  physical  con- 
dition permits. 

Lieut.-Col.  Robert  Bickerdike,  D.S.O.,  M.E.I.C,  as 
been  appointed  commanding  officer  of  the  Grenadier 
Guards  and  will  bring  the  87th  Battalion  home  when  its 
turn  comes.  Lieut.-Col.  Bickerdike  entered  military 
service  after  his  graduation  from  McGill  University. 
Before  the  outbreak  of  war  he  joined  the  58th  Westmount 
Rifles  as  a  Lieutenant.  When  the  87th  Grenadiers  were 
raised  he  joined  as  a  subaltern  and  went  overseas  with  that 
unit.  Early  in  1916,  Lieut.  Bickerdike  received  his 
captaincy.  After  being  severely  wounded  in  Regina 
Trench,  October,  1916,  he  received  his  majority.  Now  he 
has  been  appointed  Lieutenant-Colonel  in  command  of 
the  87th  Battalion. 

Colonel  Alexander  McPhail,  C.M.G.,  D.S.O., 
M.E.I.C,  has  returned  to  Canada  on  the  Olympic. 
Col.  McPhail  who  is  a  brother  of  Sir  Alexander  McPhail, 
graduated  from  the  Faculty  of  Applied  Science,  McGill 
University,  and  after  winning  a  scholarship  studied  for 
three  years  in  Germany.     He  took  up  construction  work 


in  the  United  States  and  afterwards  became  lecturer  at 
Queen's  University,  and  from  there  he  went  to  the  Royal 
Military  College.  Col.  McPhail  sailed  with  the  First 
Division  as  a  Captain  and  has  made  a  great  name  for 
himself  as  commander  of  the  First  Brigade  Canadian 
Engineers,  and  in  carrying  on  engineering  operations  in 
connection  with  the  war. 

Dr.  John  S.  Bates,  A.M.E.I.C,  has  resigned  his 
position  as  Superintendent  of  the  Forest  Products  Labora- 
tories of  Canada,  at  Montreal,  where  he  had  been  for  the 
past  five  years,  and  has  accepted  the  position  of  Chemical 
Engineer  with  Price  Brothers  &  Company  Limited, 
Kenogami,  Quebec.  He  will  undertake  special  technical 
work  in  their  pulp,  paper,  and  lumber  mills,  and  other 
organizations.  Dr.  Bates  is  a  graduate  of  Acadia  Uni- 
versity, Nova  Scotia,  and  Columbia  University,  New 
York,  having  the  degrees  of  Chemical  Engineer  and  Ph.D. 
For  three  years  of  the  period  when  he  was  Superintendent 
of  Forest  Products  Laboratories,  he  occupied  the  position 
of  chemical  representative,  Explosives  Department,  for 
the  Imperial  Munitions  Board.  .  From  the  time  of  its 
organization,  in  1915,  to  the  present  date  he  has  been 
chairman  of  the  technical  section  of  the  Canadian  Pulp 
and  Paper  Association  and  has  taken  a  leading  interest  in 
all  matters  pertaining  to  the  development  of  this  branch  of 
Canada's  natural  resources. 

New  Chief  Engineer 

Ivan  E.  Vallee,  B.A.Sc,  A.M.E.I.C,  is  a  member  of 
the  Quebec  Branch  of  The  Institute,  and  has  recently 
been  appointed  Chief  Engineer  and  Director  of  Railways 
in  the  Department  of  Public  Works  and  Labour  of  the 
Province  of  Quebec,  and  is  also  Engineer  of  the  Public 
Services  Commission. 

At  a  recent  sitting  of  the  Provincial  Cabinet  Mr. 
Vallee  was  called  to  fill  the  important  position  left  vacant 
through  the  death  of  his  father,  L.  A.  Vallee,  M.E.I.C. 

Mr.  Vallee  was  born  at  Quebec,  February  11th,  1887. 
He  completed  his  engineering  course  in  1910  at  the  Ecole 
Poly  technique,  Laval  University;  when  he  was  granted, 
with  honours,  the  diplomas  of  Civil  Engineer  and  Chem- 
ical Engineer,  and  the  B.A.Sc.  Degree. 

From  1910  till  recently  he  has  occupied  the  position 
of  Assistant  to  the  Chief  Engineer  and  Director  of 
Railways. 

The  Quebec  Branch  heartily  congratulates  Mr. 
Vallee  on  his  promotion. 

New  Military  Organization 

Major  F.  J.  O'Leary,  M.C.,  (two  bars),  S.E.I.C, 
arrived  in  Montreal  on  April  19th,  on  the  Carmania.  After 
graduating  from  McGill  University,  Major  O'Leary  went 
west  where  he  was  engaged  in  construction  work  in 
Saskatoon.  He  went  overseas  with  the  53rd  Infantry 
Battalion  from  Winnipeg  and  Saskatoon  and  crossed  to 
France  with  the  142nd  battalion  as  Lieutenant.  Shortly 
afterwards  he  was  put  in  command  of  the  Canadian  Trench 
Mortar  Battery,  11th  Brigade  Staff,  then  at  Canadian 
Corps  Headquarters  on  the  staff  of  the  D.A.A.G.,  and 
later  as  staff  captain  with  the  first  Canadian  Division 
Engineers. 

Major  O'Leary  is  taking  an  active  interest  in  the 
welfare  of  all  the  Canadian  Engineers  and  is  secretary  of  an 


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organization  composed  of  the  engineers  with  the  First 
Canadian  Division  which  is  organized  to  look  after  the 
interests  of  the  engineers  who  have  seen  service.  The 
officers  of  the  new  association  elected  in  France  are  Sir 
A.  C.  Macdonell,  K.C.B.,  C.M.G.,  D.S.O.,  M.E.I.C, 
Col.  A.  Macphail,  C.M.G.,  D.S.O.,  M.E.I.C,  Lieut.-Col. 
J.  M.  Rolston,  D.S.O.,  M.E.I.C,  Lieut.-Col.  E.  Pepler, 
D.S.O.,  and  Major  F.  J.  O'Leary,  M.C  (two  bars). 

Returns  from  Siberia 

Colonel  J.  S.  Dennis,  C.M.G.,  M.E.I.C,  Chief  Com- 
missioner of  the  Department  of  Colonization  of  the  C.P.R., 
returned  from  Russia  by  way  of  Japan  and  Vancouver, 
arriving  in  Montreal  on  Tuesday,  April  22nd. 

Colonel  Dennis  went  to  Siberia  last  fall  as  Director 
of  Transportation  and  Information  on  the  General  Staff 
of  the  Canadian  Military  Expedition  and  in  addition  was 
chairman  of  the  Canadian  Trade  Commission,  appointed 
by  order-in-council  last  October,  to  study  trade  conditions 
in  Siberia.  He  was  also  Canadian  Red  Cross  Com- 
missioner for  Siberia. 

At  the  meeting  of  the  Montreal  Branch  held  on  April 
24th,  Colonel  Dennis  was  warmly  welcomed.  He  out- 
lined briefly  the  situation  in  Siberia  which  lead  to  the 
decision  to  withdraw  the  Canadian  forces. 

He  stated  that,  for  an  engineer,  Siberia  possessed 
great  possibilities  and  the  undeveloped  natural  resources 
were  possibly  the  greatest  on  earth.  The  great  problem, 
at  the  moment,  from  an  engineering  and  national  view- 
point, was  to  resurrect  the  Trans-Siberian  Railway  and 
until  that  was  done  there  would  be  little  progress.  The 
existing  political  and  transportation  conditions  there 
render  it  impossible  to  hope  for  the  establishment  of  trade 
relations  on  a  satisfactory  basis  at  present. 

Railway  Construction  in  France 

Major  H.  B.  Muckleston,  M.E.I.C,  returned  to 
Canada  last  month  after  spending  several  years  at  the 
front  engaged  in  the  construction  of  railways,  and  has 
returned  to  Calgary  to  resume  his  former  duties  as  assis- 
tant chief  engineer,  irrigation  branch,  Canadian  Pacific 
Railway. 

Going  overseas  with  the  4th  Pioneer  Battalion,  he 
joined  the  1st  Canadian  Railway  Troops  in  France  and 
was  engaged  with  them  on  standard  gauge  work  all  over 
France.  Major  Muckleston  was  invalided  on  October 
25th,  1918,  and  spend  two  months  in  a  London  hospital. 
He  returned  to  Canada  on  the  Scotian,  landing  at  St.  John, 
March  1st. 

During  a  pleasant  call  at  headquarters'  office, 
Major  Muckleston  outlined  some  of  the  work  which  was 
carried  on  by  the  Railway  Troops  under  the  command  of 
Lieut.-Col.  Blair  Ripley,  M.E.I.C.  There  was  included 
in  the  same  Battalion,  Major  Thos.  Louden,  A.M.E.I.C, 
Major  A.  R.  Ketterson,  A.M.E.I.C,  and  Major  F.  B. 
Cross,  A.M.E.I.C. 

The  first  piece  of  work  ran  to  Albert — "  The  Canadian 
Pacific  "  —followed  by  a  60  cm.  gauge  road  over  the  first 
Somme.  After  the  German  retirement  in  the  spring  of 
1917,  the  Canadian  Railway  Troops  were  placed  on  the 
construction  of  standard  gauge  lines,  including  the 
building  of  a  line  from  Lechapellette,  through  and  in- 
cluding the  yards  at  Peronne,  to  Roiselle,  and  to  Epehy. 
This  was  a  double  track  standard  gauge  line  and  included 
three  bridges  over  the  Somme,  and  a  dozen  other  bridges. 


In  July,  1917,  the  battalion  moved  to  Dunkirk  and  made 
a  division  line  around  Dunkirk.  From  there  the  bat- 
talions were  directed  to  the  International  Corner  in  Bel- 
gium where  about  five  miles  of  line  were  built  under  fire, 
and  a  bridge  over  the  Yser  Canal.  The  battalion  re- 
mained there  until  March  of  1917,  when  they  were 
ordered  to  Palestine;  but  were  held  when  the  German 
drive  commenced  and  were  immediately  engaged  in 
building  defences,  including  a  hundred  miles  of  trenches, 
machine  gun  pits,  etc.  Following  this  a  railway  line  was 
built  from  Frevent  to  Hesdin,  a  distance  of  seventeen 
miles,  including  a  bridge  sixty  feet  high  and  five  hundred 
feet  long. 

On  August  8th,  1918,  when  the  allied  drive  com- 
menced the  battalion  moved  to  Amiens  and  rebuilt  the 
line  from  Amiens  through  to  Marcoing,  with  the  exception 
of  five  miles  built  by  the  French  and  by  other  Canadians, 
which  included  a  line  built  in  the  spring  of  1917,  with 
additions  at  each  end.  They  then  moved  to  Lecateau, 
east  of  Cambrai,  and  from  there  built  into  Mons  following 
the  drive. 

Brig.-Gen.  C.  H.  Mitchell,  C.B.,  C.M.G.,  D.S.O. 

The  early  anticipated  return  of  Gen.  Mitchell  to 
Canada  to  assume  the  position  of  Dean  of  the  Faculty  of 
Engineering  and  Applied  Science  of  Toronto  University, 
draws  attention  to  the  wonderful  career  which  has  been 
his  since  going  overseas  with  the  First  Canadian  Division 
on  September  22nd,  1914.  Immediately  on  the  outbreak 
of  war,  Gen.  Mitchell  enlisted  with  the  First  Central 
Ontario  Regiment  of  the  Canadian  Overseas  Forces  and 
was  appointed  to  the  General  Staff  Intelligence  Depart- 
ment as  General  Staff  Officer,  third  grade,  and  seconded 
for  Imperial  service.  On  September  13th,  1915,  on 
formation  of  the  Canadian  Army  Corps,  he  was  promoted 
as  General  Staff  Officer,  second  grade,  and  on  October 
12th,  1916,  was  appointed  General  Staff  Officer,  first 
grade,  with  the  Second  Army  in  France  as  an  officer  in 
the  Imperial  service.  On  the  despatch  of  the  force  to 
Italy  on  November  10th,  1917,  he  was  again  promoted  as 
General  Staff  Officer  at  Headquarters  with  the  British 
forces  in  Italy  and  remained  in  this  capacity  until  January 
18th,  1919,  when  General  Headquarters  disbanded. 

His  honours  and  awards  include  the  following: — 
Distinguished  Service  Order,  June,  1916;  Companion  of 
St.  Michael  and  St.  George,  June,  1917;  and  Companion 
of  the  Bath,  June,  1918.  His  foreign  honours  are: — 
Legion  of  Honour,  Officier  (France),  February,  1916; 
Order  of  Leopold,  Officier  (Belgium),  June,  1917;  Croix  de 
Guerre  (Belgium),  January,  1918;  Crown  of  Italy,  Officier 
(Italy),  March,  1918;  Croci  di  Guerre  (Italy),  December, 
1918.  In  addition  to  this  he  was  mentioned  in  despatches 
January  and  May,  1916;  May  and  December,  1917;  and 
May  and  December,  1918. 

Gen.  Mitchell  was  engaged  in  operations  as  follows: 
With  the  First  Canadian  Division,  France,  from  February 
9th  to  September  12th,  1915;  in  line — Neuve  Chapelle  to 
Bois  Grenier —  March  1915;  Second  Battle  of  Ypres — 
April  22nd  to  May  4th,  1915;  Battle  of  Festubert— May 
19th  to  28th,  1915;  Battle  of  Givenchy— June  15th  to 
16th,  1915;  and  Ploegssteert  to  Wulverghem — June  to 
September,  1915.  He  was  with  the  Canadian  Army 
Corps,  September  13th,  1915,  to  October  11th,  1916; 
in  line — Ploegssteert  to  St.  Eloi — September,  1915,  to 
March  1916;  and — St.  Eloi  to  Hooge — April  to  August, 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


427 


1916;  Battle  of  St.  Eloi— April  6th  to  7th,  1916;  Battle  of 
Observatory  Ridge— June  2nd  to  13th,  1916;  the  Battle  of 
the  Somme — 1916;  Courcelette — September  15th;  Schwa- 
ben  Redoubt  and  Hessian  Trench — September  26th;  and 
Regina    Trench — October    8th.     He    served    with    the 
Second  Imperial  Army,  October  12th,  1916,  to  November 
10th,  1917;  line — Neuve  Chapelle  to  Boesindhe  (Ypres)— 
October,  1916,  to  June,  1917;  Frelinghien  (Lys)  toHooge 
June  to  August,  1917;  Frelinghien  (Lys)  to  Zonnebeke 
September    to    October,     1917;    Frelinghien    (Lys)    to 
Passchendaele — October  to  November,   1917;  Battle  of 
Messines — June  7th,    1917;  Battle  of  Flanders,   Menin 
Road — September  20th,  1917;  Polygon  Wood— September 


OBITUARIES 


Lota's  Andre  Vallee,  M.E.I.C. 

The  City  of  Quebec  lost  a  valuable  citizen ;  the  engin- 
eering profession,  in  the  Province  of  Quebec,  one  of  its 
leading  members;  and  the  Provincial  Government,  one  of 
its  most  responsible  officials;  in  the  passing  away,  on  the 
10th  of  March,  of  Louis-Andre  Vallee,  M.E.I.C,  Chief 
Engineer  and  Director  of  Railways  in  the  Department  of 
Public  Works  and  Labour  of  the  Province  of  Quebec,  and 
Engineer  of  the  Quebec  Public  Utilities  Commission. 

The  deceased  had  attained  the  age  of  67  years  and 
three  months,  and  had  had  a  notable  career  in  this  Province. 
He  was  born  at  Beauport,  Quebec  County,  on  November 
30th,  1851.  He  was  educated  at  Laval  Normal  School. 
Quebec,  and  entered  the  employ  of  the  Sherbrooke  and 
Eastern  Townships  Railway,  as  an  apprentice  engineer. 


|  i Brigadier-General,  Charles  Hamilton  Mitchell, 
C.B.,  C.M.G.,  D.S.O.,  M.E.I.C. 

26th,  1917;  Broodseinde— October  4th,  1917;  and  Pass- 
chendaele— October  12th,  1917,  October  26th,  1917, 
October  30th,  1917,  November  6th  and  10th,  1917.  He 
served  with  the  British  forces  in  Italy  (G.H.Q.),  November 
10th,  1917,  to  January  18th,  1919;  in  line  Piave— 
Montello,  November,  1917,  to  March,  1918;  and  on  Asiago 
Plateau — April  to  September,  1918;  and  Battle  Asiago— 
Austrian  "Offensive" —  June  15th,  1918;  in  line  on 
Piave  (Grave  Di  Papadopoli) — October  to  November, 
1918;  Battle  of  Vittorio — Veneto  (Piave  and  Tagliamento 
Rivers),  October  to  Armistice,  November  4th,  1918. 

Word  has  just  been  received  of  the  promotion  of  Col. 
Mitchell  to  the  rank  of  Brigadier-General  while  seconded 
to  the  Imperial  Service,  the  promotion  to  date  from 
October  last. 


Late  L.  A.  Vallee,  M.E.I.C. 

in  1869;  and  remained  in  that  position  for  one  year.  From 
1870  to  1876,  he  was  employed  on  the  North  Shore  Rail- 
way as  rod-man,  leveller,  and  transitman  on  location  and 
construction  work.  From  1876  to  1882,  he  was  assistant 
and  divisional  engineer  in  charge  of  construction  and 
maintenance-of-way  on  the  Quebec,  Montreal,  Ottawa 
and  Occidental  Railway,  which  was  afterwards  absorbed 
by  the  C.P.R.  In  1862,  he  was  appointed  Government 
Engineer  and,  in  1895,  was  made  Director  of  Railways  for 
the  Province  of  Quebec,  filling  both  positions  to  the  time 
of  his  death.  In  addition  to  the  above  he  was,  in  1909, 
appointed  Engineer  of  the  Quebec  Public  Utilities  Com- 
mission. 

Mr.  Vallee  was  a  member  of  the  Canadian  Society  of 
Civil  Engineers  of  Canada  since  its  formation  in  1887, 


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JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF     CANADA 


and  was  appointed  to  the  Council  of  that  body  in  1894, 
in  1903,  and  again  in  1909.  He  was  chairman  of  the 
Quebec  Branch  of  The  Society  in  1909.  He  was  also  a 
member  of  many  technical  and  scientific  societies. 

On  April  20th,  1879,  he  married  Marie  Celina  Amanda, 
daughter  of  the  late  Charles  Boromee  Genest,  attorney- 
at-law  and  member  of  the  Quebec  Legislative  Assembly 
for  Three  Rivers.  He  is  survived  by  his  wife,  six  sons, 
four  daughters  and  nineteen  grand-children.  Amongst 
his  sons  is  Mr.  Ivan  E.  Vallee,  who  occupied  the  position 
of  first  Assistant  Engineer  and  Assistant  Director  of 
Railways. 

The  late  Mr.  Vallee  is  said  to  have  been  the  Dean  of 
the  Interior  Civil  Service  of  the  Province,  and,  in  the 
course  of  his  useful  career,  he  was  widely  known  through- 
out Canada,  but  more  particularly  in  this  Province,  where 
he  planned  and  directed  the  construction  of  many  rail- 
ways and  steel  bridges. 

His  death  is  deplored  by  the  entire  community  and 
sincere  sympathy  is  extended  to  his  family  in  the  great 
loss  they  have  sustained. 

N.  M.  Thornton,  M.E.I.C. 

N.  M.  Thornton,  M.E.I.C,  who  was  until  recently 
chairman  of  the  Edmonton  Branch  died  on  February 
23rd,  1919,  at  the  age  of  43  years.  The  late  Mr.  Thornton 
was  born  at  Corbridge-on-Tyne  and  was  connected  with 
collieries  in  Cumberland,  Northumberland  and  Durham, 
England,  maintaining  his  connection  with  several  of  them 
after  his  arrival  in  Canada.  He  came  to  this  country  in 
1911  as  manager  of  the  Mount  Park  Coal  Company, 
Alberta.  In  August  last  year  he  resigned  his  position 
with  the  Mount  Park  Coal  Company  and  opened  an 
office  as  a  general  consulting  engineer,  in  the  City  of 
Edmonton.  He  entered  The  Institute  in  January,  1915, 
and  during  his  membership  evinced  a  very  lively  interest 
in  the  affairs  of  the  engineering  profession. 

George  Herbert,  Garden,  M.E.I.C. 

One  of  the  original  members  of  The  Institute  in  the 
person  of  George  Herbert  Garden,  passed  away  at  Rouses 
Point  on  March  29th,  1919.  The  late  Mr.  Garden  was 
born  April  5th,  1849,  at  Woodstock,  N.B.,  and  was  a 
resident  of  Montreal  for  nearly  twenty  years.  He  was 
one  of  the  older  men  in  the  profession  and  had  been  in 
poor  health  for  many  months,  so  that  his  end  was  not 
unexpected.  As  an  engineer  and  as  a  man  he  was  held 
in  the  highest  regard.  During  the  course  of  his  engineering 
career,  which  covered  different  lines  of  activity,  he  spent 
nineteen  years  with  the  Canadian  Pacific  Railway  at 
different  periods. 

Mr.  Garden's  engineering  career  started  when  he  was 
16  years  of  age,  as  an  assistant  to  his  father,  who  was  a 
land  surveyor.  At  the  age  of  20  he  was  appointed  assis- 
tant engineer  on  location  of  the  I.C.R.  at  Newcastle,  N.B., 
He  was  in  charge  of  part  of  the  location  on  the  Crow's 
Nest  Pass  division  of  the  C.P.R.  in  British  Columbia  and 
was  in  charge  of  location  and  construction  on  the  Quebec 


and  Lake  St.  John  Railway,  now  the  Canadian  National 
Railways.  He  was  also  in  charge  of  location  and  con- 
struction of  the  greater  part  of  Laurentian  Division  of 
the  C.  P.  Railway  and  subsequently  became  Chief  Engin- 
eer of  the  Alberta  Railway  and  Coal  Co.,  at  Lethbridge, 
Alta.,  from  1898-1901. 

Two  years  he  was  in  charge  of  the  location  of  part  of 
the  Transcontinental  Railway,  and  his  last  work  before 
being  obliged  to  retire  in  1914,  owing  to  ill  health,  was  in 
charge  of  the  location  of  a  large  part  of  the  C.P.  Railway, 
Montreal-  -Toronto,  (Lake  Shore)  line. 

He  is  survived  by  Mrs.  Garden  and  one  son,  H. 
MackieG.  Garden,  J.E.I.C,  of  the  Imperial  Life  Assurance 
Company  of  Montreal.  Charles  Garden,  M.E.I.C,  of 
Vancouver,  is  an  only  brother.  The  remains  were  brought 
to  Montreal  and  were  followed  from  the  station  to  Mount 
Royal  Cemetery  by  a  large  number  of  friends,  including  a 
number  from  the  engineering  profession. 

Allan   Trovers  Fraser,  A. M.E.I.C. 

Allan  Travers  Fraser,  A. M.E.I.C,  chief  engineer,  in 
the  west,  of  the  Canadian  National  Railways,  whose  home 
was  in  Winnipeg,  but  who,  up  to  the  time  of  his  appoint- 
ment as  chief  engineer,  was  a  resident  of  Edmonton,  Alta., 
was  killed  by  a  snow  slide  in  Ellison  Pass  about  opposite 
Mount  Robson  on  March  31st.  He  was  born  at  Pembroke 
January  13th,  1872,  and  entered  The  Institute,  as  an 
Associate  Member,  March,  1905,  at  which  time  he  was 
divisional  engineer,  with  McKenzie  and  Mann,  in  charge 
of  construction  on  the  Canadian  Northern  Railway.  He 
received  his  education  at  the  School  of  Practical  Science, 
Toronto,  and  his  early  engineering  training  was  with  the 
Canadian  Pacific  Railway  both  in  Ontario  and  during  the 
construction  of  the  Canadian  Pacific  Railway  through  the 
Crows  Nest  Pass.  His  whole  career  was  one  of  promotion 
and  advancement  and  his  passing  leaves  a  blank  in  the 
engineering  life  of  the  prairies.  During  his  residence  in 
Edmonton  he  made  many  friends  and  took  a  lively 
interest  in  the  activities  of  the  Edmonton  branch. 


Recommendation  has  been  presented  to  the  Govern- 
ment of  Newfoundland  that  they  lay  down  an  80  pound 
rail  from  St.  John's  to  Port  aux  Basques,  the  whole  length 
of  the  railway,  which  is  owned  by  the  Government  but 
leased  to  the  Reid-Newfoundland  Company.  It  is  con- 
sidered probable  that  when  this  is  done,  the  guage  of  the 
railway  will  also  be  changed  to  the  standard  guage  and 
that  the  Colony  will  then  have  a  railway  that  will  compare 
with  any  railway  on  the  American  continent.  This  will 
enable  cars  to  be  ferried  from  North  Sydney,  C.B.,  to 
Port  aux  Basques  and  placed  on  the  Newfoundland  rail- 
way and  transported  to  their  destination  on  the  Island. 

Because  of  the  development  going  on  in  New- 
foundland, through  private  and  governmental  enterprise, 
it  is  reasonable  to  expect  that  not  only  will  the  trade  of 
Canada  with  Newfoundland  increase  but  the  trade  between 
Newfoundland  and  other  countries  will  continue  to  grow 
and  make  the  installation  of  modern  means  of  transporta- 
tion increasingly  imperative. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


429 


EMPLOYMENT  BUREAU 


Situations  Vacant 
Draftsman: 

A.  K.  Grimmer,  engineer  of  Kipawa  Fibre  Company, 
Temiskaming,  Que.,  requires  a  first-class  draftsman  and 
officeman.  Will  pay  $175  a  month  and  travelling  expenses 
to  Temiskaming.  Apply  either  direct  to  Mr.  Grimmer  or 
to  W.  S.  Lea  of  R.  S.  &  W.  S.  Lea,  New  Birks  Bldg., 
Montreal. 
Mechanical   Draftsman: 

First  class  mechanical  draftsman  required  by  the 
Electric  Steel  and  Engineering  Company,  Welland,  Ont. 
A  man  able  to  design  machinery.  Geo.  C.  McKenzie, 
general  manager. 

Civil  Service  Commission  of  Canada 

The  Civil  Service  Commission  of  Canada  hereby 
give  public  notice  that  applications  will  be  received  from 
persons  qualified  to  fill  the  following  positions  in  the  Civil 
Service  of  Canada: — 

A  Trade  Commissioner:  Salary  $3,000  per  annum. 

I.  A  Trade  Commissioner,  Department  of  Trade  and 
Commerce,  at  an  initial  salary  of  $3,000  per  annum. 
Candidates  should  be,  preferable,  business  men  of  pre- 
possessing personality,  tact,  fluency  in  conversation, 
facility  in  writing  terse  English  and  ability  to  investi- 
gate and  get  accurate  commercial  information.  The 
person  nominated  for  this  post  may  or  may  not  be 
accepted  for  the  position. 

N.B. — This  is  a  corrected  notice  of  the  position 
advertised  April  3.  Canadidates  need  not  be  university 
graduates  and  the  initial  destination  may  not  be  Vladi- 
vostock,  as  formerly  advertised. 

A  Deputy  Registrar  and  Law  Reporter: 
Salary  $2,900  per  annum. 

II.  A  Deputy  Registrar  and  Law  Reporter  for  the 
Exchequer  Court  of  Canada,  Department  of  Justice,  at 
a  salary  of  $2,900  per  annum,  Grade  B,  of  the  First 
Division.  Applicants  must  be  barristers  of  at  least  5 
years  standing.  They  must  have  a  knowledge  of  both 
official  languages  in  Canada  and  must  be  able  to  speak 
them  with  fluency.  They  must  have  a  practical  experi- 
ence in  sicence  of  law  reporting.  Familiarity  both  with 
the  Common  Law  and  the  Civil  Law  more  especially  in 
matters  of  procedure  and  practice,  will  be  regarded  as 
a  valuable  qualification  for  the  office.  Credentials  in 
respect  of  the  various  qualifications  must  be  produced  by 
candidates  for  the  position. 

A  Canadian  Emigration  Agent:  Salary  S1,S00  per 
annum. 

III.  A  Canadian  Emigration  Agent  for  Peterborough, 
England,  Department  of  Emigration  and  Colonization, 
at  a  minimum  salary  of  $1,800  per  annum.  Candidates 
must  be  not  more  than  50  years  of  age.  They  must 
have  a  good  education  and  ability  as  a  platform  lecturer. 
They  must  be  well  versed  in  Canadian  matters,  and 
must  also  have  some  journalistic  ability.  They  must 
be  able  to  carry  on  publicity  work,  not  only  by  means 
of  public  lectures  but  also  by  the  preparation  of  articles 
dealing  with  the  various  phases  of  farming  in  Canada. 


Familiarity  with  prevailing  conditions  in  England  and 
ability  to  talk  intellligently  to  intending  emigrants  and 
also  to  deal  in  a  businesslike  manner  with  steamship 
booking  agents  is  essential.  Applications  for  this  posi- 
tion will  be  received  until  May  the  29th. 

An  Agricultural  Engineer:   Salary  81,600  per  annum. 

IV.  An  Agricultural  Engineer  for  the  Reclamation 
Service  at  Calgary,  Department  of  the  Interior,  at  a 
salary  of  $1,600  per  annum.  Applicants  should  be 
graduates  in  Agriculture  of  a  university  of  recognized 
standing,  and  should  have  a  practical  knowledge  of 
irrigation,  and  sufficient  knowledge  of  engineering  to  be 
able  to  plan  and  lay  out  systems  of  farm  ditches.  Pre- 
ference will  be  given  to  residents  of  the  Province  of 
Alberta. 

An  Accountant  for  the    Welland   Canal:   Salary  $1,500 
per  annum. 

V.  An  Accountant  in  the  Department  of  Railways 
and  Canals,  for  the  Welland  Canal,  at  an  initial  salary 
of  $1,500  per  annum.  An  examination  will  be  held  on 
May  the  20th  in  theoretical  and  practical  bookkeeping 
and  commercial  arithmetic.  A  fee  of  $8  will  be  re- 
quired, except  in  the  case  of  returned  soldiers  who  are 
exempt  from  paying  the  fee.  The  examination  will  be 
held  in  the  English  language  only.  Candidates  will  be 
notified  of  the  examination  centres.  Applicants  must 
be  residents  of  the  Province  of  Ontario.  This  position 
was  advertised  September  5,  and  is  now  re-advertised. 

VI.  Applications  will  be  received  from  persons 
qualified  to  fill  the  following  positions  on  the  Welland 
Ship  Canal  Construction  Staff. 

A  Designing  Mechanical  Engineer:   Salary 
$200   $225  per  month. 

1.  A  Designing  Mechanical  Engineer  at  a  salary  of 
$200  to  $225  per  month.  Candidates  must  be  not  less 
than  30  years  of  age.  They  must  be  graduates  in 
Mechanical  Engineering  of  a  recognized  School  of 
Engineering.  They  must  have  had  ten  years'  experience 
in  the  design  and  supervision  of  construction  of  mechanical 
works  of  considerable  magnitude  and  have  held  for  at 
least  three  years,  a  position  of  professional  responsibility 
in  charge  of  this  work.  They  must  be  capable  of  taking 
charge  of  all  calculations,  estimates,  preparation  of  plans 
and  specifications.  Preference  will  be  given  to  applicants 
with  experience  on  works  involved  in  the  construction  of 
canals,  harbours  and  hydro-electric  plants. 

A  Mechanical  Draughtsman:  Salary  $126-$150  per 
month. 

2.  A  Mechanical  Draughtsman  at  a  salary  of  $125 
to  $150  per  month.  Candidates  must  be  at  least  25 
years  of  age.  They  should  have  a  High  School  education 
or  its  equivalent.  They  must  have  had  at  least  four 
years'  practical  experience  in  the  workshops  of  a  recognized 
engineering  construction  company,  including  two  years' 
experience  on  erectional  and  outside  work  supplemented 
by  two  years  experience  in  the  drawing  office  of  a  large 
bridge  company  in  the  preparation  of  designs,  estimates, 
plans  and  specifications.  Preference  will  be  given  to 
graduates  of  a  recognized  school  of  engineering  and 
particularly  to  applicants  with  experience  in  works  involved 
in  the  construction  of  canals,  harbours  and  hydro-electric 
plants. 


430 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


An  Office  Engineer:  Salary  $125-$150  -per  month. 

3.  An  Office  Engineer  at  a  salary  of  $125  to  $150 
per  month.  Candidates  must  be  not  less  than  27  years  of 
age.  They  must  be  graduates  of  a  recognized  School 
of  Engineering.  They  must  have  had  at  least  three 
years'  experience  in  filed  work  including  experience  in 
connection  with  ordinary  and  submarine  excavation, 
foundation  work,  plain  and  re-inforced  concrete  work  and 
timber  work,  and  five  years'  experience  in  office  work, 
including  the  preparation  of  plans,  specifications  and 
estimates  on  quantities.  Preference  will  be  given  to  those 
with  recent  experience  on  the  construction  of  canals, 
harbours  and  hydro-electric  plants. 

A  Chief  Cost  Data  Clerk:  Salary  $175  per  month. 

4.  A  Chief  Cost  Data  Clerk  at  a  salary  of  $175  a 
month.  Candidates  must  be  at  least  30  years  of  age. 
They  must  have  had  a  High  School  education  or  its 
equivalent.  They  must  have  at  least  7  years'  practical 
experience  on  large  construction  works  and  have  been 
2  years  in  charge  of  cost  distribution  on  works  of  some 
magnitude.  They  must  be  competent  to  institute  and 
supervise  a  system  for  collecting  the  information  necessary 
to  furnish  a  reliable  and  accurate  statement  showing 
the  total  actual  cost  of  various  divisions  of  construction 
work  and  the  different  items  entering  into  each. 

.1    Private  Secretary  to  Engineer-in-Charge:  Salary  $175 
per  month. 

5.  A  Private  Secretary  to  the  Engineer-in-Charge 

at  a  salary  of  $175  per  month.     Candidates  should  be 

between  the  ages  of  27  and  40.    They  should  have  a 

High  School  education  or  its  equivalent;  other  things 

being  equal,   preference  will   be  given  to  a  university 

graduate.     They    must    be    expert    stenographers    and 

typists.     They  must  have  had  an  extensive  experience 

in    correspondence    relating    to    construction    contracts 

involving  an  appreciation  of  the  legal  effect  of  words. 

They  should   have  a  good   working  knowledge  of  the 

principals  of  bookkeeping  and  engineering. 

*     *     * 

Application  forms,  properly  filled  in,  must  be  filed 

in  the  office  of  the  Civil  Service  Commission  not  later 

than  May  the  13th,  except  in  the  case  of  position  number 

III.    Application    forms    may    be    obtained    from    the 

Dominion  Provincial  Employment  Offices  or  the  Secretary 

of  the  Civil  Service  Commission,  Ottawa. 

By  order  of  the  Commission, 

W.  FORAN,  Secretarv. 

Ottawa,  April  16,  1919  "  42-1 

SECOND  LIST 

A  Superintendent  of  Forest  Products  Laboratories; 
Salary  $3,500  per  annum. 

1.  A  Superintendent  of  the  Forest  Products  Labora- 
tories of  Canada,  Montreal,  P.Q.,  Department  of  the 
Interior,  at  a  salary  of  $3,500  per  annum.  Applicants 
must  be  university  graduates  in  forestry,  chemistry  or 
engineering,  and  must  have  had  at  least  three  years' 
experience  since  graduation  in  (a)  research  laboratory 
work  in  one  of  the  above  lines  of  study;  (b)  practical 
work  in  some  industry  or  work  in  which  wood  is  used  as 
the  raw  material,  e.g.,  lumbering,  pulp  and  paper  manu- 
facture, wood  distillation,  etc. ;  or  (c)  practical  experience 


in  forestry  administration  or  research.  Applicants  must 
possess  a  high  grade  of  scientific  ability,  and  capacity  for 
research  work,  a  broad  knowledge  of  the  technical  charac- 
teristics and  uses  of  Canadian  woods,  and  initiative  and 
ability  in  organization  and  administration. 

Two  Superintendents  of  Construction;  Salaries  $350 
per  month. 

3.  Two  Superintendents  of  Construction,  one  for 
the  Toronto  Public  Building  and  one  for  the  Federal 
Building,  Montreal,  at  salaries  of  $350  per  month,  Depart- 
ment of  Public  Works.  Applicants  should  be  thoroughly 
competent  architects  with  from  eight  to  ten  years' exper- 
ience as  principal  of  an  architectural  firm,  or  have  practised 
for  themselves  for  a  similar  period,  and  should  be  accus- 
tomed to  superintendence  of  construction.  The  persons 
appointed  to  these  positions  will  be  required  to  devote  the 
whole  of  their  time  to  this  work. 

A  Superintendent  of  Construction;  Salary  $250  per  month. 

4.  A  Superintendent  of  Construction  for  the 
Hamilton  Public  Building,  Department  of  Public  Works, 
at  a  salary  of  $250  per  month.  Applicants  should  be 
thoroughly  competent  architects  with  from  6  to  8  years' 
experience  as  principal  of  an  architectural  firm,  or  have 
practised  for  themselves  for  a  similar  period,  and  should  be 
accustomed  to  superintendence  of  construction.  The 
person  appointed  to  this  position  will  be  required  to  devote 
the  whole  of  his  time  to  this  work. 

A  Superintendent  of  Construction;  Salary  $200  to  $250 
per  month. 

5.  A  Superintendent  of  Construction  for  the  Educa- 
tional Block,  Royal  Military  College,  Kingston,  Depart- 
ment of  Public  Works,  at  a  salary  of  $200  to  $250  per 
month.  Candidates  must  be  thoroughly  competent  and 
experienced  in  reinforced  concrete  construction  and  stone 
work. 

Selections  for  eligible  lists  of  applicants  qualified  to  fill 
similar  vacancies  which  may  occur  in  future  may  be  made 
from  applications  for  these  positions. 

According  to  law,  preference  is  given  to  returned 
soldier  applicants,  possessing  the  minimum  qualifications. 
Returned  soldier  applicants  should  furnish  a  certified 
copy  of  their  discharge  certificates.  Preference  will  also 
be  given  to  bona  fide  residents  of  the  Provinces  in  which 
the  vacancies  occur. 

Applicants  should  give  full  information  as  to  their 
education,  military  service  in  Canada,  England  and 
France,  their  previous  experience,  the  names  of  their 
previous  employers,  together  with  the  nature  of  the 
work  on  which  they  were  employed,  and  the  degree  of 
responsibility  exercised. 

For  positions  numbers  3,  4  and  5,  applications  by 
letter  stating  age  and  qualifications  must  reach  the  office 
of  the  Secretary  of  the  Civil  Service  Commission  not  later 
than  May  the  10th.  For  positions  numbers  1  and  2, 
application  forms,  properly  filled  in,  must  be  filed  in  the 
office  of  the  Civil  Service  Commission  not  later  than  May 
the  20th.  Application  forms  may  be  obtained  from  the 
Dominion  Provincial  Employment  Offices  or  the  Secretary 
of  the  Civil  Service  Commission,  Ottawa. 

By  order  of  the  Commission. 

Wm.  Foran, 
Ottawa,  April  24th,  1919  Secretary. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


431 


Preliminary  Notice  of  Application  for  Admission 
and  for  Transfer 

20th  April,  1919. 

The  By-laws  now  provide  that  the  Council  of  the  Institute  shall 
approve,  classify  and  elect  candidates  to  membership  and  transfer 
from  one  grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names  of  his 
references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list 
submitted  herewith  and  to  report  promptly  to  Secretary  any  facts 
which  may  affect  the  classification  and  election  of  any  of  the  candidates. 
In  cases  where  the  professional  career  of  an  applicant  is  known  to  any 
member,  such  member  is  specially  invited  to  make  a  definite  recom- 
mendation as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The  Council  will  consider  the  applications  herein  described  in 
June,  1919. 

Fraser  S.  Keith,  Secretary. 


•The  professional  requirements  are  as  follows: — 

Every  candidate  for  election  as  MEMBER  must  be  at  least  thirty  years  of  age, 
and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  twelve  years, 
which  period  may  include  apprenticeship  or  pupilage  in  a  qualified  engineer's  office 
or  a  term  of  instruction  in  some  school  of  engineering  recognized  by  the  Council.  The 
term  of  twelve  years  may,  at  the  discretion  of  the  Council,  be  reduced  to  ten  years 
in  the  case  of  a  candidate  who  has  graduated  in  an  engineering  course.  In  every  case 
the  candidate  must  have  had  responsible  charge  of  work  for  at  least  five  years,  and  this 
not  merely  as  a  skilled  workman,  but  as  an  engineer  qualified  to  design  and  direct 
engineering  works. 

Every  candidate  for  election  as  an  ASSOCIATE  MEMBER  must  be  at  least 
twenty-five  years  of  age,  and  must  have  been  engaged  in  some  branch  of  engineering 
for  at  least  six  years,  which  period  may  include  apprenticeship  or  pupilage  in  a  qualified 
engineers'  office,  or  a  term  of  instruction  in  some  school  of  engineering  recognized  by 
the  Council.  In  every  case  the  candidate  must  have  held  a  position  of  professional 
responsibility,  in  charge  of  work  as  principal  or  assistant,  for  at  least  two  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  shall  be  required  to  pass  an  examination  before  a  Board  of  Examiners 
appointed  by  the  Council,  on  the  theory  and  practice  of  engineering,  and  especially 
inoneof  thefollowingbranches at hisoption Railway,  Municipal,  Hydraulic,  Mechanical, 
Mining,  or  Electrical  Engineering. 

This  examination  may  be  waived  at  the  discretion  of  the  Council  if  the  candidate 
has  held  a  position  of  professional  responsibility  for  five  years  or  more  years. 

Every  candidate  for  election  as  JUNIOR  shall  be  at  least  twenty-one  years  of 
age,  and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  four  years. 
This  period  may  be  reduced  to  one  year,  at  the  discretion  of  the  Council,  if  the  candidate 
is  a  graduate  of  some  school  of  engineering  recognized  by  the  Council.  He  shall  not 
remain  in  the  class  of  Junior  after  he  has  attained  the  age  of  thirty-five  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  first  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  the  following  subjects  Geography,  History 
(that  of  Canada  in  particular).  Arithmetic,  Geometry  Euclid  (Books  I.-1V.  and  VI.), 
Trigonometry,  Algebra  up  to  and  including  quadratic  equations. 

Every  candidate  for  election  as  ASSOCIATE  shall  be  one  who  by  his  pursuits, 
scientific  acquirements,  or  practical  experience  is  qualified  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names 
of  certain  members  as  references  does  not 
necessarily  mean  that  their  applications 
are  endorsed  by  such  members. 


ANREP— HENRY  ALEPH,  of  Ottawa,  Ont.  Born  at  Moscow,  Russia,  Apr. 
12th,  1883.  Educ  Coll.  of  Mozing,  Moscow,  1901;  grad.,  Peat  Inst,  of  Markaryd, 
Sweden,  1904.  1904-05,  with  eng.  firm  of  Anrep  &  Hallmen  on  investigation 
of  peat  bogs  and  preparation  of  planes  for  their  utilization;  also  acted  as  ins- 
tructor at  the  Peat  Institute;  1906,  complete  chg.  of  investigations  of  peat  bogs  in 
Ireland  and  mfg.  peat  for  Chemicals  Ltd.,  Ireland;  1907,  in  complete  chg.  of  peat 
bogs  invest'ns  in  England  and  Scotland;  for  Peat  Industries  Co.,  London,  Eng.;  1908, 
asst.  with  E.  Aystrom,  Mines  Branch;  1909-10,  in  complete  chg.  of  erection  and 
running  of  plant  for  Mines  branch,  Alfred,  Ont.;  1911-18,  in  full  chg.  of  investigations 
of  peat  bogs  in  Canada,  and  at  present  peat  expert,  with  Geological  survey. 


References:    R.    F.    Uniacke, 
J.  Lambart,   M.  F.  Cochrane. 


C.    R.    Coutlec,   J.  B.  Porter,  A.  D.  Harris,  H.  F. 


FOR  ADMISSION 


ARCHIBALD— CHARLES  LAWRENCE,  of  St.  John.  Nil.  Born  at  Mus- 
quodoboit,  N.S.,  Nov.  30th,  1888.  Educ.,  high  school,  I.C.S.  1907-08,  N.T.C.Ry., 
on  constrn.;  1908,  dftsman.  dept.  of  Crown  Lands,  Halifax;  1908-09,  instr'man  anil 
dftsman.  on  rly.  constrn.,  I.C.  Ry.;  1909-10,  dftsman  and  surveyor;  1912-13,  dftsman 
and  transitman  on  rly.  location,  O.P.R.,  Lake  Superior  div.;  1914-15,  engr.  on  constrn  , 

E.  G.  M.  Cape  Co.  Ltd.:  1910-17,  ch.  engr.  on  constrn.  and  dsgn.,  sulphate  Mill, 
Bat.hurst  Lumber  Co.;  1917  to  date,  dftsman.,  Royal  Can.  Engrs.  St.  John;  entering 
private  practice  as  architect  and  civil  engr. 

References:  A.  B.  Blanchard,  R.  H.  Cushiug,  W.  McNab,  W.  A.  Hendry,  G.  S. 
Baxter,  E.   M.  Archibald,  A.  R.  Crookshank. 

BARBERIE— JOHN,  of  Campbellton,  N.B.  Born  at  Campbellton,  Sept. 
24th,  1884.  Educ,  high  school.  1902-05,  rodman,  I.N.  Ry.,  1905-07,  instrument, 
level  and  transit  man  on  location  and  constrn.,  I.N.  Ry.;  1907-09.  res.  engr.,  I.N.  Ry., 
1910-11,  topog.  and  transitman,  G.T.  Ry.  ;  1911  (6  raos.)  bldg.  constrn.  and  inspec- 
tion; 1911  (4  mos.)  transitman,  Central  Rv  :  1911-12,  in  chg.  of  location,  Cen.  Ry.; 
1912-13,  res.  engr.,  C.N.  Ry.;  1913  (5  mos.)  transitman,  North  Ry.;  Dec.  1913  to 
date,  transitman,  in  chg.  of  work,  Can.  Nat.  Rys. 

References:  R.  A.  Black,  D.  VV.  Burpee,  D.  Lyell,  R.  Bickerdike,  C.  B.  Brown, 
G.  C.  Dunn,  J.  S.  O'Dwyer,  G.  Stead,  J.  L.  Wilson. 

BARIBEAU— PHILIPPE  EUGENE,  of  Montreal.  Born  at  St.  Anne  de  la 
Perade,  Que.,  Aug.  9th,  188(i.  Educ,  2  yrs.  Polytech.  School.  During  vacation 
worked  on  gen.  municipal  work,  as  dftsman,  etc.,  with  F. sC.  Labergc,  consl.  engr  ; 
1908-12,  transitman  and  leveller  on  sewers  and  supervising  engr.,  for  macadamising 
of  Cartierville  road;   1913,  leveller  for  sidewalks,   Montreal;  1913  to  date,  asst.  with 

F.  C.  Laberge,  principally  on  municipal  work,  etc. 

References:  F.  C.  Laberge,  A.  Vincent,  A.  Laframbroise,  C.  A.  Prieur,  J.  A. 
Bernicr. 

BECK— EDWARD  HERBERT,  of  Toronto,  Ont.  Born  at  Portsmouth, 
England,  June  7th,  1SS5.  Educ,  Bonds  Coll  and  Weymouth  Modern,  England; 
1899-1906,  articled  to  E.  R.  Lester  A  <  ...  Govt,  contractors,  Plymouth,  Eng.  1900-11, 
engr.  in  chg.  for  contractor,  cordite  stores  and  underpinning  jetties  (asst.  engr.) ;  in 
chg.  elec.  lighting  emplacements,  water  supply;  inspector  of  bridges,  Can.  Insnection 
Co.;  constrn.  engr.  on  bldgs.j  dsgning  and  constrn.  engr..  Northern  Aluminum  Co.; 
dsgning  bldgs.  and  reinforced  concrete  dams,  Shaw.  Water  &  Power  Co.;  supt.  of 
constrn..  Bishop  Constrn.  Co.,  Toronto;  1911  to  date,  gen.  contracting  and  eng.,  first 
as  Edward  H.  Beck,  later  Beck  &  Poole. 

References:  A.  H.  Harkness,  J.  M.  Oxley,  J.  R.  W.  Ambrose,  II.  L.  Buckc,  G.  G. 
Powell. 

BISHOP— ARTHUR  LEONARD  (late  Capt.)  of  St.  Catharines,  Ont.  Born  at 
Brantford,  Ont.,  Oct.  21st,  1895.  Educ,  2  yrs.,  R  IMC,  Kingston.  Summer  vaca- 
tions 1908-09,  in  office  and  machine  shop  of  Coniagas  Mines,  Cobalt;  1910-11-12, 
blast  furnace  and  electrolytic  refinery  Coniagas  Reduction  Co.,  Thorold,  Ont.;  1913, 
asst.  to  res.  engr.,  N.T.R.;  1911,  night  BUpt.,  Coniagas  Reduction  Co.;  Nov.  1914, 
Dec.  1918,  on  active  service,  capt..  Royal  Engrs.,  1915,  asst.  to  director  of  works, 
British  Adriatic  Mission;  1916,  asst  to  director  of  works,  British  Mission,  Serbian 
Army;  at  present  is  director  in  Coniagas  Mines  Ltd.,  Cobalt;  Coniagas  Reduction 
Co.  Ltd  ,  Thorold;  British-American  Shipbuilding  Co.  Ltd.,  and  Electric  Steel  & 
Engineering  Co.  Ltd.,'   Welland. 

References;  R.   W.  Leonard,  A.  C.   Macdonald,  G.  Grant,  R.  P.  Rogers,  C.  J. 

Armstrong. 

BOULIANE— THOMAS  SIMON,  of  Levis,  Que.  Born  at  La  Malbaic,  Que., 
Aug.  14th,  1893,  Educ,  2  yrs.,  industrial  course,  Sherbrooke  Seminary;  Yi  R.R. 
Eng.  course,  I.C.S.  1913-16,  in  res.  engr's  office,  Can.  Govt.  Rys.,  on  constrn.; 
1916-17,   on   military  service,   189th   Batt.,  C.E.F;  June   1918  to  date,   rodman,    C. 

G.  Ry. 

References:  H  R.  Younger,  S,  Desmeules,  S.  Bourgoing,  J.  E.  Oibault,  R.  II. 
Emmerson,  S.  S.  Oliver. 

BRISBANE— JOHN  SUTHERLAND,  ..I  Bamia,  Ont.  Born  at  Montreal.  June 
6th,  1892.  Educ,  B.Sc.  (O.E.)  McGill  Univ.,  1915.  Summers,  1910,  dftsman. 
Phcrnix  Bridge  &  Iron  Works,  Montreal;  1911,  rodman  and  foreman  on  erection  of 
steel  towers,  Shaw.  Water  &  Power  Co.;  1912,  dftsman.,  Dom.  Bridge  Co.;  191. > 
(4  mos.)  engr's  asst.,  Montreal  Harbor  Comm.  Eng.  staff,  instrument  work,  dfting, 
gen.  asst.  to  asst  engr.;  1915-16,  dfting  and  desgning  of  bldgs.,  tanks,  etc,  Imperial 
Oil  Ltd.;  Apr.  1915  to  July  1918,  lieut.,  C.E.F. ;  Aug.  1918  t..  date,  with  Imperial 
Oil  Co.,  as  above. 

References:  II.  M.  MacKay,  C.  M.  McKergow,  E.  A.  A.  Cowen,  T.  W.  Harvie, 
E.   M.  Salter. 


ANDERSON  GEORGE  BENSON,  of  Ottawa.  Ont  Bom  at.  Morrisburg, 
Ont.,  Dec  26th,  1891.  Educ,  3  yrs.  School  of  Mining  Kingston.  1907  (4  mos). 
on  D.L.8.  in  Alta.;  1907.  on  O.L.S.;  1908,  on  D.L.S.  in  Sask  ;  1911,  transitman,  etc., 
on  traverse  and  subdiv'n  work,  on  Winnipeg  river;  1914-15,  in  chg.  of  hydrometric 
survey  parties  on  Ottawa  river,  D.P.VV.;  1915  (6  mos.)  in  chg.  of  Ooulonge  River 
survey;  1915  (2  mos.)  completing  plans  on  same;  1916  Feb.  1919,  with  Imperial  Forces 
as  flying  officer,  at  present  asst.  engr.,  P.VV.D. 

References:  C.  R.  Coutlec,  S.  B.  Johnson,  A.  Gray,  L.  A.  DcsRosicrs,  A.  Trudcl. 


CHAMBERS  ALLISON  ROBERT,  of  New  Glasgow,  N.S.  Born  at  Halifax, 
N.S.,  Jan.  14th,  1879.  Educ,  B.Sc,  McGill  Univ.,  1904  L897-98,  engr.  in  chg. 
civil  dept.,  Nova  Scotia  Steel  Co.,  Wahana,  Nfld.;  1899-1900,  engr  in  chg.  civil  dept., 
Dom.  Iron  &  Steel  Co.,  Wabana;  1901  to  date  with  N.S  Steel  Co.,  as  follows: — 
1904-05,  mining  engr  ;  1908-08,  res  misli  ;  Wabana;  19(19-11,  mining  engr.,  ore  mines 
and  quarries  dept.,  New  Glasgow,  N.S.,  1911  to  date,  asst.  mgr.,  ore  mines  and  quarries 
dept. 

References:  R.  S.  Lea,  W.  G.  Mathcson,  M  A.  Eullington.  I!.  E.  Chambers, 
G.  D.  Macdougall,  C.  H.  Wright,  E.  S.  Fraser,  F.  W.  Forbes. 


432 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


CHARLES— JOHN  LESLIE  (Major,  D.S.O.)  of  Toronto,  Ont.  Born  at  Wey- 
bridge,  Eng.,  Doc.  loth,  1892.  Educ,  passed  all  exams,  required  by  Royal  Engrs., 
Royal  Grammar  School,  passed  Cambridge  Exam.  1908-10,  articled  to  Hardy  & 
( !o.,  on  miniciapl  work;  1910-11,  rodman  and  dftsman.,  G.T.P.  Ry.;  1911-12,  instr'man, 
G.T.P.;  1912-14,  transitman  on  location,  H.B.Ry.;  1914-15  in  chg.  of  revising  location 
party.  H.B.Ry.  1915  (8  mos.)  res.  engr.,  H.B.  Ry.;  Nov.  1915  to  date,  on  active  service, 
as  lieut.,  and  at  present  ch.  engr.,  13th  Bn.,  Can.  Ry.  Troops. 

References:  J.  V.  Dillabough,  C.  Ewart,  J.  W.  Porter,  L.  E.  Silcox,  L.  F,  Grant, 
1).  W.  McLachlan,  D.  Hillman,  M.  F.  Cochrane,  C.  M.  Steevcs. 

CLARK— FRANCIS  WAY,  of  Niagara  Falls,  Ont.  Born  at  St.  Paul,  Minn., 
Jan.  23rd,  1887.  Educ,  Toronto  Univ.,  1911.  1907,  rodman  on  constrn.,  CPU.; 
1909-10,  instr'man  in  chg.  of  field  party,  Hydro  Elee.  Power  Comm.;  1911-12,  asst. 
engr.,  Intermit.  Waterways  Comm.;  1913,  field  engr.,  Jnternat.  Joint  Comm.;  1913-17, 
field  engr.,  Hydro  Elec.  Power  Comm.;  1917  to  date,  asst.  ch.  field  engr.,  Chippawa 
development,  Niagara  Falls,  Hydro  Elec.  Power  Comm. 

References:  A.  C.  D.  Blanchard,  J.  B.  Goodwin,  H.  G.  Acres,  F.  N.  Rutherford, 
N.  It.  Gibson,  M.  V.  Sauer. 

COLE— GEORGE  PERCY,  of  Montreal.  Born  at  Montreal,  March  3rd,  1880. 
Educ.,  B.Sc,  McGill  Univ.,  1903;  2  yrs.,  Art.  course,  McGill,  1899;  proceeded  to  M.Se 
degree,  McGill,  1906.  Summer  1901,  with  Cape  Breton  Ry.  Co.  on  rly  location 
survey;  summer  1902,  won  scholarship  of  Can.  Gen.  Elec.  Co.,  with  3  mos.  course 
in  their  Montreal  shops;  1903-04,  in  eng.  dept.,  Wagner  Elec.  Mfg.  Co.,  St.  Louis, 
Mo.,  in  chg.  of  special  testing  in  development  of  all  kind  of  alternating  current  motors; 
1904-05,  motor  designer,  in  chg.  of  elec.  design  of  motors;  1905-00,  asst.  ch.  engr., 
Wagner  Elec.  Mfg.  Co.;  1906-07,  transformer  designer,  Allis  Chalmers  Bullock  Ltd., 
Montreal,  designing  all  classes  of  lighting  and  power  transformers;  1907-08,  special 
lecturer  on  transformer  design  McGill  Univ.;  1907-13,  with  Allis  Chalmers  Mullock 
Ltd.  as  follows:- — 1907-10,  transformer  dsgner  and  gen.  estimating,  in  full  chg.  of 
transformer  dsgning  and  gen.  estimating  on  all  elec.  apparatus;  1907-13,  ch.  estimating 
engr.,  in  full  chg.  of  estimating  on  all  products;  also  (5  mos  )  technical  advisor  to  gen. 
mgr.;  1913-14,  elec.  engr.,  motor  sales  dept..  Can.  Gen.  Elec.  Co.  Co.,  Toronto,  tech. 
advisor  to  gen.  mgr.,  on  all  motor  and  control  problems,  etc.;  1914  to  date,  tech.  engr., 
Dom.  Glass  Co.  Ltd.,  in  full  chg.  of  all  eng.  work  1918-19,  vice-pres..  Montreal 
Metallurgical  Ass'n. 

References:  F.  S.  Keith,  W.  S.  Lea,  L.  A.  Herdt,  F.  B.  Brown,  G.  R.  Kendall, 
G.  Robertson,  F.  A.  McKay,  A.  E.  Foreman. 

CORN  WALL—  CLEMENT  A.  K.,  of  Victoria,  B.C.  Born  at  Ashcroft,  B.C., 
May  23rd,  1875.  Educ,  B.Sc.  (E.E.)  1900,  M.Se.,  1901,  McGill  Univ.  1900,  meter 
and  transformer  testing,  Royal  Elec.  Co.,  Montreal;  1901-02,  operator,  West  Kootenay 
Lighting  &  Power  Co.,  Bonnington  Falls;  1902-08,  gen.  elec.  and  mcch.  eng.  work 
in  car  shed,  meter  room  and  generating  station,  B.C.  Elec  Ry.  Co.,  Vancouver;  1908 
to  date,  asst.  supt.,  B.C.  EleciRy.  Co.,  Victoria. 

References:  A.  E.  Foreman,  C.  II.  Rust.  D.  O.  Lewis,  F.  C.  Gamble,  R.  Fowler. 

COUTLEE—  WILLIAM  FREDERICK,  of  Ottawa,  Ont.  Born  at  Ottawa, 
July  18th,  1881.  Educ,  Coll.  Inst.,  I.C.S.  1910,  on  gen.  municipal  work,  with 
Macdonnell  Gzowski  Co.,  Vancouver;  191 1,  with  Brooks,  Scanlon  &  O'Brien,  on  timber 
operations;  1912,  rodman  and  inspecting  concrete,  Temiskaming  dam;  1912-14,  level 
and  transit  man,  inspecting  concrete,  etc.  and  acting  as  asst.  to  res.  engr.  in  chg  , 
Quinze  dam,  D.P. W.;  1914-15,  topog.,  leveller,  transitman,  dftsman.  and  asst.  to 
engr.  in  chg.  of  party,  Madawaska  River  traverse  survey;  1915-16,  in  chg.  of  outside 
hydromctric  party  and  office  computations,  Ottawa;  Mar.  1910,  Dec  1918,  lieut. 
on  active  service;  Dec.  1918  to  date,  in  chg.  of  hydrometric  parties,  D.P.W.,  Ottawa^ 

References:  C.  R.  Coutlee,  L.  A.  DesRosiers,  S.  B.  Johnson,  R.  F.  Davy,  A.  Trudel. 

CRASHLEY— JOHN  WILLARD,  of  Toronto,  Ont.  Born  at  Toronto,  Oct. 
16th,  1892.  Educ,  B.A.Sc,  Toronto  Univ.,  1914.  1912  (5  mos.)  dfting  and  rodman, 
city  surveying  dept.,  Toronto;  1913  (4  mos.)  instr'man,  Ont.  roads  dept.;  1914-16, 
asst.  to  engr.  in  ch.  of  dredging,  Toronto  Harbor  Comm.,  and  eh.  computer  of  dredging; 
Feb.  1910  enlisted  as  lieut.,  14  mos.  in  France  with  5th  Can.  Ry.  Troops,  on  gauge 
constrn.,  and  at  present  temp.  capt.  and  adj.,  9th,  Mississanga  Horse  and  sec'y  of 
Mississanga  Batt'ns  Home  Ass'n. 

References:  E.  L.  Cousins,  N.  D.  Wilson,  F.  S.  Rutherford,  F.  C.  Mechin. 

CRA  WFORD— ARTH UR  WESLEY,  of  Hamilton,  Ont.  Born  at  Point  Edward, 
Ont,  May  4th,  1892.  Educ,  B.A.Sc,  Univ.  of  Toronto,  1914.  1910,  with  G.T.R., 
engr.  on  elec.  installation;  1914-18,  army  signals,  qualified  brigade  signal  officer; 
1918,  mathematics  instructor,  Hamilton  Technical  and  Art  School;  since  March-1918 
to  date,  dist.  vocational  officer,  Dept.  of  Soldiers  Civil  Re-Establishment. 

References:  E.  It.  Gray.  H.  E.  T.  Haultain,  P.  Gillespie,  C.  R.  Young. 

DOANE— HARVEY  WILLIAM  LAWRENCE,  of  Halifax,  N.S.  Born  at 
Halifax,  Jan.  20th,  1892.  Educ,  B.Sc.  (C.E.)  N.S.T.  ech.  Coll.,  1915,  3  yrs.  in  Arts, 
Dalhousie  Univ.,  Prov.,  Crown  Land  Surveyor,  N.S.;  1908,  instr'man  on  sidewalk 
and  sewer  work,  Halifax;  1909,  asst.  (at  times  in  full  chg.)  of  survey  for  coal  leases, 
etc.,  Morien,  B.C.;  1910,  plotting,  tracing  and  blueprinting,  city  engr's  office  Halifax; 
1911,  asst.  to  city  engr.,  Halifax,  in  chg.  of  sewer  work,  and  land  surveying;  1912, 
surveys  and  designed  sewer  system  for  Springhill,  N.S.,  also  works  system  for  Chester, 
N.S.,  etc;  1913,  dsgning  and  in  chg.  of  surveys,  and  eng.  chg.  of  constrn.,  steel  water 
supply  main,  Kentville,  etc.;  1914,  Instructor,  P.L.S.,  N.S.  Tech.  Coll.,  engr.  and 
contractor,  dsgn.  and  constrn.  pumping  plant,  eng.  chg.  of  constrn.,  concrete  sidewalks, 
Kentville,  N.S.  and  Saekville,  N.B.,  in  chg.  of  dsgn.,  water  supply,  sewer  system, 
etc.,  Hazel  Hill,  N.S.,  etc.;  1915,  degned  sewer  system,  Bridgetown,  N.S.,  prelim, 
report  on  sewer  and  water  systems  and  roads,  Stewiacke,  N.S. ;  investigation  of  water 
system,  Sackville,  N.S.  and  Liverpool,  N.S.;  1916-18,  on  active  service;  at  present, 
asst,  in  city  engr's  office,  Halifax. 

References:  F.  W.  W.  Doane,  J.  W.  Roland,  R.  McColl,  J.  L.  Allen,  W.  J. 
De  Wolfe. 

ELLIOTT— CHARLES  CLIFFORD,  of  Brooks,  Alta.  Born  at  Pictou,  N.S  , 
May  12th,  1878.  Educ,  one  yr.  Art.  course,  Kings  Coll.,  Windsor,  one  yr.  law, 
Dalhousie  Coll.,  Halifax.  1897-1900,  apprentice  with  Corliss  Steam  Engine  Co., 
Providence,  R.I.;  1901-06,  rodman,  leveller,  etc.,  irrigation  dept.,  C.P.R.;  1906-07, 
dftsman.,  North  Coast  R.R.;  1907-14,  asst.  engr.,  in  chg.  of  topog.,  prelim,  and  location 
surveys,  constrn.  of  ditches  anil  structures  on  irrigation  project,  C.P.R.;  1914  to  dnte 
canal  supt.,  in  chg.  of  operation  and  maintenance  of  canals  and  structures,  C.P.R. 

References:  \.  S.  Dawson,  S.  G.  Porter,  S.  II.  Frame,  E.  N.  Ridley,  C.  M. 
Arnold. 


FOWLER— CHARLES,  ALLISON  DeWITT,  of  Armdale,  N.S.  Born  at 
Amherst,  N.S,  Nov.  12th,  1890.  Educ,  B.Sc.  N.S.  Tech.  Coll.,  1914;  P.L.S.  1914, 
instr'man,  on  hydro  elec  power  development  and  mill  constrn'  dftsman.,  Dept.  of 
Roads,  N.S.;  1915,  instr'man,  Halifax  Ocean  Terminals;  1916,  field  engr.  N.S.  Tram- 
way &  Power  Co.,  Halifax;  1917-18,  constrn.  supt.,  and  at  present  asst.  ch.  engr., 
Halifax  Shipyards  Ltd.,  Halifax. 

References:  P.  A.  Freeman,  J.  H.  Holliday,  R.  McColl,  H.  Donkin,  W.  G.  Yorston. 

GLEESON— LEO,  of  Ottawa.  Ont.  Born  at  Kingston,  Ont.,  Aug.  14th,  1885. 
Educ,  B.Sc.  Queen's  Univ..  1907.  1909,  asst.  engr.,  Milk  &St.  Mary  Rivers  investi- 
gations; 1910-12,  hydrometric  engr,  on  river  investigations,  under  Dept.  of  Interior; 
1912-13,  asst.  engr.,  prelim,  location;  1913-14,  on  survey;  1914-15.  asst.  engr.,  on 
proposed  division  of  Milk  &  St.  Mary  rivers;  1916-18,  on  active  service  with  Can. 
Field  Artillery,  and  at  present  with  reclamation  service,  on  Office  work. 

References:  F.  H.  Peters,  R.  J.  Burley,  J.  S.  Tempest,  W.  C.  Gillis,  B.  Russell. 

GOSROW— ROLFE  CLEVELAND,  of  Milwaukee,  Wis.  Born  at  Buffalo,  N.Y., 
Nov.  12th,  1886.  Educ,  metallurgy  and  chemistry,  Missouri  School  of  Mines,  1909. 
2  yrs.,  deftman  and  asst.  ch.  dftsman.  in  metallurgical  and  mining  plants  on  gold, 
copper,  lead,  etc.,  also  elec.  smelting  plants;  S'A  yrs.,  metallurgist  and  furnace  and 
works  mgr.,  iron,  steel  and  ferro  alloy  plant,  also  consulting  work.  Geology  and 
development  of  rare  metal  ores  and  alloy  making  metals  for  steel  improvements; 
investigations  and  reports  for  corporation  operating  industrial  and  public  utilities, 
etc.;  at  present  electrometallurgist  and  sales  mgr.,  for  steel  company,  making  special 
steel  by  elec.  furnace  process,  etc. 

References:  R.  F.  Hayward. 

HABBEN— LA  WRENCE  ERNEST,  of  Shawinigan  Falls,  Que.  Born  at  London, 
Eng.,  Aug.  24th,  1885.'  Educ,  Finsbury  Tech.  Coll.,  (diploma  mech.  div'n)  1903. 
1903-05,  in  workshop  of  Foster  Arc  Lamp  Co.,  and  Sturtevant  Eng.  Co.,  London; 
1905-07,  dftsman.,  Siemens  Bros.,  Stafford,  Eng.,  motor  starters  ami  switchgear; 
1907-09,  dftsman.,  Gen.  Elec.  Co.,  Birmingham,  Eng.,  motors  and  generators;  1909-11, 
mi  ehg.  of  steam  turbo-alternator  section  of  dfting  office.  Bruce  Peebles  &  Co.,  Edin- 
burgh, Scotland;  1911-13,  in  chg.  of  switchgear  and  transformer  section,  drafting 
office,  Allis  Chalmers  Bullock,  Montreal;  1914-16,  manager,  Electro  Chemical  Co., 
Montreal;  1916  to  date,  asst.  designing  engr  ,  Can.  Electro  Products,  responsible  for 
desgn.  of  elee.  equipment  ,  etc. 

References 
Hayward. 


F.   T.    Kaolin,  J.    Morse,  G.    K.    McDougall,  C.   R.   Lindsay,  J.    W. 


HARLAND— WILLIAM,  of  Toronto,  Out  Born  at  Sunderland,  Eng.,  Dec.  28th, 
1881.  Educ,  Tech.  Inst.,  Sunderland.  1897-1902,  articled  pupil  with  G.T.  Brown, 
civil  engr.  and  architect,  Sunderland;  1902-04,  asst.  to  G.  T.  Brown,  on  street  paving, 
sewers,  bldgs.,  etc.;  1904-05,  constrn.  engr.,  with  South  Hetton  Coal  Co.,  dsgning 
and  supervising  all  bldg.  constrn.,  etc;  1900-07,  asst.  with  DeMorest,  Hall  &  Lowe. 
Sudbury,  Ont.,  on  town  eng.  work,  and  in  chg.  of  party,  etc.;  1908-09,  private  practice, 
Sudbury,  principally  architectural  work;  1909-12,  asst.  prov'l  architect,  Toronto, 
dsgning  ana  supervising  constrn.  of  public  bldgs.;  1912-14,  asst.  engr.,  Imperial  Constrn. 
Co.,  Toronto,  dsgning  and  supervising  constrn.  of  bldgs.;  at  present,  asst.  in  hydraulic 
dept.,  Hydro  Elec  Power  Comm.,  in  ehg.  of  squad  on  dsgning  and  preparation  of 
drawings. 

References:  H.  G.  Acres,  M.  V.  Sauer,  T.  H.  Hogg,  G.  Hogarth,  A.  E.  Nourse, 
J.  R.  Montague,  F.  E.  Patterson. 

KETCHEN— WILLIAM  LAIRD.of  Temiskaming,  Que.  Born  at  Middlesbro', 
Eng.,  July  14th,  1875.  Educ,  3  yrs.,  H.  Watt  Eng.  Coll.,  6  yrs.  apprenticeship. 
1899-1901,  dftsman.,  Poyser  Haywood,  experimental  eng.  dent.;  1901,  dftsman.  and 
asst.  to  engr.,  John  Dockinson  &  Co.,  paper  makers,  England;  1902-03,  dftsman  and 
asst.  to  mgr.,  Can.  Pneumatic  Tool  Co.,  Montreal;  1904,  dftsman.  Dom.  Pneumatic 
Tool  Co.;  1905,  dftsman,  J.  A.  Jamicson,  const,  engr.;  1906-13,  ch.  dftsman,  Dodge 
Mfg.  Co.,  Toronto;  1914-15,  in  chg.,  outside  constr.,  under  ch.  engr.,  Riordon  Pulp 
&  Paper  Co.,  Hawkesbury.  Ont.;  1916,  ch.  engr.,  of  constrn.  Merritton,  Ont.;  1917, 
ch.  engr.  of  constrn.,  at  Hawkesbury;  1918,  to  date,  ch.  engr.,  of  constrn.,  Kipawa 
Co.   Ltd.,  Temiskaming. 

References:  C.  B.  Thome,  H.  S.  Ferguson,  W.  S.  Lea,   E.  S.  M.  Lovelace,   A.  Amos. 

KTTTREDGE— BERTIE  LISLE,  of  Shawinigan  Falls,  Que.  Born  at  North 
Stukely  Que.,  Aug.  5th,  1885.  Educ,  Academy,  Waterloo,  Que.,  mech.  eng.,  I.C.S. 
1906,  mech.  dfting.,  Hart  Otis  Car  Co.;  1907,  with  Northern  Elec  and  Mfg.  Co.,  mech. 
dfting  and  dsgn.  on  telephone  and  fire  alarm  apparatus;  1909,  dfting  and  purchasing 
agt.  of  elec.  apparatus,  etc.,  RET.  Pringle  &  Co.;  1910-13,  with  J.  A.  Jamieson; 
1915,  with  A.  \V.  Robinson;  1916,  with  Dom.  Bridge  Co.,  later  with  John  S.  Metcalf 
Co.;  1917,  with  It.  S.  Kelsch;  1918,  American  Electro  Products  Co.,  and  at  present 
mech.  engr.,  in  chg.  of  chemical  apparatus  with  American  Electro.  Products.,  Shawini- 
gan Falls,  Que. 

References:  A.  W.  Robinson,  J.  A.  Jamieson,  R.  S.  Kelsch,  F.  T.  Kaelin,  H.  Rolph. 

LOUDON— ANDREW  CHARLES,  of  Montreal.  Born  at  Valleyfield,  Que, 
July  7th,  1883.  Educ.  B.Sc,  McGill  Univ.,  1906.  1901,  Can.  Govt.  Survey;  1902. 
special  apprentice,  C.P.R. ;  1903-05,  special  apprentice,  G.T.  Ry.;  1906-07,  dftsman. 
Amer.  Loco.  Co.;  1907-08,  locomotive  foreman,  G.T.  Ry.;  1909,  dftsman,  D.  &  H. 
Ry.  Co.;  1909-10.  test  dept.,  A.  F.  &  S.  F.  Ry.;  1910-12,  gen.  foreman,  G.T.P.  Ry., 
Winnipeg;  1912-16,  editor,  mech.  dept.,  "  Railway  Age  ";  1916  to  present  date,  acting 
asst.  ch.  engr.,  executive  asst.,  Canadian  mgr.,  Locomotive  Super-heater  Co. 

References:  E.  J.  Turlov,  J.  T.  Farmer, 
Shaw,  C.  V.  Christie. 


R.  J.  Durley,   W.  H.   Winterrowd,  J.  A. 


MARCHAND— JOSPEH  ARTHUR  HENRI,  of  Three  Rivers,  Que.  Born  at 
Batiscan,  Que.,  Sept.  2nd,  1884.  Educ,  B.A  So.,  (C.E.)  Polytechnic  School,  1910 
1910  (2  mos.)  transit  and  level  man  with  M.  Dufresne;  1910  (3  mos.),  transitman  on 
Beauharnois  Barge  Canal;  1911  (3  mos.)  surveying  of  lakes  and  rivers;  2  mos.,  private 
practice,  hydraulic  and  elec  eng.;  1911-13,  in  responsible  chg.  of  prelim,  surveys  and 
constrn.  of  railroads;  March  1913  to  date,  asst    engr.,  P.W.D.,  Throe  Rivers  clist. 

References:  C.  J.  It.  Jette,  R.  Morrissettc,  F.  X.  T.  Borlinquet,  L.  W.  Bourassa, 
A.  B.  Normandin,  A.  R.  Decary,  J.  Bourgeois,  B.  Grandmont. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


433 


McCORT— CECIL  ROY,  of  Montreal.  Born  at  Bolton,  Ont.,  July  18th,  1893. 
Educ,  B.A.Sc  ,  Univ.  of  Toronto,  1915.  1912  (5  mos.)  with  Can.  Fairbanks  Morse, 
Toronto,  testing  gasoline  engines  and  motors;  1913-14,  (10  mos.)  asst.  engr.,  P.W.D., 
on  breakwater  constrn.  and  harbor  improvements.  Port  Arthur,  Ont.;  1915  (9  mos) 
on  research  work,  investigating  strength  values  of  structural  timbers,  Products  Labo- 
ratory of  Canada;  1916-19,  with  Canadian  and  Imperial  Artillery,  1917,  Capt.  in 
France;  at  present  in  chg.  of  Montreal  office,  professional  and  business  occupations 
section,  Dept.  of  Soldiers  Civil  Re-Establishment. 

References:  J.  M.  R.  Fairbairn,  W.  J.  Francis,  P.  Gillespie,  H.  E.  T.  Haultain, 
F.  B.  Brown,  C.  R.  Young. 


STOKES— CHARLES  WILLIAM,  of  Montreal.  Born  at  Richmond.  N.B., 
Aug.  5th,  1878.  Educ,  B.Sc.  (E.E.)  McGill  Univ.,  1903;  2  yrs  in  Arts  and  C.E. 
course  in  Univ.  of  N.B.  1902  (3  mos.)  shopwork,  Northern  Elec.  Co.;  1903-04  (18  mos.) 
apprentice,  Westinghouse  Co.,  Pittsburg,  Pa.;  1904-07,  erecting  engr.,  Can.  Westing- 
house  Co.,  Montreal;  1907-08,  supt.,  elec.  and  telephone  dept.,  Kenora,  Ont.;  1909, 
in  chg.  of  sales  of  power  apparatus,  Northern  Elec.  Co.,  Toronto;  1909-10,  asst.  engr., 
Hydro  Elec.  Power  Comm.;  Aug.  1910  to  date  with  Siemens  Co.  of  Can.  Ltd.,  as 
follows: — 1910-11,  salesman.  Toronto;  1911-15,  mgr.,Wpg.  branch;  June  1915  to  date, 
gen.  mgr.,  Montreal,  engaged  in  dealing  with  and  installing  elec.  equipment. 


References 
W   A.  Duff. 


F.  S.  Keith,  F.  K.  Brown,    \V.  J.  Francis,  G.  G.  Gale,  L.  A.  Herdt, 


McKENZIE— ROBERT  DAWSON,  of  Winnipeg,  Man.  Born  at  Brandon, 
Man..  Aug.  10th,  1892.  Educ,  B.C.E.,  Man.  Univ.,  1916.  1916  (6  mos.)  withC.N.R.; 
1916-17  (6  mos.)  rodman,  bridge  dept.,  C.N.R.;  1917-18,  not  employed  in  civil  eng. 
work;  May  1918  to  date,  junior  asst.  engr.  and  dftsman,  highway  comm'rs  office, 
P.  WD. 

References:  T.   VV.  White,   M.  A.  Lyons,  E.  E.  Brydone-Jack,  P.  Burke-Gaffney. 

MOORE— ROWLAND  CHAPMAN,  of  Halifax,  N.S.  Born  at  Halifax,  Dec. 
26th,  1893.  Educ,  B.Sc,  N.S.  Tech.  Coll.,  1916.  2  yrs.  Arts  course  Dalhousie  Univ. 
Rodman  on  railroad  survey.  1916  to  date,  with  Foley  Bros.,  Welch,  Stewart  & 
Fauquier,  Halifax,  as  dftsman.  on  desgn  and  detailing  of  repair,  etc,  also  in  chg.  of 
survey  party,  work  including  setting  of  diving  bell,  location  of  shells,  etc.,  and  at 
present  asst.  eng.,  work  including  gen.  supervision  of  all  field  work,  gen.  dsgning,  etc. 

References:  J.  W.  Roland,  A.  C.  Brown,  F.  R.  Faulkner,  P.  A.  Freeman. 

MOULTON— HAZEN  PARKER,  of  Ottawa,  Ont.  Born  at  St.  Stephen,  N.B., 
July  9th,  1886.  Educ,  B.Sc,  Univ.  of  N.B.,  1907.  D.L.S.  1912.,  summers  1906-07, 
asst.  engr.  on  waterworks,  St.  Stephen,  N.B.;  1908-11,  asst.  on  geodetic  survey  work; 
1912-13,  asst.  engr.  and  surveyor  on  Internat.  Boundary  survey,  Lake  of  the  Woods 
dist.;  1914-16,  in  chg.  of  precise  levelling  parties,  in  Ont.,  Que.  and  N.B;  1917,  in 
chg.  of  reconnaissance  work,  in  N.S.,  Geodet.  Survey;  1918-19,  lieut.,  with  Can.  Engrs.; 
and  at  present  in  chg.  of  reconnaissance  work,  Geodet,  Survey  of  Canada  in  N.S.  and 
P.E.I. 

References:  N.  J.  Ogilvie,  3.  J  McArthur,  J.  D.  Craig,  M.  F.  Cochrane.  H.  F.  J. 
Lambart,  L.  O.  Brown. 

PARKER— SAMUEL  RUTHERFORD,  of  Regina,  Sask.  Born  in  China,  Aug. 
25th,  1886.  Educ,  3  yrs..  Royal  Glasgow  &  West  of  Scotland  Tech.  Coll.  summers  of 
1903  to  07,  apprentice,  mech.  and  marine  eng.;  1907-09,  asst.  in  marine  dept.,  Greenock 
Corp.  Elec.  Dept.;  1910-11,  Manitoba  Govt,  telephones  ,asst.  in  conslt.  engrs.  office 
and  long  distance  trouble  desk;  1911-12,  light  and  power  dept.,  Wpg.,  as  industrial 
and  later  power  engr.;  1912-15,  Sask.  govt,  telephones,  first  asst.  engr.,  later  main- 
tenance engr.;  Sept.  1915  to  Mar.  1919,  military  service,  1915-16  with  P.P.C.L.I.,  1918, 
elec.  instructor,  Seaford,  England;  instructional  work;  1905-06,  Greenock  Tech. 
School;  1911-12,  St.  Johns  and  Keloin  Tech.  Schools;  1918,  School  of  Mil  eng.,  and 
Khaki  Coll.  of  Canada,  Seaford,  Eng.;  Mar.  1919  to  date,  dept.  of  telephones,  Regina, 
acting  constrn.  engr. 

References:  W.  R  Warren.  H.  C.  F.  Chown,  J.  G.  Glassco,  E.  V.  Caton,  W.  A. 
Duff. 

PEEK— ROBERT  LEE,  of  St.  Catharines,  Ont.  Born  at  South  Orange,  N.J., 
Nov.  16th,  1871.  Educ,  2  yrs.  Clinton  Grammar  School,  Clinton,  N.Y.  1887-95. 
laboratory  asst.,  Ledoux  <fc  Co.,  N.Y.;  189.5-1906,  assayer;  1900-07,  metallurgy  of 
Cobalt  ores,  North  America  Refining  Co.,  Hamilton;  Sept.  1907  to  date,  supt.,  constrn. 
and  operation,  Coniagas  Reduction  Co.,  smelting  and  ref'g  work,  Thorold,  Ont. 

References:  R.  W.  Leonard,  H.  E.  T.  Haultain,  J.  L.  Weller,  J.  T.  Farmer,  R.  P. 
Rogers. 

PRATT— FOREST  M1LLEN.  of  Ottawa,  Ont.  Born  at  Ottawa.  Mar.  21st, 
1891.  Educ,  B.A.Sc,  Toronto  Univ.,  1912.  1911  (5  mos.)  with  E.  B.  Eddy  Co., 
Hull,  Que.,  on  dsgn.  and  assist,  in  erection  of  warehouse;  1912-14,  as  res.  engr.,  on 
constrn.  of  power  house,  etc.,  responsible  for  correctness  in  detail  of  excavation, 
bid.  constrn.,  etc.;  1914-15,  on  dsgn.  and  carrying  out  of.  alterations  and 
additions  to  bldgs.  and  machinery;  Nov.  1915,  lieut.  Can.  Engrs.,  awarded 
M.  C.  1916;  May  1918,  made  capt.,  was  mentioned  in  despatches  Jan.  1919; 
at  present  with  E.  B.  Eddy  Co.,  as  engr.,  work  including  dsgn.  and  constrn.  of  mill 
bldgs.,  and  installation  ,  etc  of  machinery. 


References:   W.  Kennedy,  Jr.,  J.  B.   McRae,  G. 
J.  Murphy. 


M.  Hamilton,  C.  R.  Coutlee, 


RACEY— HERBERT  WILLIAM  (Capt.)  of  Westmount,  P.Q.  Born  at  Quebec. 
P.Q.,  May  11th,  1875.  Educ,  matric  St.  Francis  Coll.,  Richmond,  began  Science 
course.  McGill  Univ.,  but  did  not  complete  studies.  1896,  with  Royal  Elec.  Co.; 
1897-1901,  with  Henry  Atkinson,  Etchemin,  forestry  work,  mill  constrn.,  etc.;  1902-10, 
dist.  mgr.,  Price  Bros.  &  Co.,  built  sawmills,  pulp  mill,  roads,  dams,  maintained  in 
repair  vessels,  tugs,  etc.,  dsgned  and  built  bldgs.,  etc;  1910-13,  gen.  mgr.,  Big.  River 
Lumber  Co.,  Big.  River,  Sask.;  1913-15,  gen.  mgr.,  St.  Lawrence  Pulp  &  Lumber 
Corp.,  Philadelphia,  Pa.,  in  chg.  of  erection  of  pulp  and  saw  mill  plant,  town  constrn., 
water  supply,  etc.;  1916-18,  overseas,  with  Can.  Forestry  Corps,  later  with  Can.  Engrs  , 
as  capt.,  had  chg.  of  Stover  Park  Camp,  and  constrn.  of  aerodromes  for  War  Office; 
1918  (6  mos.)  estimating  engr.,  Shipbuilding  Co.  (Fraser,  Brace  &  Co.);  Dec.  1918 
to  date,  on  eng.  staff,  Dom.  Glass  Co.,  Montreal. 

References:  E.  S.  M.  Lovelace,  G.  K.  Addie,  C.  E.  Fraser,  A.  R.  Sprenger,  R.  O. 
Sweezey. 

STID WILL—  FRANCIS,  of  Cornwall,  Ont.  Born  at  Holsworthy,  Eng.,  July 
25th,  1880.     Educ,  B.Sc,  Queen's  Univ.,  1908.     1906,  transit  work,  etc.,  with  W.  G 

McFarlanc.  D.L.S. ;  1907-12,  with  Magwood  &  Walker,  Cornwall;  1912  to  present 
date,  member  of  firm  Magwood  &  Stidwill,  work  including  dsgning  and  supervising 
municipal  and  railroad  work,  etc;  also  engineer  for  townships  of  Cornwall,  Lochiel, 

West  Hawkesbury,   Kenyon,  Finch,  Osgoode,  Vankleek  Hill. 

References:  C.  D.  Sargent,  W.  H.  Magwood,  F.  E.  Patterson,  T.  D.  Kennedy, 
F.  T.  McArthur,  J.  G.  Cameron. 


TRIPP— GEORGE  MASON,  of  Victoria,  B.C.  Born  at  Woodstock,  Out  , 
Nov.  14th,  1875.  Educ,  Ont.  public  high  school.  1893-98,  with  Can.  Gen.  Elec. 
Co.,  first  as  student,  later  as  foreman  on  laying  out  and  erection  of  elec  equipment, 
etc.;  1898-1903.  installation  and  operation  of  hydro-elec  apparatus,  with  B.C.  Elec. 
Ry.  Co.  Ltd.;  1903  to  date,  supt.,  Victoria  Branch,  B.C.  Elec  Ry.  Co.,  eng.  supt., 
in  chg.  of  all  eng.  work  on  Vancouver  Island,  Vancouver  Island  Power  Co, 


References:  G.  R.  C    Conway. 
Lewis. 


R.  F.  Hayward,  C.  H.  Rust,  F.  C.  Gamble,  D.  O. 


VOGAN— GEORGE  OLIVER,  of  Toronto,  Ont.  Born  at  Riceville,  Ont.,  Dec. 
18th,  1892.  Educ.  B.Sl-.,  Queen's  Univ.,  1917.  1910  (4  mos.)  instr'man  under 
Dr.  EL.  Bruce,  Geological  Survey  Ottawa;  1917  (4  mos),  field  dftsman,  railway  dept. 
Hydro  Elec.  Power  Comm.;  1917-18,  hydraulic  dept.,  on  power  development  surveys; 
1918  to  date,  on  design  of  hydraulic  structures.  Hydro  Elec.  Power  Comm. 


References: 
J    Curzon. 


A    E.  Nourse,  T.  H.  Hogg.  H.  G.  Acres,  G.  F.  Hanning,  M.  V.  Sauer, 


WHITE— FRANK  O.,  of  Temiskaming,  Que.  Horn  at  Orono,  Maine,  Dec.  17th, 
1884.  Educ,  B.S:-.  (C.E.)  Univ.  of  Maine,  1905.  1902  (3  mos.)  with  Internat. 
Paper  Co.,  as  rodman  on  property  surveys;  1903  (3  mos.)  compassman  on  timber 
surveys;  1904  (6  mos  )  instr'man,  water  power  surveys;  1905-07,  with  Bodwell  Water 
Power  Co.,  Milford,  Me.,  as  instr'man  and  inspector  on  constrn.  and  equipment  of 
hydro  elec.  power  development;  1907-09,  with  Anglo  Newfoundland  Development 
Co.,  Grand  Falls.  Nfld  .  as  asst  supt.  of  constrn.,  in  executive  chg.  of  constrn.;  1909-10, 
with  S.  M.  Green,  const,  engr..  Springfield,  Mass.,  as  res.  engr.  in  chg.  of  constrn.  and 
equipment  of  industrial  plants;  1911  (0  mos.)  with  Mississippi  River  Power  Co., 
Keokuk,  Iowa;  as  office  engr.  on  surveys;  Kill  (2  mos.)  as  oh,  of  party;  1911-12,  with 
Can.  Stewart  Co.,  asst.  supt  of  constrn.;  1912-1N,  with  H.  S.  Ferguson,  consl.  engr., 
N.w  i:>rk  2yrs  in '.dig.  of  fiild  investigations  ,;, ;.  rs  in  ihg.  of  prchm.  designs  invest  n. 
reports,  etc  ,  2  yrs.  in  chg.  of  dsgns.  of  sulphite  pulp  mills.,  and  at  present  with  Kipawa 
Fibre  Co    Ltd..  in  chg.  of  dsgns.  for  sulphite  pulp  mill  and  hydraulic  development. 

References:  C.  B.  Thome,  H.  S.  Ferguson,  R.  O.  Sweezy,  R.  F.  Davy,  C.  R.  Coutlee. 

WHITMAN— KARL  EWART,  of  Halifax,  N.S.  Born  at  Advocate  Harbor,  N.S., 
Aug.  6th,  1887.  Educ,  B.8e.  (C.E.)  N.S.  Tech.  Coll.  1914.  1911  (3  mos.)  surveying 
with  Maritime  Coal,  Ry.  &  Power  Co.;  1912  (3  mos.)  dftsman.,  C.N.R.,  Winnipeg; 
1913,  (3  mos.)  supt'g  constrn.  of  wliarf  and  cable  bldgs  ,  Western  Union  Telegraph 
Co.,  Halifax;  191 1-10,  (16  mos  i  in  eh'.:  of  erection  of  structural  steel,  Toronto  Struc- 
tural Steel  Co.,  Toronto;  1915-16  (9  mos.)  on  military  service  in  chg.  of  party  on 
survey  of  dist  east  of  Halifax  Fortress;  1916-17,  dsgning.  engr.,  Standard  Steel  Constrn. 
Co.,  Welland,  (hit  ;  Aug  1917-Nov.  1918,  on  military  service;  Dec.  1918  to  date, 
instructor  in  surveying  and  structural  drawing  and  design,  Dept.  of  Soldiers  Civil 
Re-Establishment  at  N.S.  Tech.  Coll. 

References:  R.W.  McColough,  .1.  W.  Roland,  O,  S.  Cox,  F.R.Faulkner,  J.F.Pringle. 

WHITNEY  CLAUDE  STAFFORD,  of  Niagara  Falls,  Ont.  Born  at  Cape 
Rich,  Ont.,  Jan.  19th,  18S6.  Educ  ,  RR.  Eng  course,  I.C.S.  1905-00,  rodman,  etc., 
N.T.C.  Ry.;  1906-10,  instrlnan,  N  T.C  Ry  ;  1910-14,  res.  engr.,  N.T.C.  Ry.;  1914-15, 
inspector,  roundhouse  and  shops,  sewage,  water  service,  etc.,  N.T.C.  Ry.,  at  Grant, 
Ont  ;  1910-18,  instr'man,  Hydro  Elec    Power  Comm  ,  and  at  present  is  res.  engr. 

References:  H.  D.  Ltimsdcii,  II  I.  Bucke,  AC.  I)  Blanchard,  N.  B.  MacTaggart, 
A.   M.  Macgillivray,  A    V.  Redmond,  .1    B  .Goodwin,  W.  P.  Wilgar. 

FOR  TRANSFER   FROM  THE  CLASS  OF  ASSOCIATE   MEMBER  To    THAT 

OF    MEMBER 

BROWN  1*1111 .11'  PIGGOTT,  of  Vancouver,  B.C.  Born  at  Great  Leighs 
Eng.,  Aug  19th,  1NS1.  Educ.,  London  colleges  and  special  tuition.  1899-1903 
apprentice,  M.  T.  Shaw  &  Co.  Ltd.,  Mill  wall,  Eng.;  1904-07,  with  same  firm  as 
supervising  shop  engr.,  and  inspector  on  structural  and  bridge  work;  1908-09,  as  des- 
gmng  engr.,  on  structural  steel  for  bldgs.,  etc.;  1910,  with  several  firms  in  Vancouver, 
including  Cleveland  &  Cameron,  conslt.  engrs.;  1911  to  date,  practicing  as  conslt. 
and  supervising  structural  engr.,  specializing  in  reinforced  concrete  constrn.,  with 
exception  of  16  mos.  (1915-101  with  Imperial   Munitions  Board. 


References:  J.  H.   Kennedy,  F.  1' 

h.nd,  A.  D.  Creer. 


Wilson,  I.    E.   Wilson,  I).  Cameron,  E.  A.  Cleva- 


DeCEW— JCDSON  ALBERT,  of  Mount  Vernon,  N.Y.  Born  at  Waterford,  Ont., 
Dee.  14th,  1874.  Educ,  B.A.  Sc.,  Toronto  Univ.,  1901.  1901-03,  erecting  and 
advisory  chemical  engr.,  Canada  Paper  Co.;  1901  to  date,  consulting  chem.  engr., 
researches  and  ad\ice  in  chem.  and  mech.  problems  for  paper  and  pulp  firms  in  Canada 
and  United  States,  101  5-10,  special  investigations  in  antimony;  at  present  is  president. 
Process  Engineers,   Montreal  and  New  York. 

References:  F.  B.  Brown,   W.  J.  Francis,  F.  S.   Keith,  R.  A.  Ross,  H.  Holgate. 

GREENE— JOHN  FRANCIS,  of  Winnipeg,  Man.  Born  at  Boston,  Mass., 
Mar.  4th,  1885.  Educ  ,  B.A.,  Boston  Coll.,  1905.  1900,  rodman  on  tunnels  under 
Hudson  river,  IVnn.  RR.;  1907-09,  dftsman  and  bridge  detailer,  Spokane,  Wash.; 
1909-14,  bridge  engr.,  Spokane,  in  responsible  chg.  of  concrete  bridges,  in  complete, 
chg.  of  dsgn  and  constrn..  etc.;  1915-10,  in  complete  chg.  of  dsgn.  and  constrn.  of 
bridges  in  Calgary;  1917-19,  constrn.  engr.,  for  Carter-Halls-Aldinger  Co.,  Winnipeg, in 
chg.  of  underpenning  and  bridge  work;  and  at  present  is  member  of  firm  C.  D.  Howe 
&  Co.,  conslt.  engrs.,  Port  Arthur  and    Winnipeg. 


References:   G 
Macgillivray,  A    s 


W,  Craig.  F. 
Dawson. 


II.    Peters,   S.    G.    Porter.     \.    V.    Redmond,   A.    M. 


434 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


GRIM— WALTER  ATKYNS  ERVINE  (Capt.)  of  Vancouver,  B.C.  Born  at 
Stratford,  Ont.,  Nov.  11th,  1880.  Educ,  private  tuition,  R.R.  eng.  course,  Am. 
School  of  Corr.  1906-07,  res.  engr.,  prairie  div.,  G.T.P.  Ry.;  1907-09,  mountain  div'n. 
G  I  .P.;  1910,  prairie-div.,  G.T.P. ;  1911  (10  mos.)  inspecting  engines,  Los  Angeles 
aqueduct;  1912-13,  asst.  engr.,  Western  Canada  Power  Co.,  Vancouver;  1914,  asst. 
engr.,  with  Geo.  H.  Webster,  cons),  engr.  and  contractor;  1914  to  date,  on  active 
service,  at  present,  Capt.,  Can.  Engrs. 

References:  H.  M.  Pardee,  B.  Ripley,  W.  H.  Tobey,  A.  H.  Greenless,  E.  H. 
Tense. 

HILL— BURTON  M.,  of  Frcdcricton,  N.B.  Born  at  St.  Stephen,  N.B.,  June 
21st,  1883.  Educ,  B.Sc.,  Univ.  of  N.B.,  1907.  1908-12,  res.  engr.,  M.T.R.;  1912-15, 
div.  engr.,  St.  J.  &  Que.  Ry.;  1916-18,  prov'l  inspecting,  ry.  engr.,  and  engr.,  Permanent 
roads,  Prov.  of  N.B. 

References:  K.  H.  Smith,  E.  E.  Brydone-Jack,  C.  O.  Foss,  A.  R.  Crookshank, 
L.  L.  Theriault,  G.  C.  Dunn,  H.  Longley. 

JOHNSON — SYDNEY  B.,  of  Ottawa,  Ont.  Born  at  Ottawa,  Dec.  3rd,  1875. 
1900-01,  topographer,  levelman,  A.C.  Ry.;  1901-04,  dftsman  and  computer  in  office  of 
Little  Kanawha  Ry.,  Parkersburg,  W.Va.:  1904,  dftsman  and  computer,  G.T.P.  Ry., 
North  Bay,  Ont.;  1905-08,  in  dig.  of  metering  party,  measuring  Ottawa  river,  etc. 
and  French  river;  1909-19,  in  chg.  of  hydrometric  surveys,  P.W.D.,  including  over- 
seeing 100  gauge  stations  and  computation  of  discharge  curves  for  St.  Lawrence  and 
Ottawa  Rivers,  etc.;  Mar.  1919  to  date,  asst.  engr.,  in  chg.  of  Ottawa  River  storage, 
P.  W.D.,  and  in  chg.  of  hydrometric  surveys. 

References:  C.  R.  Coutlee,  J.  B.  McRae,  A.  St.  Laurent,  A.  J.  Matheson,  F.  B. 
Brown. 

McLAY— DAVID  BIRD,  Capt.  R.  E.  (Formerly  of  Vancouver,  B.C.).  Born  at 
Uddingston,  Scotland,  Apr.  16th,  1885.  Educ,  B.Sc.  (Eng.)  Glasgow  Univ.,  1910; 
A.M. ICE.  1902-06,  apprentice,  W.  L.  Douglass,  Scotland;  1907,  (6  mos.),  with 
Brandon  Bridge  Bldg.  Co.,  Motherwell,  Scot.,  as  fitter  and  erector;  1908,  (6  mos.), 
fitter,  British  Westinghouse  Co.,  Manchester;  1909  (6  mos.)  in  office  as  bookkeeper; 
1910-11,  tester  of  elec.  machines,  British  Westinghouse  Elec.  &  Mfg.  Co.;  1911  (3  mos.) 
in  bridge  and  roadways  dept.,  city  engr's  office,  Toronto,  as  dftsman.;  1911  (3  mos.) 
res.  engr.  on  reinforced  concrete  tunnel,  at  Illecillewaet,  B.C.;  1911-15,  in  roadways 
dept.,  city  engr's  office,  Vancouver,  first  as  dftsman  and  ch.  dftsman.,  later  for  3  yrs., 
as  asst.  engr.,  in  chg.  of  constrn.  and  maintenance  of  roads;  1915-16  (7  mos.)  res. 
engr.,  in  chg.  of  bldgs.  H.  M.  Factory,  Gretna,  Scotland;  1916(3  mos.)  sapper,  Royal 
Engrs.,  England;  1916  (4  mos.),  2nd  lieut.,  R.  E.;  1916-17,  coy.  commander 
and  sunt,  of  instruction,  2nd  Q.V.O.  Sappers  &  Miners,  Bangalore,  India;  1917-18, 
coy.  officer,  2nd  Q.V.O. S.  &  M.,  M.E.F.,  Mesopotamia;  1918  to  date,  capt. 

References:  F.  L.  Fellowes,  W.  H.  Powell,  A.  D.  Creer,  F.  S.  Easton,  J.  R. 
Gosgrove,  A.  G.  Dalzell,  C.  Brakenridge. 

FOR  TRANSFER  FROM  CLASS  OF  JUNIOR  TO  HIGHER  GRADE 

GIBSON— JOHN  McINTYRE,  of  Toronto,  Ont.  Born  at  Arthur,  Ont.,  Jan.  26th, 
1888.  Educ,  B.A.Sc,  Toronto  Univ.,  1910.  1908  (5  mos.)  on  O.L.S.;  1909  (5  mos.) 
instr'man  O.L.S.;  1910-11,  instr'man  D.L.S.;  1911  (9  mos.)  asst.  on  road  constrn.; 
1912,  on  waterworks  and  sewers  with  Chipman  &  Power;  1912-13,  dsgning  engr., 
with  C.W.  Noble,  on  reinforced  concrete  bridges,  etc.;  1913-15,  with  IS.  Osborn, 
conslt.  engr.,  on  dsgn.  and  constrn.  of  foundations  and  reinforced  concrete  work, 
etc.;  1915  (6  mos.)  with  R.  J.  Marshall  in  chg,  of  physical  testing,  lab.,  munitions; 
Dec  1915-to  date,  on  active  service,  1915-16,  as  O.C.,  A.  Coy.,  127th  Batt.;  Nov. 
1916  to  date,  major  and  ch.  engr.,  2nd  Bn.  Ry.  Troops. 

References:  W.  G.  Swan,  P.  Gillespie,  T.  R.  Loudon,  C.  W.  Noble,  F.  F.  Clarke, 
C.  P.  Van  Norman. 

REEFER— JOSEPH  ALEXANDER,  of  Victoria,  B.C.  Born  at  Victoria,  Dec. 
8th,  1886.  Educ,  Royal  Mil.  Coll.  of  Canada,  1908,  Royal  Engrs.,  Eng.  School, 
Chatham,  Eng.  1910.  1910-13,  all  eng.  works  under  Utilities  Dept.  of  Canada  in 
W.  Ont.,  including  bldg.  of  armouries,  laying  out  and  constrn.  of  rifle  ranges,  water 
supply,  etc.;  1913-14,  railway  constrn.,  C.  N.  Ry.,  Vancouver  Island;  1914  to  date, 
asst.  engr.,  P.W.D.,  Victoria,  B.C. 

References:  F.  C.  Gamble,  D.  O.  Lewis,  R.  W.  Macintyre,  C.  H.  Keefer,  W.  M 
Everall,  C.   W.  Gamble. 

WYNNE— ROBERTS  LEWIS  WYNNE,  of  Toronto,  Ont.  Born  at  Carnarvon, 
Wales,  Nov.  14th,  1891.  Educ,  B.Sc,  honours  (Eng.)  London  Univ.,  1912.  Gold 
Medalist,  Battersea  Coll.  1912-15,  asst.  engr.,  under  Board  of  Highways  Comm'rs., 
Sask.  Govt.,  dsging  and  constr'g  timber,  steel  and  reinforced  concrete  bridges,  etc; 
1916  (4  mos.)  under  Minister  of  Munitions,  England;  Apr.  1916,  joined  Royal  Engrs., 
service  in  India,  Mespotamia,  and  at  present  is  Capt.,  Royal  Engrs.,  in  Persia. 

References:  R.  O.  Wynne-Roberts,  L.  A.  Thornton,  E.  G.  W.  Montgomery, 
H.  S.  Carpenter,  J.  N.  deSlein,  O.  W.  Smith,  P.  Linton,  A.  J.  Macpherson, 
F.  T.  McArthur. 

FOR  TRANSFER  FROM  CLASS  OF  STUDENT  TO  HIGHER  GRADE 

GALBRAITH— ROBERT  DOUGLAS  (Major)  of  Toronto,  Ont.  Born  at 
Toronto,  May  28th,  1893.  Educ,  B.A.Sc,  Toronto  Univ.,  1915.  6  mos.,  instru- 
ment work  with  Northern  Development  Branch,  Ont.  Govt.;  4  mos.  instrument  work 
and  constrn..  Foundation  Co.,  N.Y.;  3  mos.  dsgning,  Curtiss  Aeroplane  Co.,  Toronto; 
1915,  enlisted  in  75th  Batt.,  as  lieut.  O.C.  draft  of  250  men,  transferred  to  23rd  Bn., 
England,  Sept.  1915;  transferred  to  28th  Bn.,  France,  April  1916;  Aug.  1917,  Capt., 
2nd  Can.  Ry.  Troops;  Major,  March  1918.  Jan.  1919,  awarded  Military  Cross; 
in  chg.  of  broad  gauge  and  light  railway  constrn.,  reconstrn.  of  bridges,  in  Belgium 
and  France,  and  discharged  from  C.E.F.,  March  1919;  at  present  is  Toronto  represen- 
tative, Professional  and  business  occupations,  section,  Dept.  of  Soldiers'  Civil 
Re-Establishment. 

Inferences:  T.  K.  Thomson,  C.  H.  Mitchell,  F.  F.  Clarke,  J.  M.  R.  Fairbairn, 
W.  J.  Francis.  H.  E.  T.  Haultain. 


JOHNSON— REX  PHILLIPS,  of  Niagara  Falls,  Ont.  Born  at  Toronto, 
Ont.,  Apr.  22nd,  1892.  Educ,  B.A.Sc,  Toronto  Univ.,  1914.  Summer  vacations 
1909-10-11,  rodman,  etc.,  on  railroad  location  and  constrn;  1912,  on  elec 
ry.  location  as  transitman;  1913,  on  Welland  Canal  maintenance  as  dftsman  and 
transitman;  1914-16,  degning  dftsman.,  Welland  canal;  1916  to  date,  senior  dftsman 
and  asst.  office  engr.,  dsgn.  of  constrn.  plant.,  Hydro  Elec.  Power  Comm.,  Niagara 
Falls. 


J.    B.    Goodwin, 


References:  J.  L.    Weller,  F.  E.  Sterns,  A.  C.  D.  Blanchard, 
II.  L.  Bucke,  W.  H.  Sullivan,  W.  P.  Near,  N.  R.  Gibson. 

JOHNSON— BRUCE  ALEXANDER,  of  Winnipeg.  Man.  Born  at  Melita, 
Man.,  Sept.  15th,  1891.  Educ,  B.C.E.,  Man.  Univ.,  1915.  1911  (5  mos.)  with 
N.T.R.;  1912-13,  dftsman,  C.N.R.,  bridge  dept.;  1914  (5  mos.)  rodman,  hydrographic 
survey;  1915  (6  mos.)  asst.  engr.  bridge  dept.,  C.N.R.;  3  mos.  ,engr.  on  Manitoba 
highways;  Jan.  1916  on  active  service,  and  at  present  under  medical  treatment. 

References:  W.  Walkden,  A.  W.  Smith,  T.  W.  White,  E.  E.  Brydone-Jack,  G.  L. 
Guy. 

KIRKPATRICK— ALEXANDER  M.,  of  Ottawa,  Ont.  Born  at  Chatham,  Ont., 
April  18th,  1889.  Educ,  B.Sc,  (C.E.)  Queen's  Univ.,  1911.  1908  (6  mos.)  rodman, 
T.C.  Ry.;  1910  (6  mos.)  recorder,  hydrometric  survey,  Ottawa  River  storage;  1911-12, 
asst.  engr.,  Internat.  Comm.,  River  St.  John;  1912  (6  mos.)  asst.  engr., 
P.  W.D.;  1912  (3  mos.)  chg.  of  survey  at  Carlton  Point  for  P.E.I.  Car  Ferry  Terminals; 
1912-14,  in  chg.  of  hydrometric  survey  party,  Ottawa  River  regulation;  1914-15, 
in  chg.  of  survey  for  location  of  storage  and  dam  sites,  N.  Sask.  River;  1915  to  date, 
asst.  engr.,  P.W.D.,  Ottawa,  in  chg.  of  hydrometric  survey  partv,  etc,  with  exception 
of  8  mos.,  in  R.A.F.  1918. 

References:  C.  R.  Coutlee,  S.  J.  Chapleau,  A.  Gray,  S.  B.  Johnson,  L.  A.  Des- 
Rosiers,  R.  F.  Davy. 

MARIEN— E.  RAYMOND,  of  Quebec,  P.Q.  Born  at  Montreal,  Feb.  17th, 
1893.  Educ,  B.A.,  1912,  B.A.Sc.  (C.E.)  1916,  L.Ph.,  1916,  Laval  Univ.  1912,  on 
surveys  with  Jos.  Rielle;  1913,  highway  eng.,  Montreal-Quebec  highway;  1914-15, 
eng.  and  inspecting  on  plants  in  Quebec;  1916  (3  mos.)  ch.  asst.  to  ch.  testing  engr., 
Imperial  Ministry  of  Munitions,  at  MeGill  Univ.,  and  Oct.  1916-19,  in  chg.  of  testing; 
Jan.  1919  to  date,  comm'r  of  industries,  Quebec,  to  look  after  expansion  and  trade 
development,  etc. 

References:  F.  C.  Laberge,  J.  A.  Smith,  G.  R.  Kendall,  C.  J.  Chaplin,  A.  Fraser, 
A.  Lariviere,  A.  B.  Normandin. 

MA WHINNEY— WILLIAM  GEORGE,  of  Selkirk,  Man.  Born  at  Holland, 
Man.,  June  26th,  1892.  Educ,  B.C.E.,  Manitoba  Univ.,  1915.  Summer  1910,  on 
C.P.R.  location;  1911,  with  G.T.P.  Ry.,  on  maintenance;  1912,  Midland  Ry.  of  Man., 
on  maintenance;  1913,  Dom.  Govt.,  on  N.  Sask.  river  survey;  1916  overseas, 
returned  March  1919,  and  at  present  is  municipal  engr.,  in  chg.  of  road  and  bridge 
constrn.,  rural  municipality  of  St.  Clements,  Selkirk,  Man. 

References:  E.  E.  Brydone-Jack,  M.  A.  Lyons,  A.  McGillivray,  J.  A.  H.  O'Reilly, 
G.  H.  Herriot,  E.  P.  Fetherstonhaugh,  R.  W.  Moffatt. 

McPHERSON— DAVID  EWEN,  of  Winnipeg,  Man.  Born  at  Winnipeg,  Sept. 
1891.  Educ,  B.C.E.,  Man.  Univ.,  1916.  1909  (4  mos.)  with  C.N.R.;  1910  (5  mos.1, 
rodman,  etc,  I.J.C.;  1913  (2  mos.)  rodman  on  topog.  survev,  Lake  of  the  Woods; 
1911  (6  mos.)  and  1912  (6  mos.)  with  C.P.R. ;  1913  (3  mos.)  leveller  and  instr'man. 
on  constrn.,  McColl  Bors.,  Winnipeg;  1913  (3  mos.)  levelling  for  topog.;  1914  (4  mos.) 
res.  engr.,  E.D.  &  B.C.;  1915  (4  mos.)  res.  engr.,  Man.  Govt.;  1916  (2  mos.)  transit- 
man,  with  C.N.R.;  1916-18,  office  or  asst.  engr.,  Winnipeg  Aqueduct  Constrn.  Co., 
and  at  present   dfting  with  C.N.  Ry.,  Winnipeg. 


References:  E.  E.  Brydone-Jack, 
A.   W.  Smith. 


W.  Smaill,  G.  F.   Richan,  J.  A.  H.  O'Reilly, 


RATZ— JOHN  EARL,  of  Ottawa,  Ont.  Born  at  Elmira,  Ont.,  Feb.  14th,  1892. 
Educ,  B.A.Sc,  Toronto  Univ.,  1912,  D.L.S.,  passes  14  subjects  for  D.T.S.  certificate, 
1910,  asst.  in  chg.  of  precise  level  party;  1911,  asst.  in  chg.  of  triangulation  party; 
1912-13,  ch.  of  party  on  precise  levels;  1914-17,  asst.  in  chg.  of  adjustments,  primary 
triangulations,  Ontario;  1917-19,  sapper  and  lieut..  Can.  Engrs.,  and  at  present,  geodetic 
engr.,  and  geodetist,  Geodet.  survey. 

References:  N.  J.  Ogilvie,  J.  J.  McArthur,  J.  D.  Craig,  M.  F.  Cochrane,  F.  B. 
Reid,  H.  F.  J.  Lambart. 

REID MAN— WILLIAM  BRIGHTHELM,  of  Toronto,  Ont.  Born  at  Toronto, 
July  30th,  1892.  Eeuc,  B.A.Sc,  Toronto  Univ.,  1915.  Lieut,  certificate  in  Mil. 
Eng.  1914.  1912  (2  mos.)  with  Toronto  Harbor  Comm.;  1912  (3  mos.)  asst.  res. 
engr.,  Sea  Wall  Exhibition  Park,  Toronto;  1913  (4  mos.)  asst.  (transit  and  level)  in 
surveying  dept.,  Can.  Copper  Co.,  Copper  Cliff,  Ont.;  1914  (3  mos.)  transitman  and 
dftsman.,  with  E.  W.  Robinson,  D.L.S  ,  The  Pas,  Man.;  Dec.  1914-Oct.  1916,  sgt., 
Can.  Engrs.;  1915,  on  service  at  the  front  in  chg.  of  engr.  working  parties;  wounded 
Nov.  1915,  invalided  to  Canada;  comm'd  as  lieut.  in  Can.  Engrs.,  Oct.  Oct.  1917, 
appointed  camp  engr.  Exhibition  Camp,  installing,  maintaining,  heating,  etc.;  since 
Dec.  1918  also  in  chg.  of  all  engr.  work  in  Toronto  armories  and  other  military  bldgs., 
work  including  structural  alterations,  wiring,  heating  systems,  etc. 

References:  T.  Loudon,  P.  Gillespie,  A.  A.  Putnam.  F.  S.  Rutherford,  H.  N. 
Gzowski,  C.  R.  Young,  N.  D.   Wilson. 

ROSCOE— HAROLD  MORTON,  of  Anyox,  B.C.  Born  at  Centreville,  N.S., 
Dec.  3rd,  1894.  Educ,  B.Sc.  (honors  M.E.j  MeGill  Univ.,  1918.  1913  (4  mos.) 
rodman,  Dom.  Atlantic  Ry.;  1914  (4  mos),  field  asst.,  geological  survey;  1915  (4  mos.) 
instr'man,  topog.  partv,  geolog.  survey,  Elk  River;  1916  (5  mos.)  transitman  on 
alignment,  submarine  slopes,  Wabana  Mine  Nfld.;  1916  (3  mos),  in  chg.  of  plane  table 
party,  geoloe.  survey;  1917  (5  mos.)  asst.  mining  engr.,  Granby  Mining  Co.,  Anyox; 
Apr.  1918-Feb.  1919,  lieut..  Can.  Engrs.;  at  present,  asst.  mining  engr.,  Hidden  Creek 
Mine,  Granby  Consolid.   Mining,  Smelting  &  Power  Co.,  Anyox,  B.C. 

References:  F.  B.  Brown.  J.  B.  Porter.  D.  W.  Burpee,  C.  Batho. 

STEPHENS— WILLIAM  E.,  of  London,  Ont.  Born  at  London  in  1889.  Educ, 
B.Sc,  Queen's  Univ.,  1916.  1912  (6  mos.)  rodman  on  topog.  survey,  London,  Ont.; 
1913,  (6  mos.)  diftsman  and  instr'man,  city  engr's  dept.,  London;  1914-15  (18  mos.) 
instr'man  on  gen.  municipal  work,  including  sewers '  and  pavements,  London; 
1916-19,  res.  eng.,  in  chg.  of  constrn.,  of  sewers  and  sewage  disposal  plant,  Chipman 
&  Power,  Toronto,  at  present,  asst.  in  office. 

References:  E.  A.  Stone,  H.  A.  Brazier,  W.  Chipman,  W.  S.  Harvey,  G.  H.  Power. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


87 


ENGINEERING    INDEX 

In  this  department  will  be  published  from  month  to  month  the  titles  of  current  engineering  papers  with  the  authors 

and  source  and  a  brief  extract  of  the  more  important.     It  is  designed  to  give  the  members 

of  The  Institute  a  survey  of  all  important  articles  relating  to  every  branch  of 

the  engineering  profession. 


PHOTOSTATIC  PRINTS 

Photostatic  copies  may  be  obtained  of  any  of  the  articles  listed  in  this  section. 
Price  of  each  print  (up  to  11  x  14  in.  in  size),  25  cents,  plus  postage .      A  separate 
print  is  required  for  each  page  of  the  larger-size  periodicals,  but  where  possible  two  pages  will 
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Orders  should  be  sent  to 

Harrisson  IV.  Craver,  Director, 

Engineering  Societies  Library, 
S9  /lest  Thirty-ninth  Street,  New  York,  N.  Y. 


MECHANICAL  ENGINEERING 


AIR   MACHINERY 

Compressors.  Up-to-date  Practice  in  Compressor  Maintenance.  Elec.  Ry.  .11., 
vol.  53,  no.  12,  Mar.  22,  1919,  pp.  569-572,  4  figs  Methods  of  inspection  and 
overhauling.    Details  of  compressor  overhauling  and  testing  bench. 

Fans.  Centrifugal  Fans  and  Their  Application  to  Gas  Engineering  Practice,  Frank 
S:  Townsend.  Gas  Jl.,  vol.  145,  no.  2906,  Jan.  21,  1919,  pp.  116-118  and  discus- 
sion pp.  118-119,  15  figs.  Elementary  theory  of  fan;  description  of  two  types 
of  centrifugal  fan  (radial  flow  and  mixed  flow);  discussion  of  efficiency  of  fan, 
methods  of  driving  and  regulation;  examples  of  recent  practice  in  application 
of  fan  plants.     Paper  bet  ore  Midland  Junior  Gas  Assn. 

FORGING 

Heavy  Forgings.  Making  and  Heat-treating  Heavy  Forgings,  Franklin  D.  Jones. 
Machy.,  vol.  25,  no.  7,  Mar.  1919,  pp.  583-590,  12  figs.  General  practice  of 
Tacony  Ordnance  Corporation  in  production  of  ingots  and  forgings  for  155  and 
240-mm.  guns. 

Turned  Forgings.  Making  Accurate  Turned  Forgings.  Iron  Trade  Rev.,  vol.  64, 
no.  13,  Mar.  27,  1919,  pp.  815-818,  8  figs.  Details  of  manufacturing  operations 
at  plant  of  company  specializing  on  finished  marine  and  machine  forgings. 

FURNACES 

Davis  "  Revergen  "  Principle  of  Firing.  The  Davis  "  Revergen  "  Principle  of 
Firing  Furnaces  with  Town  Gas.  Metal  Industry,  vol.  14,  no.  9,  Feb.  28, 
1919,  pp.  169-171,  2  figs.  Demonstrations  made  of  system  in  annealing  steel 
billets  at  870  deg.  cent.;  billet  heating  up  to  1000  deg.  cent  and  high-temperature 
test.     Also  in  Gas  Jl.,  vol.  145,  no.  2911,  Feb.  25,  1919,  pp.  385-387,  2  figs. 

Industrial  Furnaces.  Industrial  Furnaces  (Fours  industrials),  A.  Bigot.  Chimie 
4  Industrie,  vol.  2,  no.  1,  Jan.  1,  1919,  pp.  30-36,  8  figs.  Classification  of 
various  types;  their  uses  and  equipment. 

Oven  and  Muffle  Furnaces.  Industrial  Oven  and  Muffle  Furnaces  and  Their 
Method  of  Operation,  C.  M.  Walter.  Metal  Industry,  vol.  14,  do.  10,  Mar.  7, 
1919,  pp.  183-185.  On  theoretical  maximum  temperatures  of  combustion  of 
different  fuel  to  be  obtained  in  economical  operation  of  furnaces. 

FOUNDRIES 

Brass  Foundry.  Materials  and  Chemicals  Used  in  Brass  Foundry  Practice  —  IV, 
Charles  Vickers.  Brass  World,  vol.  15,  no.  3,  Mar.  1919,  pp.  69-71,  2  figs. 
History,  properties,  appearance,  physiological  action  and  commercial  use  of 
the  substances  commonly  used  in  brass  founding. 

Some  Principles  Involved  in  Melting  Metals  —  IV,  Charles  Vickers. 
Brass  World,  vol.  15,  no.  3,  Mar.  1919,  pp.  73-75.  Effect  of  heat  upon  metals; 
action  of  zinc  and  copper;  casting  ot  yellow  brass. 

British.  British  Foundries  Undergo  Change,  H.  Cole  Estep.  Iron  Trade  Rev., 
vol.  64,  no.  13,  Mar.  27,  1919,  pp.  819-823,  2  figs.  Survey  of  conditions  in 
Great  Britain,  with  reference  to  recent  improvements  in  shop  methods. 

Malleable  Foundry.  Uses  Electric  Furnace  in  Malleable  Foundry,  F.  L.  Prentiss. 
Iron  Age,  vol.  103,  no.  9,  Feb.  27,  1919,  pp.  537-543,  8  figs.  Features  of 
Cleveland  plant  of  Nat.  Malleable  Castings  Co.,  designed  for  making  castings 
by  Kranz  triplex  process. 

Nickel  Alloy  Castings.  Casting  Nickel  Silver  —  a  Copper-Nickel-Zinc  Alloy, 
R.  V.  Hutchinson.  Metal  Industry,  vol.  14,  no.  9,  Feb.  28th  1919,  pp.  161-162 
1  fig.     Method  of  packing  a  crucible  with  nickel  silver. 

Pattern-making.  Patternmaking  Methods,  Joseph  A.  Shelly.  Machy.,  vol.  25, 
no.  7,  Mar.  1919,  pp.  631-634,  9  figs.  Typical  examples  of  pattern  work  and 
methods  used  in  general  practice.     First  article. 

Pouring  Metal.  Foundry  Puzzles  and  Their  Solution,  J.  G.  Horner.  English 
Mechanic,  vol.  109,  2816,  Mar.  14,  1919,  pp.  85-86.  Remarks  on  static  load 
and  dynamic  action  at  time  of  pouring  due  to  inrush  of  molten  metal. 

Sand.  Ferruginous  and  Other  Bonds  in  Molding  Sands,  P.  G.  H.  Boswell.  Brass 
World,  vol.  15,  no.  3,  Mar.  1919,  pp.  81-84.  Foundry  practices  followed  in 
Great  Britain,  France,  Belgium  and  Germany.  Paper  read  before  Am.  Foundry- 
men's  Assn. 


The  Practical  Analysis  of  Molding  Sand,  F.  Albert  Hayes.  Iron  Age, 
vol.  103,  no.  12,  Mar.  20,  1919,  pp.  739-741,  2  figs.  Selection  according  to 
physical  qualities  and  the  nature  of  the  work  is  advocated;  sieve  teste. 

FUELS  AND  FIRING 

Absorption  of  Gases  by  Coal.  Absorption  of  Gases  by  Coal,  S.  H.  Katz.  Queens- 
land Govt.  Min.  Jl.,  vol.  20,  Feb.  15,  1919,  pp.  60-62.  Experimental  researoh 
with  air  and  with  an  atmosphere  of  nitrogen. 

Blending.  The  "  Sandwich  "  System  of  Fuel  Blending,  E.  W.  L.  Nicol.  Gas  Jl., 
vol.  145,  no.  2906,  Jan.  21,  1919,  pp.  113-115,  3  figs.  Apparatus  which  premits 
the  mixing  of  various  qualities  of  solid  fuel  as  they  are  fed  to  burners.  Also 
in  Natl.  Engr.,  vol.  23,  no.  4,  Apr.  1919,  pp.  161-164,  2  figs. 

Chart  for  Comparing  Values  of  Different  Sizes  of  Coal.  Chart  for  Finding 
True  Value  of  One  Size  of  Coal.  Black  Diamond,  vol.  62,  no.  12,  Mar.  22, 
1919,  pp.  318,  1  fig.     Gives  value  of  one  size  in  terms  of  values  of  other  sizes. 

Coal  Analysis.  Natural  Solid  Fuels  (Contribution  a  l'etude  des  combustibles  natu- 
rels  solides),  Roger  Hartman.  Societe  Industrielle  de  l'Est,  bul.  144,  Jan.  1919, 
pp.  7-18,  3  figs.  Method  of  analyzing  a  sample  of  coal  and  calculating  into 
its  calorific  value.  Based  on  notes  published  by  The  Association  Alsacienne 
des  Proprietaires  d'Appareils  a  vapeur. 

Coal  Problem.  Coal  and  Other  Fuels  and  Substitutes,  Alexander  Ross.  Ry. 
Gaz.,  vol.  30,  no.  6,  Feb.  7,  1919,  pp.  202-205.  Address  before  Retired  Ry. 
Officers'  Soc. 

The  Coal  Problem,  E.  G.  Bailey.  Universal  Engr.,  vol.  29,  no.  1,  Jan. 
1919,  pp.  35-49,  10  figs.  Abnormal  conditions  in  production  and  demand 
brought  about  by  war  conditions;  question  of  future  of  coal  industry.  Second 
article. 

The  Coal  Commission.  Ry.  Gaz  ,  vol.  30,  no.  11,  Mar.  14,  1919,  pp. 
487-488.  Facts  about  coal  transport  saving  .pooling  private  owners'  cars, 
American  coal  competition,  etc. 

The  Coal  Commission,  Iron  &  Coal  Trades  Rev.,  vol.  98,  no.  2663,  Mar.  14 
1919,  pp.  313-319.     Laboratory  tests.     (Continuation  of  serial). 

Fuel  Conservation.  Worcester's  Fuel-Saving  Campaign — ■III,  S.  E.  Balcome. 
Power  Plant  Eng.,  vol.  23,  no.  7,  Apr.  1,  1919,  pp.  M  315-316.  Personal  and 
work  of  factory  committees. 

Fuel  Conservation  in  Louisiana,  Leo  S.  Weil.  Proc.  La  Eng.  Soc,  vol.  4, 
no.  6,  Dec.  1918,  pp.  206-223  and  (discussion)  pp.  224-228.  Account  of  work 
done  and  of  plans  by  which  it  is  hoped  to  secure  increased  results  in  future. 

Lignites.  Combustion  of  Lignites  and  High- Moisture  Fuels,  T.  A.  Marsh.  Power, 
vol.  49,  no.  14,  Apr.  8,  1919,  pp.  525-527,  5  figs.  Types  of  stoker  adaptable 
to  burning  lignites  containing  up  to  35  per  cent  moisture.  Predrying  is  considered 
impractical.  Abo  in  Elec.  World,  vol.  73,  no.  6.  Feb.  8,  1919,  pp.  265-267, 
5  figs. 

Notes  on  Lignite,  Its  Characteristics  and  Utilization,  S.  M.  Darling. 
Universal  Engr.,  vol.  29,  no.  1,  Jan.  1919,  pp.  27-34.  Concerns  particularly 
the  utilization  and  storage  of  lignite. 

Peat.  Peat,  Lignite  and  Powdered  Coal  F.  Parkman  Coffin.  Steam,  vol.  23,  no.  3, 
Mar.  1919,  pp.  71-78.  Uses  of  peat  in  Europe  as  fuel;  firing  boilers  with  lignite; 
advantages  in  carbonizing  lignite. 

The  Utilization  of  Peat  and  Its  By-Products,  L.  H.  Bacque.  Power  House, 
vol.  12,  no.  3,  Mar.  1919,  pp.  62-65,  3  figs.  Origin  of  peat,  its  properties  ,the 
extent  of  Canada's  deposits,  and  methods  which  have  been  devised  for  its 
manufacture. 

Powdered  Fuel.  Powdered  Fuel  for  Hammersmith.  Elec.  Times,  vol.  55,  no.  1430, 
Mar.  13,  1919,  pp.  168-169,  2  figs.  Layout  of  Holbeok  system  of  powderod 
fuel  for  firing  boilers. 

Pulverized  Coal  Burners  Versus  Stokers,  Joseph  T.  Foster.  Elec.  World, 
vol.  73,  no.  10,  Mar.  8,  1919,  pp.  474-475,  1  fig.  Comparative  freight  charges 
on  low  and  high-grade  fuel.  Chart  showing  maximum  amount  that  can  be 
paid  for  pulverized  coal  to  make  it  comparable  with  a  given  stoker  coal . . 

Success  in  Combustion  of  Powdered  Coal,  W.  G.  Wilcox.  Black  Diamond 
vol.  62,  no.  12,  Mar.  22,  1919,  pp.  328-329.  Velocity  of  combustion;  importance 
of  mixing  with  air. 

Smokeless  Combustion.  Combustion  and  Smokeless  Furnaces,  Jos.  W.  Hays. 
Steam,  vol.  23,  no.  2,  Feb.  1919,  pp.  42-46.  Points  out  what  are  termed, 
undesirable  features  of  the  various  types  of  smokeless  furnace. 

Storage.  Storage  of  Fuel  and  Spontaneous  Combustion,  S.  H.  Pudncy.  Offiicial 
Proc.  Can.  Ry.  Club,  vol.  17,  no.  2,  Feb.  1919,  pp.  15-21  and  (discussion)  22-23. 
Losses  due  to  storage  and  causes  for  spontaneous  combustion,  verified  by 
author's  experience.  Also  in  Contract  Rec,  vol.  33,  no.  13,  Mar.  26,  1919, 
pp.  291-293. 

Spontaneous  Combustion  of  Bituminous  Coal  in  Storage  (La  conservation 
en  tas  des  charbons  bitumineux  et  les  dangers  de  leur  combustion  spontanee), 
Ch.  Vallet.  Industrie  Electrique,  vol.  28,  no.  640,  Feb.  25,  1919,  pp.  73-76. 
Experiments,  observations  and  recommendation.  From  paper  before  Inst. 
Mar.  Engrs. 

Deterioration  in  Value  During  Storage,  H.  C.  Porter  and  F.  K.  Ovitz. 
Black  Diamond,  vol.  62,  no.  12,  Mar.  22,  1919,  pp.  322-324,  10  figs.  Summary 
of  tests  to  determine  heat-value  losses  from  various  forms  of  storage. 

Wood.  The  Use  of  Wood  for  Fuel.  U.  S.  Dept.  of  Agriculture,  Bul.  753,  Mar.  10, 
1919,  40  pp.,  2  figs.  Suggestions  as  to  proper  use  of  wood  resources  to  prevent 
recurrence  of  fuel  shortage  such  as  occurred  during  winter  of  1917-1918. 


This  index  is  being  paged  separately  in  order  that  members  may  bind  it  separately  if  they  so  desire. 


88 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


GAGES 

Checking.  Checking  Gages,  Herman  L.  Wittstein.  Factory,  vol.  22,  no.  3,  March 
1919,  pp.  456-157,  3  figs.     Forms  for  keeping  gage  inspection. 

Gage  Systems.  A  Practical  Rings,  Plug,  and  Snap  Gauge  System.  Machinery, 
vol.  13,  no.  32s,  Jan.  9,  1919,  pp.  400-401,  10  figs.  System  designed  to  meet 
requirements  in  interchangeable  manufacture. 

Profile  Gages.  Contour  of  Profile  Gauges.  Machinery,  vol.  13,  no.  337,  Mar.  18, 
1919,  pp.  649-055,  31  figs.  Principles  involved  and  procedure  followed  in 
developing  gaging  systems  for  interchangahle  manufacture,  based  upon  experi- 
ence of  Pratt  &  Whitney  Co.     Third  article. 

Thread- Me asuring  Wires.  The  Manufacture  of  Standard  Thread  Measuring 
Wires,  Fred.  R.  Daniels.  Machy.,  vol.  25,  no.  7,  Mar.  1919,  pp.  606-607, 
4  figs.  Table  of  values  used  for  determining  error  in  thread  angle  by  the 
three-wire  system. 

HANDLING  OF  MATERIALS 

Ash  Handling.  Raw  Material  and  Ash  Handling  Equipment,  Robert  June.  Brick 
&  Clay  Rec,  vol.  54,  no.  6,  Mar.  25,  1919,  pp.  507-509,  3  figs.  Principles  of 
power-plant  requirements.     Ninth  article. 

Foundry  Trucking.  Foundry  Built  around  a  Shop  Truck.  Iron  Age,  vol.  103, 
no.  10,  Mar.  6,  1919.  pp.  603-606,  10  figs.  Material-handling  system  at  new 
plant  of  Peerless  Foundry,  Cincinnati. 

Materials.  Handling  Materials,  F.  T.  Buell  and  Edward  R.  Cole.  Factory,  vol.  22, 
no.  3,  March  1919,  pp.  470-471,  8  figs.     Seven  plans  as  used  in  two  plants. 

Shell  Shops.  Handling  Devices  in  British  Shell  Shops.  Eng.  &  Indus.  Management, 
vol.  1,  no.  5,  Mar.  13,  1919,  pp.  157-161,  20  figs.  Handling  appliances  for 
conveying  objects  while  suspended  from  above.     Continuation  of  serial. 

HEAT-TREATING 

Engine  Parts.  Heat  Treatment  of  Steel  for  Small  Petrol  Marine  Engines.  Engineer, 
vol.  127,  no.  3294,  Feb.  14,  1919,  pp.  159-160,  1  fig.  On  the  building  of  light 
"  chasers  "  in  America. 

Gun  FoRGiNas.  Electric  Heat  Treatment  of  Gun  Forgings,  C.  E.  Wright  Iron 
Age,  vol.  103,  no.  11,  March  13,  1919,  pp.  673-678,  12  figs.  Installation  at 
naval  gun  plant  of  Tioga  Steel  &  Iron  Co.,  Philadelphia.  It  is  intended  to  use 
this  plant  for  commercial  use. 

Heating  Furnaces.  Practical  Pointers  on  Heating  Furnaces,  George  J.  Hagan 
Am.  Drop  Forger,  vol.  5,  no.  3,  Mar.  1919,  pp.  142-144.  Deals  with  heating 
furnaces  in  general  for  treatment  of  both  light  and  heavy  stock.  Before  Kngrs. 
Soc.  Western  Pa. 

Annealing  and  Heating  Furnaces  Fired  by  Town  Gas.  Engineering, 
vol.  107,  no.  2774,  Feb.  28,  1919,  pp.  272-276,  8  figs.  Leading  feature  is  incorpo- 
ration of  regenerators  for  heating  the  air  supply  before  it  enters  the  furnace 
by  means  of  waste  gases  from  the  furnace.  Development  by  Technical  Section 
of  the  Davis  Furnace  Co. 

Steel.  Heat  Treatment  of  Steels  (Lc  traitement  thermique  des  aciers) .  Metallurgie, 
vol.  51,  no.  12,  Mar.  19,  1919,  pp.  646-647.  Its  influence  on  the  quality  of 
products. 

HEATING  AND  VENTILATION 

Air  Sampling.  The  Effect  of  Sunlight  on  Air,  William  J.  Maurer.  Heat.  &  Vent. 
Mag.,  vol.  16,  no.  3,  Mar.  1919,  pp.  27-32,  7  figs.  Report  on  laboratory  tests 
to  determine  proper  technique  in  handling  air  samples. 

Central-Station  —  Combination  Heating  Plants.  Advantage  of  the  Combina- 
tion Central  Station  Heating  Plant,  John  C.  White.  Heat  &  Vent.  Mag., 
vol.  16,  no.  3,  Mar.  1919,  pp.  33-37.  Recommendations  put  forth  by  Bureau 
of  Mines  for  combining  central-station  heating  systems  with  steam-power 
plants. 

Equivalent  Temperatures,  Steam-Hot  Water.  Equivalent  Temperature  of 
Guaranteed  Steam  and  Hot  Water  Heat,  Henry  N.  Dix.  Am.  Architect, 
vol.  115,  no.  2254,  Mar.  5,  1919,  pp.  358-360,  6  figs.     Formula  and  charts. 

Factory  Heating.  Factory  Heating,  Alfred  G.  King.  Domestic  Eng.,  vol.  86, 
no.  11,  Mar.  1919,  pp.  466-468,  5  figs.  Hot-water  heating  with  forced  circula- 
tion. 

Foundry  Ventilation.  Foundry  Ventilation.  Iron  Age,  vol.  103,  no.  10,  Mar.  6, 
1919,  p.  610,  3  figs.   Effect  of  roof  design  and  heating  systems  on  air  circulation. 

Hot-Water  Central  Heating  Plant.  Designing  Data  as  Applied  to  a  Large 
Hot  Water  Heating  Plant,  George  E.  Reed.  Heat.  &  Vent.  Mag.,  vol.  lti, 
no.  3,  Mar.  1919,  pp.  17-26,  11  figs.  Plant  for  high  school  of  five  buildings. 
"  Unit  "  system  followed  in  design  and  construction. 

Industrial  Buildings.  The  Mechanical  Equipment  of  Industrial  Buildings  —  II. 
Charles  L.  Hubbard.  Power,  vol.  49,  no.  10.  March  11,  1919,  pp.  302-36.".. 
Remarks  on  selections  of  type  of  prime  mover,  systems  of  power  distribution 
and  methods  of  heating  and  ventilating. 

Laws.  Proposed  Michigan  Law  on  Furnace  Heating.  Metal  Worker,  no.  2360, 
Mar.  21,  1919,  pp.  372-374.  Bill  to  regulate  and  control  the  installation  o  fwarm- 
air  heating  plants. 

Temperatures,  Indoor  and  Outdoor.  Tests  for  Heating  Plants  in  Mild  Weather, 
Henry  N.  Dix.  Metal  Worker,  no.  2360,  Mar.  21,  1919,  pp.  365-367,  7  figs. 
Charts  of  temperature  indoors  with  varying  outdoor  temperatures. 

Vacuum  Heating.  Care  of  Heating  and  Ventilating  Equipment — VIII,  Harold  L. 
Alt.  Power,  vol.  49,  no.  <J.  March  4,  1919,  pp.  306-308,  11  figs.  Vacuum- 
heating  systems. 


HOISTING  AND  CONVEYING 

Bucket  Hoist.  Bucket  Carrier  System  (Benne  preneuse  continue,  pour  la  manu- 
tention  des  matieres  ponderuses).  Genie  Civil,  vol.  74,  no.  9,  Mar.  1,  1919, 
pp.  174-175,  3  figs.  Chain  belt  with  buckets  moves  continuously  over  material 
to  be  handled;  buckets  discharge  on  iron  channel  where  material  descends  by 
gravity. 

Cable  Breakage.  Breaking  of  Cable  in  Protection  Shaft,  Robert  Dunn.  Coal 
Age,  vol.  15,  no.  11,  March  13,  1919,  pp.  489-491,  2  figs.  Tests  said  to  indicate 
that  breaking  of  rope  was  due  to  inadequate  lubrication,  particularly  in  hemp 
center. 

Grab  Bucket,  Self-Discharging.  Barnard's  Self-Discharging  Grab.  Engineering, 
vol.  107,  no.  2772,  Feb.  14,  1919,  pp.  200-202,  11  figs.  Improvements  made  in 
design  since  last  description  published  in  issue  of  April  17,  1914,  p.  524. 

HYDRAULIC   MACHINERY 

Flow  of  Water.  The  Flow  of  Water  in  Large  Pipes  and  Tunnels.  Frederick  J. 
Mallett  and  Alfred  A.  Barnes.  Engineering,  vol.  107,  no.  2774,  Feb.  28,  1919, 
pp.  288-291,  14  figs.  Traces  out  inconsistencies  met  with  in  many  of  the 
older  formula?,  and  sets  out  the  ieatures  that  in  practice  determine  the  ultimate 
capacity  of  water  mains  Abstracts  of  two  papers  read  before  Instn.  Civil 
Engrs. 

Hydroelectric  Plants.  Data  of  Hydro-Electric  Plants  (Sur  les  donnees  actuelles 
en  matieres  de  construction  d'usines  hydro-electriques),  Denis  Eydoux,  Annates, 
Ponts  et  Chaussees,  vol.  5,  no.  46,  Sept.  Oct.,  1918,  pp.  125-196,  35  figs.  Ins- 
tallations where  head  exceeds  40  meters,  (Concluded.) 

Pelton  Wheels.  A  Pelton  Wheel  Driven  Centrifuge,  F.  J.  Broadbent.  Engineering, 
vol.  107,  no.  2771,  Feb.  7,  1919,  pp.  161-164,  10  figs.  Design  based  on  theory 
outlined  in  article  entitled  Static  Torque  Experiments  on  a  Pelton  Wheel,  Eng 
Sept.  11,  1914. 

Tidal  Power.  "  Blue  Coal."  Sci.  Am.  Supp.,  vol.  87,  no.  2253,  Mar.  8,  1918,  pp.  156- 
157  and  160,  9  figs.  Efforts  that  have  been  made  to  utilize  energy  of  waves  and 
tides.     From  Larousse  Mensuel,  Paris. 

Wave  Propagation.  Determination  of  the  Velocity  of  Propagation  of  Waves  in 
Forced  Conduits  (Determination  de  la  vitesse  de  propagation  des  ondes  dans 
les  conduites  forcees),  C.  Camichel.  Technique  Moderne,  vol.  10,  no.  12, 
Dec.  1918,  pp.  537-544,  20  figs.  Explains  by  means  of  de  Sparre  formulae 
anomalies  which  have  been  pointed  out  by  engineers  in  experimental  determina- 
tion of  velocity  of  propagation  of  waves;  writer  believes  that  the  apparent 
variations  of  this  velocity  are  explicable  and  disappear  altogether  if  a  correct 
experimental  method  is  followed. 

INTERNAL-COMBUSTION  ENGINES 

carburation.  The  Carburation  Temperature  of  Oil  Mixtures,  C.  A.  Norman. 
Automotive  Industries,  vol.  40,  no.  9,  Feb.  27,  1919,  pp.  490-491,  1  fig.  Method 
of  determining  temperature  necessary  to  keep  in  a  permanent  state  of  vaporiza- 
tion any  oil  fraction  contained  in  a  carburized  mixture. 

Diesel-Engine  Injection.  Solid-Injection  Versus  Air-Injection.  Motorship,  vol.  4, 
Apr.  1919,  pp.  35-37,  6  figs.  Technical  aspect  of  subject  in  its  bearing  on  future 
design  and  construction  of  high-compression  marine  oil  engines  for  merchant 
and  naval  ships.     Second  installment. 

Diesel  Engines.  Mcintosh  &  Seymour  Marine  Diesel  Engine.  Power,  vol.  49, 
no.  14,  Apr.  8,  1919,  pp.  528-531,  4  figs.  Description  of  a  four-strokc-cycle 
directly  reversible  engine. 

High-Speed  Engines.  Factors  in  High-Speed  Engine  Development — I  D.  McCall 
White.  Automotive  Industries,  vol.  40,  nos.  12  and  13,  Mar.  20  and  27, 
1919,  pp.  622-627  and  667  and  698-701,  17  figs.  Roles  played  by  forced 
lubrication,  high  mean  effective  pressure,  valve  areas,  inertia,  valve  timing, 
materials,  and  piston  material  and  design.  Mar.  27:  Application  of  high- 
speed engines  to  war  uses;  construction  of  Cadillac  crankcase,  illustrating  the 
method  of  webbing  up  for  maximum  rigidity.      (Continued). 

New  Engine  for  Trucks  and  Tractors.  Motor  Age,  vol.  35,  no.  12,  Mar.  20, 
1919,  pp.  42-43,  2  figs.  Carbureter  may  be  mounted  on  either  side.  Main 
feature  of  design  is  accessibility.  Golden-Belknap-Schwartz  model.  Also  in 
Automotive  Industries,  vol.  40,  no.  12,  Mar.  20,  1919,  pp.  645-647,  6  figs. 

Hot-Bulb  Engines.  The  British  Two-stroke  Motor.  Engineer,  vol.  127,  no.  3295, 
Feb.  21,  1919,  pp.  182-183,  3  figs.     Gear  of  directly  reversing  hot-bulb  engine. 

Radial  Engines.  The  Enfield-Allday  Five-cylinder  Radial  Engine.  Autocar, 
vol.  42,  no.  1221,  Mar.  15,  1919,  p.  357,  1  fig.  Engine  in  which  air  cooling 
is  effected  by  means  of  aluminum  fins  and  forced  draft. 

Truck  and  Tractor  Engines.  Three  Hinkley  Engines  Built  Around  Class  "  B  " 
Design.  Automotive  Industries,  vol.  40,  no.  11,  Mar.  13,  1919,  pp.  587-589, 
6  figs.  Models  for  4  to  6-ton  IK  to  214-ton  trucks  and  tractors  drawing  1 
to  4  plows. 

Valves.  Small  Inlet  Valves  Satisfactory  in  Overhead  Valve  Design  —  II,  L.  H. 
Pomeroy.  Automotive  Industries,  vol.  40,  no.  9,  Feb.  27,  1919,  pp.  471-475, 
5  figs.  Tests  made  with  two  engines  of  same  size,  one  having  a  valve-in-head 
design  and  the  other  on  L-head  with  valves  side  by  side  in  valve  pocket.  Tests 
are  said  to  have  proven  that  specific  fuel  consumption  is  largely  independent  of 
r.p.m.  and  torque  for  50  to  60  per  cent  of  maximum  hp.  Paper  before  Instn. 
Automobile  Engrs. 

Characteristics  of  a  High-Grade  Standardized  Engine,  J.  H.  W.  Kerston. 
Automotive  Industries,  vol.  40,  no  10,  Mar.  6,  1919,  pp.  527  and  549.  Effect 
of  increasing  valve  size  on  efficiency  and  smoothness  of  run. 

LUBRICATION 

Air  Compressors.  Correct  Lubrication  of  Air  Compressors,  H.  V.  Conrad.  Iron 
Age,  vol.  103,  no.  12,  Mar.  20,  1919,  pp.  753-754,  1  fig.  Cylinder  temperatures 
and  physical  tests  of  oils  given  as  guide  for  selectine  lubricant.  Paper  prepared 
for  Compressed  Air  Soc.  Also  in  Eng.  &  Min.  Jl.,  vol.  107,  no.  9,  Mar.  1, 
1919,  pp.  392-394,  1  fig. 


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89 


Colloidal  Phenomena.  A  Problem  in  Lubrication,  W.  B  Hardy.  Jl.  Soc.  Chem. 
Indus  ,  vol.  38,  no.  2,  Jan.  31,  1919,  p.  7T.     Colloidal  phenomena  in  lubrication. 

Lubricants.  Lubrication  and  Lubricants,  G.  R.  Rowland.  Jl.  Am.  Soc.  Naval 
Engrs.,  vol.  31,  no.  1,  Feb.  1919,  pp.  97-138,  7  figs.  Definition,  classification, 
testing,  refining  and  selection. 

MACHINE  ELEMENTS  AND  DESIGN 

Bearings.  On  Proportioning  Engine  Bearings,  Otto  M.  Burkhardt.  Automotive 
Industries,  vol.  40,  no.  12,  Mar.  20,  1919,  pp.  651-655,  10  figs.  Analysis  of 
crank-bearing  loads  in  a  4-cylinder,  3-bearing  truck  engine  under  different 
conditions  of  operation. 

Cams.  Cam  Design  and  Construction,  Franklin  de  R.  Furman.  Am.  Mach.,  vol.  50, 
no.  13,  Mar.  27,  1919,  pp.  581-586,  13  figs.  Introduction;  types  of  cams 
described.     First  article. 

Gears.  Toothed  Gearing,  Joseph  Chilton.  Times  Eng.  Supp  ,  vol.  15,  no.  .">32. 
Feb.  1919,  p.  92.  Manufacture  and  design  of  spur,  helical,  bevel,  and  worm 
gearing  for  transmitting  motion  between  shafts  the  axes  of  which  are  either 
parallel  or  at  right  angles  to  each  other.  Paper  before  North-East  Coast 
Instn.  Engrs.   &  Shipbuilders. 

Pistons.  Pistons  and  Their  Treatment.  Motor  Traction,  vol.  28,  no.  733,  Mar.  19, 
1919,  pp.  246-248,  10  figs.  Suggestions  in  regard  to  detaching  the  piston; 
testing  the  relative  truth-of  pistons  with  connecting  rods. 

Springs.  Minimum  Number  of  Combined  Springs  (Sur  le  nombre  minimum  de 
spiraux  associes),  Jules  Andrade.  Comptes  rendus  des  seances  de  l'Academie 
des  Sciences,  vol.  168,  no.  3,  Jan.  20,  1919,  pp.  139-141  On  regulation  of  pen- 
dulums and  balance  wheels  for  exact  chronometric  work. 


Geak-Tooth  Rounding  Machine.  Walker  Automatic  Gear  Tooth  Rounding 
Machine.  Automotive  Industries,  vol.  40,  no.  12,  Mar.  20,  1919,  pp.  648-650, 
5  figs.  Design  to  round  meshing  edges  or  to  remove  burrs  left  by  cutters  or 
hobs. 

Lathe.  Engine  Lathes  for  Precision  Work.  Iron  Trade  Rev.,  vol.  64,  no.  10,  Mar.  0, 
1919,  pp.  633-637,  8  figs.  How  various  lathe  parts  in  the  process  of  making 
are  routed  through  the  grinding,  planing,  nulling,  turning  and  assembling 
departments  of  a  machine-tool  plant  in  Cincinnati. 

Niles  Heavy  Driving  Wheel  Lathe  at  Crewe  Works,  London  &  North 
Western  Railway,  Ry.  Gaz.,  vol.  30,  no.  7,  Feb.  14,  1919,  pp.  252-253,  2  figs. 

Turning  tires  of  express  passenger  locomotives. 

Milling  and  Gear  cutting  on  Lathes.  Making  Milling  and  Gear  Cutting  Attach- 
ment—  I.  Robert  Mawson.  Can.  Machy.,  vol.  21,  no.  3,  Jan.  16,  1919, 
pp.  51-53  and  63,  11  figs.  Attachment  for  lathes  which  performs  milling  and 
gear-cutting  operations.     Various  tools  and  operations  used  are  shown. 

Square  Bar  for  Internal  Planing.  Square  Bar  for  Internal  Planing,  W.  G.  D. 
Machinery,  vol.  13,  no.  335,  Feb.  27,  1919,  pp.  600-601,  2  figs.  Formula;  and 
calculations. 

Thread-Milling  Cutter.  The  Cycloid  Thread- Milling  Cutter.  Engineer,  vol.  127, 
no.  3294,  Feb.  14,  1919,  p.  159,  1  fig.  Design  to  overcome  "  waves  "  and 
"  flats  "  on  work. 

MACHINERY,    WOODWORKING 

Woodworking  Machines  Apparatus  for  Woodworking  and  Their  Recent  Improve- 
ments (Lesmachines-outils  pour  le  travail  du  hois  et  leurs  recents  perfection- 
nements),  E.  Gay.  Technique  Moderne,  vol.  10,  no.  12,  Dec.  1918,  pp.  554-563, 
29  figs.     French  types  of  machines  for  finishing  patterns.     (Concluded). 


MACHINE   SHOP 

Broaches.  Determining  the  Number  of  Broaches  to  Use.  Machinery,  vol.  13, 
no.  335,  Feb.  27,  1919,  p.  599,  1  fig.     Chart. 

Crankshaft  Repairs.  Recent  Crankshaft  Repairs.  Iron  Age,  vol.  103.  no  13. 
Mar.  27,  1919,  pp.  812-813,  3  figs.  Six-throw  crankshaft  made  from  steel 
billets  by  thermit  process. 

Electric  Drive.  Electric  Drive  for  Punching,  Shaping  and  Slotting  Machines, 
C.  E.  Clewell.  Am.  Mach.,  vol.  50.  no.  10.  Mar  li,  1919,  pp.  439-444,  12  figs. 
Discussion  on  basis  of  machines  in  which  duty  cycle  throughout  given  operations 
consists  of  two  directions  of  motion. 

Motor  Drive  as  Viewed  by  Machine  Builders  and  Motor  Manufacturers, 
C.  E.  Clewell,  Am.  Mach.,  vol.  .50,  no  11,  March  13,  1919,  pp.  47.5-478,  7  figs. 
Result  of  canvassing  opinions  of  various  machine-too!  builders  and  electric- 
motor  manufacturers. 

Machine  Tool  Drives;  Motors  and  Controllers,  H  W.  Tice.  English 
Mechanic,  vol.  109,  no.  2816,  Mar.  14,  1919,  pp.  88-89,  2  figs.  Service  records 
of  motors  and  machine  tools  controlled  in  Lehigh  plant  of  Bethlehem  Steel  Co. 
(To  be  continued). 

Foundations.  Foundations  for  Various  Types  of  Planers,  Terrell  Croft.  Can. 
Machy.,  vol.  21,  no.  2,  Jan.  9,  1919.  pp.  29-34,  16  figs.  Suggests  use  of  leveling 
blocks  and  recommends  concrete  as  best  material. 

Grinding   and   Sizing.     Grinding   and   Sizing   Diagrams,    Alfred   T.    Fry.      Min.    & 
Sci.   Press,  vol.   118,   no.    10,    March   8,    1919,   pp.   324-327,   5  figs.     Bug 
method  of  drawing  curve  to  compare  and  use  results  obtained  while  making 
tests  of  grinding  efficiency  of  a  given  machine  under  varied  conditions. 

Cylinder  Grinding,  Frinaklin  D.  Jones.  Machy  ,  vol.  2.5,  no.  7,  Mar 
1919,  pp.  615-621,  12  figs.  Discussion  of  advantages  of  finishing  cylinder 
bores  by  grinding;  machines  and  auxiliary  equipment  used;  practice  in  different 
plants  manufacturing  engines  for  automobiles  and  airplanes.     First  article. 

Roller  Bearings.  Roller  Bearings  for  Machine  Shop  Equipment  —  III.  Machinery. 
vol.  13,  no.  335,  Feb.  27.  1919,  pp.  604-607,  6  figs.  Combination  radial  and 
thrust  roller  bearings;  roller  bearings  with  staggered  rollers;  lubrication. 

Splitting  Piston  Rings.  Splitting  Piston  Rings,  Jacob  Young,  Machy.,  vol.  25, 
no.  7,  Mar.  1919,  pp.  590-591,  1  fig.  Chart  for  determining  length  of  section 
to  be  cut  from  piston  ring. 


A.    Thomas.     Automobile 
Manufacturing  operations 


Swivel  Machining.  Machining  Front  Axle  Swivels, 
Engrs.,  vol.  9,  no.  124,  Mar.  1919,  pp.  72-74,  10  figs. 
on  swivels  made  from  nickel-steel  drop-forgings. 

Templets.  Templets,  Jigs  and  Fixtures,  Joseph  Horner.  Engineering,  vol.  107, 
no.  2772,  Feb.  14,  1919,  pp.  197-199,  13  figs.  Describes  various  types.  Twen- 
tieth article. 

Test-Piece  Manufacture.  The  Rapid  Production  of  Test  Pieces.  Can.  Machv. 
vol.  21,  no.  9,  Feb.  27,  1919,  pp.  206-207,  9  figs.  Making  test  pieces  from 
shell. 

Workshop  Practice.  Modern  Workshop  Practice  —  VI,  W.  Wilson.  Common- 
wealth Engr.,  vol  6.  no  (i,  Jan.  1.  1919,  pp.  173-180,  1.5  figs  Science  of  quick 
repetition.  Deals  with  modifications  in  lathes  through  omission  of  parts  not 
required  for  the  particular  work  to  be  done. 

MACHINERY,  METAL  WORKING 

Arresting  Motion  for  Presses.  Automatic  Arresting  Motion  for  Power  Presses. 
Engineer,  vol.  127,  no  3293,  Feb.  7,  1919,  p.  135,  2  figs.  Mechanism  can  be 
applied  to  type  of  machine  in  which  a  flywheel  revolves  freely  on  its  shaft 
until  a  positive  connection  is  established  between  the  two  parts  by  a  convenient 
device. 

Die-Sinking  Tools.  A  discussion  on  Die  Room  Conditions,  F.  J.  Rau.  Am.  Drop 
Forger,  vol.  5,  no.  3,  Mar.  1919,  pp.  126-128,  4  figs.  Sketches  of  diesinking 
tools. 


MACHINERY,    SPECIAL 

Clock  Escapements.  Clock  Escapements.  Engineering,  vol.  107,  no.  2775,  Mar.  7, 
1919,  pp.  297-298,  2  figs.  History  of  development  of  present  combination. 
Paper  before  Roy.  Instn. 

Drill  Sharpener.  Drill  Sharpener  Speeds  Up  Shipbuilding,  Letson  Balliet.  Mine 
&  Quarry,  vol.  11,  no.  2,  Mar.  1919,  pp.  1130-1133,  14  figs.  Marking  of  drift 
bolts,  rivets,  grab-iron  ends,  ball  stanchions,  etc. 

Hammer  Drills.  Hammer  Drills  —  Their  History,  Design  and  Operation,  Henry 
S.  Potter.  Jl.  South  African  Instn.  Engrs.,  vol.  17,  no.  6,  Jan.  1919,  pp.  86-98, 
•5  figs.  Materials  of  construction;  pistons  and  valves;  general  features  of  modern 
jack  hammers;  limitations  in  use  of  hammer  drills  for  stoping.  Second  and 
concluding  installment, 

Lapping  Machine.  A  Machine  for  Lapping  Precision  Gage  Blocks.  Am.  Mach., 
vol.  50,  no.  13,  Mar.  27,  1919,  p.  613,  1  fig.  Design  for  producing  gage  block, 
of  any  contour,  but  having  two  opposite  sides  flat  and  parallel  and  a  definis' 
distance  apart 

Routing  Machine.  Routing  Machine  of  Special  Design,  Am.  Mach.,  vol.  50,  no.  11, 
Mar.  13,  1919,  pp.  191-193,  .5  ligs.  Machine  uses  tool  which  is  rapidly  rotated 
through  several  turns  in  one  direction,  then  reversed  and  rotated  as  rapidly 
and  for  an  equal  number  of  turns  in  the  opposite  direction,  this  cycle  of  move- 
ment being  continued  so  long  as  may  be  necessary  to   complete   the  operation. 

Worm- Wheel  Generator.  G.  &  E.  lS-In.  Worm  Wheel  Generator.  Automotive 
Industries,  vol.  40,  no.  14,  Apr.  3,  1919,  pp.  746-747,  3  figs.  Machine  de- 
signed for  producing  worms  and  worm  wheels  for  trucks,  tractors,  etc.,  and 
adapted  for  production  and  experimental  work. 

MATERIALS   OF   CONSTRUCTION    AND   TESTING   OF    MATERIALS 

\mminum.  Aluminum:  Its  Use  in  the  Motor  Industry  in  England,  E.  Carey 
Hill.  Metal  Indus.,  vol.  17,  no.  3,  March  1919,  pp.  12.5 -127,  2  figs.  Application 
of  aluminum  in  replacing  steel  and  other  metals.     Second  and  last  article. 

Alternating  Stresses,  Steel.  Premature  Rupture  of  Steel  Pieces  Subjected  to 
Repeated  Stresses  (Cause  de  la  rupture  prematurce  des  pieces  d'acier  soumises 
a  des  efforts  repetes).  Ch.  Fremont,  Genie  Civil,  vol.  74,  no.  3,  Jan.  18,  1919, 
pp.  47-52,  13  figs.  Survey  of  experiments  on  formation  and  extension  of  fis- 
sures. Some  deductions  in  Wohler's  theory  are  held  to  be  inexact.  Also  in 
Comptes  rendus  des  seances  de  l'Academie  de  Sciences,  vol.  168,  no.  1,  Jan.  6, 
1919,  pp.  54-56. 

Beams,  Reinforced-C'on(  hete.  Tests  Show  High  Shears  in  Deep  Reinforced- 
Concrete  Beams,  W.  A.  Slater.  Eng.  News  lire,  vol.  82,  no.  9,  Feb.  27,  1919, 
pp.  430-433,  4  figs.  Preliminary  studies  made  for  Emergency  Fleet  Corpora- 
tion's concrete  ship  work.  Higher  safety  units  than  those  dow  permitted  are 
advocated. 

Bearing  Metals.  Proper  Specifications  for  Bearing  Metals,  Alfred  A.  Greene. 
Iron  Age,  vol.  103,  no.  II,  Apr.  3,  1919,  pp.  874-875.  Functions  of  a  lining 
alloy;  mixing  the  component  metals;  electrically  hardened  lead. 

Br  \ss,   Rolled   Sheet.     Structural   Characteristics  of   Rolled  Sheet  Brass.      Metal 

Indus.,  vol.   17,  no.   3,    March   1919,  pp.   121-124,  6  ligs.  Thermal  equilibrium 

diagrams   of   various   alloys;    photomicrographs   of   cast  and   annealed   brass. 
(To  be  continued.) 

Brickwork.  Tests  Determine  Strength  of  Brickwork,  W.  W.  Pearse.  Contract. 
Rec,  vol.  33,  no.  8,  Feb.  19,  1919,  pp.  151-155,  10  figs.  Report  of  tests  carried 
out  at  Toronto  Univ.  in  co-operation  with  City  Architect's  Dept. 

Mortars,  Cement-Lime.  Compressive  Strength  of  Cement-Lime  Mortars,  F.  A. 
Kirkpatrick  and  W.  B.  Orange.  Jl.  Am.  Ceramic  Soc,  vol.  2,  no.  1,  Jan.  1919, 
pp.  44-46,  9  figs.  Determination  of  factors  exerting  greatest  control  over 
str"ngth  of  cement-lime  mortars.  Manner  of  control  expressed  by  mathematical 
formula  and  practical  application  of  results  indicated. 


90 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Paper  Tester.  The  Webb  Paper  Tester  —  A  New  Instrument  for  Testing  Corrugated 
Fiber  Hoards,  J  D.  Malcolmson.  Jl.  Indus.  &  Eng.  Chem.,  vol.  11,  no.  2, 
Tel).,  1919.  pp.  133-138,  6  figs.  Comparison  with  Mullen  tester  decides  writer 
to  prefer  Webb  machine. 

Resistance  of  Materials.  The  Resistance  of  Materials,  G.  S.  Chiles  and  R.  G. 
Kelly.  Ry.  Mech.  Kngr.,  vol.  93,  no.  3,  March  1919,  pp.  123-12ti,  G  figs. 
Review  of  data  relative  to  effect  of  abrupt  changes  of  section  under  "  static  " 
and  "  dynamic  "  tests  published  by  various  authorities  and  results  of  experi- 
ments conducted  by  writers.     (To  be  continued). 

MEASUREMENTS  AND    MEASURING   APPARATUS 

Air  Measuring  Instruments.  The  Determination  of  the  Efficiency  of  the  Turbo- 
Alternator,  S.  F.  Barclay  and  S.  P.  Smith.  Elecn.,  vol.  82,  no.  2128,  Feb.  28, 
1919,  pp.  244-246,  3  figs.  Suggestions  in  regard  to  measuring  air  volume  and 
temperature;  diagrams  plotted  from  pitot  tube  readings  taken  at  opening  of 
temporary  discharge  trunk.     Before  Instn.  Elec.  Engrs. 

Boiler  Recording  Instruments.  Fuel  Economy  in  the  Boiler  House  —  II,  John 
B.  C.  Kershaw.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  5,  March  1,  1919, 
pp.  241-245,  7  figs.  Principles  involved  in  operation  of  Sarco,  Uehling,  Sim- 
mance  &  Abady,  Cambridge  Bi- Meter,  Auto  and  Mono  recording  instruments. 

Coal-Consumption  Meter.  Lea  Coal-Consumption  Meter  (Appareil  indicateur- 
totalisateur  de  la  consommation  de  charbon,  systeme  Lea),  P.  Letheule.  Genie 
Civil,  vol.  74,  no.  6,  Feb.  8,  1919,  pp.  101-105,  18  figs.  Registers  total  consump- 
tion by  system  of  levers  and  pinions  operated  by  motion  of  stoker  and  controlled 
by  volume  of  coal  fed  into  burners.  Details  of  construction  and  application  of 
apparatus  to  Stirling  and  Babcock  boilers  are  given. 

Flow  Meters.  An  Automatic  Compensating  Flow  Meter,  G.  G.  Oberfell.  Jl. 
Indus.  &  Eng.  Chemistry,  vol.  11,  no.  4,  Apr.  1,  1919,  pp.  294-296,  1  fig. 
Instrument  intended  for  accurately  controlling  gas  concentration  of  gas-air 
mixtures. 

Fluid  Velocitt  and  Pressure.  The  Measurement  of  Fluid  Velocity  and  Pressure, 
J.  R.  Pannel.  Engineering,  vol.  107,  nos.  2774  and  2775,  Feb.  28  and  Mar.  7, 
1919,  pp.  295-297  and  261-203,  14  figs.  Robinson  cup  anemometer;  vane 
anemometer  and  other  "moving  part"  instruments.  (Continuation  of  serial). 
Feb.  28;  Pressure  tube  instruments. 

Oil-Tank  Gaging.  Scientific  Gauges,  B.  C.  Rinehart.  Petroleum  Age,  vol.  6, 
no.  3,  March  1919,  p.  30,  1  fig.      Method  of  gaging  oil  tanks. 

Standards  of  Temperature  and  Means  of  Checking  Pyrometers.  Am. 
Mach.,  vol.  50,  no.  12,  Mar.  20,  1919,  pp.  541-545,  7  figs.  Directions  for  use 
of  standards;  chart  showing  relation  between  base-metal  thermo-couple  and 
net  electromotive  force. 

Pyrometers.  Checking  Pyrometers  to  Get  Results.  Am.  Drop  Forger,  vol.  5, 
no.  3,  Mar.  1919,  pp.  131-137,  6  figs.  Various  methods  are  recommended  for 
different  sizes  of  equipment. 

Thermocouples.  Calibration  of  Base- Metal  Thermocouples,  G.  S.  Crouse.  Eng. 
&  Min.  Jl.  vol.  107,  no.  10,  March  8,  1919,  pp.  442-444,  1  fig.  Describes  three 
methods  of  calibrating  such  couples. 

Viscosimeters.  Standardization  of  the  Saybolt  Universal  Viscosimeter,  Winslow 
H.  Hershel.  Department  of  Commerce,  Tech.  Papers  Bur.  Stand.,  no.  112, 
25  pages,  4  figs.     Equation  for  instruments  of  standard  dimensions. 

MECHANICAL   PROCESSES 

Bakelite  Products  and  Dies.  Making  Molded  Bakelite  Products.  Machinery, 
vol.  13,  no.  331,  Jan.  30,  1919,  pp.  481-485,  9  figs.  Designing  and  making 
dies  with  provision  for  heating  with  steam. 

Boilers.  Areas  of  Segments  of  Boiler  Heads,  Power,  vol.  49,  no.  11,  March  18, 
1919,  pp.  402-404,  2  figs.  Table  of  areas  of  segments  of  boiler  heads  to  be 
stayed. 

Chains,  Cast-Steel.  Malleable  Plant  Proves  Versatility.  Iron  Tiade  Rev.,  vol.  64, 
no.  10,  Mar.  6,  1919,  pp.  623-629,  12  figs.  Adaptation  to  manufacture  of 
cast-steel  anchor  chains  of  plant  designed  and  constructed  for  malleable  foundry. 

Gears.  The  Manufacture  and  Design  of  Toothed  Gearing,  Joseph  Chilton.  Engineer- 
ing, vol.  107,  no.  2772,  Feb.  14,  1919,  pp.  202-206,  13  figs.  Gearing  employed 
in  transmission  of  motion  between  shafts  whose  axes  are  either  parallel  or  at 
right  angles  to  each  other.  (To  be  contiuned).  Read  at  North-East  Coast 
Instn.  Engrs.   &  Shipbuilders. 

Pumps.  Manufacturing  Rotary  Suds  Pumps.  Machinery,  vol.  13,  no.  328,  Jan.  9, 
1919,  pp.  406-408,  11  figs.  Pump  manufactured  by  Brooke  Tool  Co.  is 
presented  as  example  of  interchangeable  manufacture. 

Rolling  Mills.  Universal  Mill  Rolls  Strip  Steel,  Iron  Trade  Rev.,  vol.  64,  no.  11, 
Mar.  13,  1919,  pp.  691-695.  Roughing  unit  is  of  massive  construction,  each 
housing  weighing  42  tons;  spring  of  mill  when  rolling  high-carbon  steel  is  0.001  in. 

Rolling  Concrete  Reinforcement  from  Old  Rails,  W.  S.  Standford.  Can. 
Machy.,  vol.  21,  no.  3,  Jan.  16,  1919,  pp.  59-61  and  65,  5  figs.  Design  and 
general  layout  of  roughing  and  finishing  rolls. 

Large  Rolling  Mill  Plant.  Elec.  Rev.,  vol.  84,  no.  2185,  Mar.  14,  1919, 
pp.  283-284,  4  figs.  Particulars  and  illustrations  of  Siemens  19,000  hp.  rolling 
mill  motor.     (To  be  concluded). 

The  Government  Rolling  Mill  Southampton.  Engineer,  vol.  127,  nos. 
3296  and  3297,  Feb.  28  and  Mar.  7,  1919,  pp.  191-193  and  217-219,  4  figs. 
Mill  is  being  employed  in  melting  of  scrap  metal  and  is  turning  out  standard 
Government  brass  ingots  of  guaranteed  analysis.  Mar.  7:  Power  plant,  and 
gas-producer  equipment;  facilities  for  handling  coal,  coke  and  raw  materials; 
foundry  and  rolling  departments. 

Rubber  Goods.  Railroad  Rubber  Goods,  G.  W.  Alden.  Official  Proc.  Car  Foremen's 
Assn.,  Chicago,  vol.  14,  no.  5,  Feb.  1919,  pp.  36-71.  Growth  and  properties 
of  crude  rubber;  manufacture  of  wrapped  ply  hose,  belting  and  packings. 


Sheet  Metal  Products.  Imagination  and  Sheet  Metal  Layout  Work,  F.  Seriber. 
Can.  Machy.,  vol.  21,  no.  9,  Feb.  27,  1919,  pp.  199-202,  10  figs.  Examples  of 
bending  sheet  metal  into  shape. 

Work  of  Sheet  Metal  Man  in  New  Industry,  W.  B.  Metzger.  Metal 
Worker,  vol.  41,  no.  10,  Mar.  7,  1919,  pp.  302-304,  5  figs.  Making  apparatus 
for  use  in  distallation  of  volatile  oils  from  birch  and  wintcrgreen. 

Tank  Links.  Machine  Tool  Adaptations  for  the  Manufacture  of  Tank  Links. 
Engineer,  vol.  127,  no.  3293,  Feb.  7,  1919,  pp.  120-123,  12  figs.  Operations 
performed  on  stamping  pattern  of  links  for  moving  tracks  of  tanks. 

Tubes,  Seamless.  Making  Seamless  Tubes.  Iron  Trade  Rev.,  vol.  64,  no.  4, 
Jan.  23,  1919,  pp.  259-261,  11  figs.  Piercing  and  cold-drawing  processes  as 
followed  at  plant  of  Standard  Seamless  Tube  Co. 

Textiles.  Back-Filling  Process  for  Sheetings.  Textile  World  Jl.,  vol.  55,  no.  13, 
Mar.  29,  1919,  pp.  29  and  31,  2  figs.  Handling  goods  in  finishing  department; 
composition  of  mixings. 

MECHANICS 

Angles,  Section  Moduli.  The  Angle  as  a  Beam,  R.  Fleming.  Eng.  News  Hec., 
vol.  82,  no.  9,  Feb.  27,  1919,  pp.  433-434,  5  figs.  Tables  comparing  section 
moduli  angles  of  various  sizes. 

Axles,  Critical  Velocity.  Critical  Velocity  of  High  Speed  Axles  —  II.  Industria, 
vol.  33,  no.  4,  Feb.  28,  1919,  pp.  113-114,  3  figs.     On  Dunkerley's  theorem. 

Beams.  On  the  Beam  of  Uniform  Strength  Taking  the  Weigut  of  the  Beam  Into 
Consideration  (in  Japanese),  Keiichi  Aichi.  Jl.  Soc.  Mech.  Engrs.,  Tokyo, 
vol.  22,  54,  Nov.  1918. 

Bevel  Gears,  Strength  of.  Distribution  of  Load  on  Bevel  Gear  Teeth  and  Strength 
of  Bevel  Gear  Teeth,  W.  G.  Dunkley.  Machinery,  vol.  13,  no.  337,  Mar.  13, 
1919,  pp.  660-662,  4  figs.  Investigation  of  variation  of  load  in  bevel-gear 
teeth;  diagram  illustrating  deflection  of  teeth  under  load  and  graph  showing 
distribution  of  load  on  teeth  and  their  strength. 

Gear  Drives.  Dynamics  of  Gear  Drive,  N.  W.  Akimoff.  Jl.  Am.  Soc.  Naval 
Engrs.,  vol.  31,  no.  1,  Feb.  1919,  pp.  46-52,  1  fig.     Designing  formula. 

PIPE 

Corp.osion.  Health  Board  Studies  Pipe  Corrosion  in  Buildings.  Eng.  News  Rec, 
vol.  82,  no.  10,  March  6,  1919,  pp.  469-470,  6  figs.  Examinations  of  sewer  and 
vent-pipe  systems  in  buildings  of  various  ages  in  Chicago  business  district. 

Couplings.  Lead  Pipe  Couplings,  John  A.  Jensen.  Can.  Engr.,  vol.  36,  no.  1, 
Jan.  2,  1919,  pp.  107-108.  Results  of  examination  of  street  leaks.  Paper 
read  before  St.  Louis  Convention  Am.  Water  Works  Assn. 

POWER   GENERATION 

Appalachian  System.  The  Appalachian  Power  System,  H.  S.  Slocum.  Power, 
vol.  49,  no.  12,  Mar.  25,  1919,  pp.  438-444,  12  fiGS.  Features  of  hydroelectric 
and  steam  system  supplying  electric  current  to  a  large  section  of  the  South. 
Glen  Lyn  steam  station. 

Atlantic  Seaboard.  Power  Supply  for  Atlantic  Seaboard.  Elec.  World,  vol.  73, 
no.  13,  Mar.  29,  1919,  pp.  638-639,  1  fig.  Scope  of  plan  of  Secretary  of  Interior 
Lane  for  development  of  super-power  stations  in  Boston- Washington  district. 
Paper  before  Boston  section  Am.  Inst.  Elec.  Engrs. 

Australia.  Water-Power  Resources  in  Australia,  Douglas  Mawson.  Common- 
wealth Engr.,  vol.  6,  no.  6,  Jan.  1,  1919,  pp.  181-182.  Figures  gathered  by 
writer  show  that  a  total  of  13,722,000  hp.  is  available  in  Australasia;  of  this  he 
believes  8,500,000  hp.  is  capable  of  development  is  Papua. 

Hydro-electric  Developments,  Costs.  General  Factors  Affecting  the  Cost  of 
Constructing  Hydro-Electric  Development.  Eng.  &  Contracting,  vol.  51, 
no.  11,  March  12,  1919,  pp.  271-273.  Investigation  by  Public  Utilities  Com- 
mission of  State  of  Maine. 

Massachusetts.  Development  of  Massachusetts'  Water  Power.  Elec.  World, 
vol.  73,  no.  6,  Feb.  8,  1919,  pp.  272-273,  1  fig.  Special  commission  declares 
public  ownership  to  be  of  doubtful  value  as  a  water-power  policy. 

Muscle  Shoals.  United  States  Nitrate  Plant  No.  2  at  Muscle  Shoals,  Ala.,  Charles 
H.  Bromley.  Power,  vol.  49,  no.  12,  Mar.  1919,  pp.  424-431,  8  figs.  Data  on 
flow  and  available  power  of  Tennessee  River  at  that  point.  Table  of  specifi- 
cations of  plant.     First  article  of  series. 

Nationalization.  Nationalization  of  Transport  and  Electricity  Supply.  Tramway 
&  Ry.  World,  vol.  45,  no.  13,  Mar.  13,  1919,  pp.  113-115,  Scheme  for  unification 
and  cheapening  of  communication. 

Oil  Engine.  Place  for  Oil-Engine-Driven  Generators.  Elec  World,  vol.  73,  no.  11, 
March  15,  1919,  pp.  519-520.  Operating  and  maintenance  expenses;  analysis 
of  expenses  with  old  and  new  types  of  engines. 

Solar  Energy.  The  Utilization  of  Solar  Energy,  J.  F.  Heffron.  Power  House, 
vol.  12,  no.  3,  Mar.  1919,  pp.  56-59,  5  figs.  Review  of  attempts  that  have 
been  made  to  utilize  sun  heat  and  indication  as  to  what  may  be  accomplished 
in  future. 

Sweden.  The  Extension  of  Hydro-Electric  Power  in  Sweden.  Engineering,  vol.  107, 
no.  2775,  Mar.  7,  1919,  pp.  302-304.  Calculations  and  investigations  of  Roy. 
Swedish  Waterfalls  Board. 

Power  Conditions  in  Europe.  Power  Plant  Eng.,  vol.  23,  no.  7,  Apr.  1, 
1919,  pp.  332-334.  Developments  proposed  in  Sweden.  Data  supplied  by 
Roy.     Consulate  of  Sweden. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


91 


POWER   PLANTS 


MOTOR-CAR   ENGINEERING 


Am  Heaters  for  Boilers.  Boilers  Provided  with  Air  Heaters  (Les  chaudtfres 
avec  rechauffeurs  d'air),  J.  R.  Revue  G(>ne>ale  de  1'Electricite,  vol.  5,  no.  7, 
Feb.  15,  1919,  pp.  265-2(59,  8  figs.  Installation  by  Underfeed  Stoker  Co.  in 
English  plant.  Heat  contained  in  the  chimney  gases  of  boilers  is  utilized  for 
heating  air  entering  the  furnace. 

Ami  Disposal.  Fast  Modern  Methods  of  Ash  Disposal.  Black  Diamond,  vol.  62, 
no.  12,  Mar.  22,  1919,  pp.  332-335,  6  figs.  Comparison  of  methods;  review 
of  book  published  by  Am.  Steam  Conveyor  Corp. 

Central  Heating  Plant  of  the  Colorado  State  College.  Power,  vol.  49, 
no.  10,  March  11,  1919,  pp.  346-348,  6  figs.     Coal  and  ash-handling  equipment. 

Power  Plant  Management;  Coal  and  Ash  Handling — I,  Robert  June. 
Power  House,  vol.  12,  no.  3,  Mar.  1919,  pp.  60-62,  3  figs  Claims  that  elimina- 
tion of  hand  labor  is  an  important  element  in  power-plant  operation.  Also 
in  Refrig.  World,  vol.  54,  no.  3,  Mar.  1919,  pp.  23-25,  3  figs. 

Boiler  Explosion.  Boiler  Explosion  at  Mobile.  Power,  vol.  49,  no.  12,  Mar.  25, 
1919,  pp.  432-436,  11  figs.  Particulars  of  explosion  of  two  Heine  boilers  at  plant 
of  Mobile  Electric  Co. 

Boiler  Interconnection.  New  Boiler  Plant  of  the  A.  S.  &  R.  Co.  at  Omaha,  R.  N. 
Robertson.  Power,  vol.  49,  no.  14,  Apr.  8,  1919,  pp.  514-518,  7  figs.  Main 
feature  of  this  underfed  stoker  plant  is  interconnection  of  two  boilers  which 
are  baffled  to  utilize  radiant  energy  from  fire;  superheater  is  placed  behind 
bridge  wall. 

Boiler-Tube  Ruptures.  Water-Tube  Boiler  Tube  Ruptures,  Weldon  Melroy. 
Power,  vol.  49,  no.  9,  March  4,  1919,  pp.  302-303,  5  figs.  Illustrations  of  ruptures 
form  various  causes. 

CO2  Recorders.  Fuel  Economy  in  the  Boiler  House  —  III,  J.  B.  C.  Kershaw. 
Chem.  &  Metallurgical  Eag.,  vol.  20,  no.  fi,  March  15,  1919,  pp.  291-295, 
8  figs.  Description  of  German  types  of  CO2  recorders  which  depend  on  measure- 
ments of  the  physical  properties  of  flue  gas. 

Coal  Consumption.  The  Consumption  of  Steam  Power  Plant,  Robert  H.  Parsons. 
Elec.  Rev.,  vol.  84,  no.  2152,  Feb.  21,  1919,  pp.  200-202,  4  figs.  Charts  of 
coal    consumption,  steam  consumption,  coal  efficiency  and  water  efficiency. 

Saving  Coal  in  Steam  Power  Plants,  Dept.  of  Interior,  Bur.  of  Minis, 
Technical  Paper  217,  8  pp.  1,  fig.  Economical  principle  and  method  of  applying 
them  to  power-plant  operations. 

Condensers.  Installation  and  Operation  of  Condensers  (Remarques  sur  l'6tablis- 
sement  et  l'exploitation  des  installations  de  condenseursl,  G.  Oettinger.  Revue 
Generate  de  1'Electricite,  vol.  5,  no.  11,  Mar.  15,  1919,  pp.  419-422,  5  figs 
Suggestions  to  engineer  assuming  direction  of  condensing  apparatus  in  steel 
plant. 

F.  1  onomizers.  Economizer  Practice,  M.  E.  Alone.  Power  Plant  Eng.,  vol.  23, 
no.  7,  Apr.  1,  1919,  pp.  311-315,  2  figs.  Saving  materials,  cleaning!  keeping 
track  of  performance,  temperatures,  gas  volume,  and  air  leakage  in  steam- 
boiler  plants. 

Equipment.  Mcdern  Steam  Power  Station  Equipment,  Joseph  G.  Worker.  Blast 
Furnace  &  Steel  Plant,  vol.  7,  no.  4,  Apr.  1919,  pp.  177-182,  and  202,  13  figs. 
Review  of  modern  steam  power-plant  equipment  installed  to  meet  demand  of 
increased  power  facilities. 

F.xhaust  Steam.  Values  of  Exhaust  Steam,  R.  L.  Wales.  Natl.  Engr.,  vol.  23, 
no.  4,  Apr.  1919,  pp.  156-161,  5  figs.  Discussion  of  factors  to  be  considered 
when  calculating  relative  values;  distribution  of  costs  between  power  and  heat; 
charts  for  computation  of  comparative  values. 

Hand-Fired  Plants.  Saving  Coal  in  Boiler  Plants,  Henry  Krcisinger.  Universal 
Engr.,  vol.  29,  no.  2,  Feb.  1919,  pp.  45-54,  3  tigs.  Suggestions  given  to  operators 
of  hand-fired  plants. 

Power  Costs.  Saving  Coal  in  Steam  Plants,  Edward  J.  Willis.  Natl.  Engr..  vol.  23, 
no.  4,  Apr.  1919,  pp.  170-172.     Data  of  costs  of  production. 

Emergency  Shop  Power  and  Coal  Conservation,  C.  E.  Clewell.  Am. 
Mach.,  vol.  50,  no.  12,  Mar.  20,  1919,  pp.  533-536,  6  figs.  Graph  showing  how 
operating  costs  per  unit  of  energy  delivered  may  vary  for  different  values  of 
percentage  of  use. 

Calculation  of  Plant  Efficiencies  and  Fuel  Costs,  J.  T.  Foster.  Power,  vol. 
49,  no.  9,   March  4,  1919,  pp.  316-318,  2  figs.     Charts. 

Power-House  Economy.  Getting  Better  Economy  in  the  Power  House,  G.  H. 
Kelsay.  Elec.  Ry.  Jl.,  vol.  53,  no.  10,  Mar.  8,  1919,  pp.  455-460,  9  figs.  Relation 
of  boiler  load  to  efficiency;  increase  in  efficiency  of  steam  turbines  and  relation 
of  coal  used  to  available  supply;  curves  showing  progress  of  combustion  beyond 
fuel  bed  and  effect  of  excess  air.  Abstract  of  paper  read  before  Central  Elec. 
Ry.  Assn. 

Power  Plants.  Power  Plants  of  New  Gotham  Hotels.  Black  Diamond,  vol.  62, 
no.  12,  Mar.  22,  1919,  pp.  321  and  335,  4  figs.     Battery  of  boilers  of  15,000  hp. 

Stokers.  Erith-Riley.  Mechanical  Stokers.  Engineering,  vol.  107,  no.  2774, 
Feb.  28,  1919,  pp.  268-269,  5  figs.  Development  of  Erith-Riley  stoker  in 
conjunction  with  large  boiler  plants  installed  on  the  unit  system. 

Valves.  Notes  on  the  Repairing  and  Adjusting  of  Valves,  W.  H.  Wakeman.  Domestic 
Eng.,  vol.  86,  no.  13,  Mar.  29,  1919,  pp.  556-559,  12  figs.  Suggestions  to 
steamfitters  on  repairing  and  adjusting  valves  of  various  types. 

Water  Softening.  Water  Softening,  E.  V.  Chambers.  Chem.  News,  vol.  118, 
no.  3066,  Jan.  17,  1919,  pp.  27-29.  Treatment  given  in  North  of  England 
to  upland  surface  water  intended  for  use  in  textile  industry. 

Water  Softening,  P.  E.  King.  Chem.  News,  vol.  118,  no.  3065,  Jan.  10, 
1919,  pp.  14-16,  Classification  and  description  of  methods. 


Carburetor  Testing.  Bureau  of  Standards  Carburetor  Test  Plant,  P.  M.  Hcldt. 
Automotive  Industries,  vol.  40,  no.  12,  Mar.  20,  1919,  pp.  641-644,  6  tigs. 
Designed  to  determine  metering  qualities  of  different  carburetors  under  varying 
conditions  of  atmospheric  pressure  an  pressure  drop.     Fifth  article. 

System  of  Testing  Fuel  Jets  in  Zenith  Carburetors.  Aerial  Age,  vol.  9, 
no.  2,  Mar.  24,  1919,  p.  121,  4  figs.      Machinery  used  in  Zenith  laboratory. 

Carburetors.  The  Cox  "  Atmos  "  Carburator.  Autocar,  vol.  42,  no.  1221,  Mar.  15, 
1919,  pp.  358-360,  7  figs.  Results  of  tests  of  carburator  using  only  one  jet 
and  having  no  automatic  moving  parts. 

Fans  Radiator  Cooling  Fans,  George  W.  Hoyt.  Automotive  Industries,  vol.  40, 
no.  12,  Mar.  20,  1919,  pp.  630-633,  8  figs.  Problems  of  design  and  mounting; 
large-diameter  vs.  high-speed  fans;  magnitude  of  the  end  thurst  on  fans;  means 
for  insuring  continued  dust-proofness  of  fan  hubs. 

Fiat.  The  New  Fiat  Light  Car.  Autocar,  vol.  42,  ho.  1221,  Mar.  15,  1919,  pp.  355- 
357,  6  figs.  Mechanical  points  in  construction  of  engine,  gear  box  and  rear 
axle. 

Fire  Apparatus.  Motor  Apparatus  and  Equipment.  Fire  &  Water  Eng.,  vol.  65, 
no.  13,  Mar.  26,  1919,  pp.  649-653.  Motor  apparatus  at  Highland  Park  Mich., 
equipped  with  Sewell  cushion  wheels. 

French  Cars.  Automotor  Design  and  Construction  of  1919.  Auto,  vol.  24,  no.  949, 
Mar.  13,  1919,  pp.  250-252,  5  figs.  Six-cyl.  23.9-hp.  Delage  type  being 
exhibited  at  Lyons  Fair. 

A  Standardized  French  Car.  Autocar,  vol.  42,  no.  1221,  Mar.  15,  1919, 
pp.  368-369,  6  figs.     Details  of  10-hp.  4-cyl.  monobloc-engine  car. 

Headlights.  Report  of  1917-18  Committee  on  Automobile  Headlighting  Specifica- 
tions. Trans.  Ilium.  Eng.  Soc,  vol.  14,  no.  2,  Mar.  20,  1919,  pp.  64-77  and 
(discussion)  pp.  77-99,  2  figs.  Specifications  are  based  upon  practical  considera- 
tions and  tests,  and  are  selected  in  a  manner  to  make  them  applicable  to  all 
devices. 

Lubrication.  Lubricating  the  Farm  Tractor.  Motor  Age,  vol.  35,  no.  8,  Feb.  20, 
1919,  pp.  28-29,  2  figs.  Suggestion  in  regard  to  selection  and  application  of 
lubricants. 

The  Lubrication  of  Motor  Cars  —  H.  G.  W.  A.  Brown.  Automotive 
Industries,  vol.  40,  no.  14,  Apr.  3,  1919,  pp.  751-754,  20  figs.  Discussion  of 
methods  employed  in  lubrication  of  steering  gears,  drag  links,  rear  axles,  springs, 
spring  eyes  and  road  wheels;  oil  and  grease-retaining  devices. 

Mercury.  The  10-12  hp.  Mercury.  Autocar,  vol.  42,  no.  1221,  Mar.  15,  1919, 
pp.  583-584,  6  tigs.     Engine  and  transmission  details. 

MILITARY  Chassis.  Military-Transport  Chassis —  XII.  Automobile  Engr.,  vol.  9, 
no.  121,  Mar.  1919,  pp.  68-71,  5  figs.  Performance  under  war  conditions. 
Albion  32  HP.  (3  tons)  chassis. 

Napier  Trucks.  A  New  Two-Tonuer.  Motor  Traction,  vol.  28,  no.  733,  Mar  19, 
1919.  pp.  240-242,  6  figs.  Designed  for  reliable  and  inexpensive  operation. 
Napier  40-55  cwt.  chas 

Producer  Gas  for  Tractors.  Producer  Gas  Driven  Tractors  (Tracteurs  a  gaz 
pauvre.  Bulletin  de  la  Societe  (l'Encouragement  pour  l'lndustrie  Nationale, 
vol.  131,  no.  1,  Jan.-Feb.  1919,  pp.  185-187,  2  figs.     Tests  with  Cages  truck. 

Steam  Cars.  The  Doblc-Detroit  Steam  Car.  Automobile  Engr.,  vol.  9,  no.  124, 
Mar.  1919,  pp.  80-86,  13  figs.  Water  system,  fuel  system;  engine  unit.  Acces- 
sories on  engine. 

Talbot.  A  Now  26-50  hp.  Talbot.  Autocar,  vol.  42,  no.  1221,  Mar.  15,  1919,  pp. 
352-354,  3  figs.  Main  features  are:  Cylinders  cast  in  pairs;  pump  water 
circulation;  forced  oil  circulation;  electric  starting  and  lighting;  cone  clutch, 
with  fabric  on  flywheel. 

Tanks.  The  French  Bal>v  Renault  Tank,  W.  F.  Bradley.  Automotive  Industries, 
vol.  40,  no.  9,  Feb.  27,  1919,  pp.  464-470,  12  figs.  Weight  6!4  tons  with  machine 
gun.  Driving  sprocket  is  at  rear,  endless  band  passes  around  pulley  at  front, 
and  between  these  is  a  series  of  idlers  and  automatic  tensioning  apparatus. 

Tractor  Attachments.  The  Big  Auto  Tractor  Attachment.  Automotive 
Industries,  vol.  40,  no.  10,  Mar.  6,  1919,  pp.  528-529,  3  figs.  Conversion  unit 
for  converting  large  touring  cars  of  older  models  into  farm  tractors. 

Tractors.  An  Analysis  of  Tractor  Specifications,  P.  M.  Heldt.  Automotive 
Industries,  vol.  40,  no.  10,  Mar.  0,  1919,  pp.  522-524,  6  figs.  Representation 
of  different  features  of  design  on  percentage  basis.  Charts  based  on  count  of 
American-built  tractors. 

The  Austin  Farm  Tractor.  Automotive  Industries,  vol.  40,  no.  9,  Feb.  27, 
1919,  p.  484.     British  tractor  on  Fordson  lines. 

.Southern  Tractor  Requirements,  B.  M.  Ikert.  Motor  Age,  vol.  35,  no.  13, 
Mar.  27,  1919,  p.  27.  Protection  of  working  parts  from  dust  and  sand  held 
to  be  of  greatest  importance. 

Ball  Bearings  in  Tractor  Design,  H.  M.  Trumbull.  Can.  Machy.,  vol.  21, 
no.  8,  Feb.  20,  1919,  pp.  179-183  and  187,  20  figs.  Advocates  using  high- 
grade  self  aligning  ball  bearing  and  illustrates  its  operation  under  various  condi- 
tions of  tractor  service.     From  Tractor  and  Trailer. 

Novel  Frame  in  S.  W.  H.  Tractor.  Motor  Age,  vol.  35,  no.  8,  Feb.  20, 
1919,  pp.  46-47,  4  figs.     Housing  of  gear  set  and  rear  axle  in  single  casting. 

Fiat  Tractor  Design  Changes,  W.  F.  Bradley.  Automotive  Industries, 
vol.  40,  no.  10,  Mar.  6,  1919,  pp.  525-526,  4  figs.  Secondary  shaft  behind 
axle  housing;  straight  belt  drive. 

Vulcan.  The  Eight-Cylindered  20-25  H.  P.  Vulcan.  Auto,  vol.  24,  no.  949,  Mar.  13, 
1919,  pp.  247-250,  5  figs.  Description  and  discussion  with  reference  to  character- 
istics of  "  eights  "  in  general. 


92 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


POWER   TRANSMISSION 

Belt  Transmission.  On  the  Power  Transmission  by  Belt  and  Pulley  (in  Japanese), 
Chido  Sugatani.     Jl.  Soc.  Mech.  Engrs.,  Tokyo,  vol.  22,  no.  54,  Nov.  1918. 

PRODUCER   GAS 

Operation.  Gas  Producers  (I.es  gazogenes),  G.  Marconnet.  Chimie  &  Industrie, 
vol.  2,  no.  1,  Jan.  1,  1919,  pp.  (i-14,  (i  figs.     Classification;  operating  data. 

Theory.  Elementary  Theory  of  the  Gas  Producer,  W.  L,  Badger.  Mich.  Technic, 
vol.  31,  no.  1,   Mar    1918,  pp.  13-17,  2  figs.     I.e  Chatelier  theorem. 

REFRACTORIES 

Graphite  Ash  Fusirilitv.  Fusibility  of  Graphite  Ash  and  Its  Influence  on  the 
Refractoriness  of  Bond  Clay,  M.  C.  Booze.  Jl.  Am.  Ceramic.  Soc,  vol.  2, 
no.  1 ,  Jan.  1919,  pp.  (55-68,  From  laboratory  tests  it  is  concluded  that  the  soften- 
ing point  of  a  graphite  ash  is  not  a  true  criterion  of  its  action  in  a  crucible  body. 

Ovens  and  Kilns.  Ovens  and  Kilns  with  a  High  Thermal  Efficiency,  A.  Bigot. 
Gas  Jl.,  vol.  145,  no.  29().">,  Jan.  14,  1919,  p.  71.  Laboratory  kiln  with  waste 
pipe  surrounded  by  sheet-iron  recuperator  claimed  by  author  to  have  increased 
by  200  deg.  cent  temperature  of  interior  of  kiln.     Paper  before  Ceramic  Soc. 

Research.  Refractory  Materials  as  a  Field  for  Research,  Edward  W.  Washburn. 
Jl.  Am.  Ceramic  Soc,  vol.  2,  no.  1,  Jan.  1919,  pp.  3-31,  1  fig.  Survey  of 
scientific  aspects  of  subject.  Report  drafted  under  auspices  of  Section  of 
Indus.   Reseaich  of   Nat.   Research  Council. 

REFRIGERATION 

Cold  Storage  Abroad.  Refrigeration  Abroad.  Ice  &  Refrigeration,  vol.  .56, 
no.  3,  Mar.  1919,  pp.  171-175.  Cold  storage  accommodations  in  Great  Britain, 
Australia,  and  Russia. 

Compression  Refrigerating  Machine.  The  Compression  Refrigerating  Machine, 
Gardner  T.  Voorhees,  Ice  &  Refrigeration,  vol.  56,  nos.  2  and  3,  Feb.  and  Mar. 
1919,  pp.  99-100  and  149-151,  0  figs.  Comparison  of  types;  conditions  of 
heat  flow.     (To  be  continued). 

The  Ammonia  Compression  Refrigerating  System  XXXVIII,  W.  S.  Doan. 
Refrig.  World,  vol.  54,  no.  3,  Mar.  1919,  pp.  30-32,  4  figs.  Atmospheric  parallel- 
flow-type  ammonia  condenser;  submerged  condenser;  shell-type  condenser. 

Fur  Storage.  Cold  Storage  of  Furs,  B.  F.  Green.  Refrig.  World,  vol.  54,  no.  3, 
Mar.  1919,  pp.  25-20.     Suggestions  in  regard  to  efficiency  and  safety. 

Hotel  Equipment.  Refrigerating  Equipment  of  the  Pennsylvania  Hotel.  Powet, 
vol.  49,  no.  14,  Apr.  8,  1919,  pp.  522-524,  3  figs.  Equipment  has  ice-making 
capacity  of  100  tons  per  hr. 

Refrigerating  Plant  Efficiency.  Refrigerating  Plant  Efficiency,  Victor  J. 
Azbe.  Mech.  Eng.,  vol.  41,  no.  4,  Apr.  1919,  pp.  302-308,  10  figs.  General 
discussion  of  refrigerating  plant  economics.  Abstract  of  paper  read  at  Annual 
Meeting  of  A.S.  M.E.,  December  1918. 

PUMPS 

Centrifugal  Pumps.  On  the  Combined  Running  of  Centrifugal  Pumps  (in  Japanese) , 
Iwao  Oki.     Jl.  Soc.  Mech.  Engrs.,  Tokyo,  vol.  22,  no.  54,  Nov.  1918. 

RESEARCH 

Canada.  The  Canadian  Honorary  Advisory  Council  for  Scientific  and  Industrial 
Research,  A.  B.  Macallum.  Can.  Min.  Jl.,  vol.  45,  no.  2,  Jan.  15,  1919,  pp.  28-29. 
Situation  which  has  confronted  Research  Council  since  its  erection  in  Dec.  1910. 

Chemical  Warfare  Service.  The  Research  Division,  Chemical  Warfare  Service, 
U.  S.  A.,  George  A.  Burrell.  Jl.  Indus.  &  Eng.  Chem.,  vol.  11.  no.  2,  Feb.  1, 
1919,  pp.  93-104.  Review  of  work  done  by  Service,  beginning  with  its  inception 
before  U.  S  entered  war  and  covering  development  of  Division,  including 
personnel,  location  of  various  parts  of  work  and  some  of  the  problems  attacked 
and  solved. 

England.  The  Government  and  the  Organization  of  Scientific  Research,  Frank 
Heath.  Jl.  Roy.  Soc.  Arts,  vol.  67,  no.  3457,  Feb.  21,  1919,  pp.  200-215 
and  (discussion)  pp.  215-219.  Difficulties  encountered  by  Department  of  Sci. 
and  Industrial  Research,  England. 

The  Organization  of  Research  in  Great  Britain.  Science,  vol.  44,  no.  1262, 
March  7,  1919,  pp.  239-241.  Abstract  of  report  of  Committee  of  Privy  Counsel 
for  Scientific  and  Industrial  Research. 

Industrial  Laboratories.  Technical  Direction  of  an  Industrial  Laboratory 
(Direction  d'un  laboratoire  industriel  au  point  de  vue  analytique),  Paul 
Nicolardot.  Chimie  &  Industrie,  vol.  2,  no.  1,  Jan.  1,  1919,  pp.  18-24,  5  figs. 
Concerning  standardization  of  methods  of  analysis  and  relations  with  other 
laboratories. 

Rolling-Mii.l  Research  Laboratory.  Rolling  Mill  Research  Laboratory  Founded. 
Blast  Furnace  &  Steel  Plant,  vol.  7,  no.  4,  Apr.  1919,  pp.  183-i85,  2  figs. 
Experimental  rolling  mill  and  bureau  of  rolling  mill  recently  organized  in 
Pittsburgh  by  leading  steel  and  rolling-mill  manufacturers  under  auspices  of 
Carnegie    Inst,    of   Technology. 

SPECIFICATIONS 

Leather  Belting.  Specifications  for  Leather  Belting.  Harry  A.  Hey.  Indus. 
Management,  vol.  57,  no.  4,  Apr.  1919,  pp.  271-281,  2  figs.  Requirements  to 
control  quality  from  new  point  of  view. 

Steel,  High-Speed.  Specifications  for  High-Speed  Steels,  R.  Poliakoff.  Iron 
Age,  vol.  103,  no.  13,  Mar.  27,  1919,  pp.  827-829.  Questions  to  take  into 
consideration  in  drafting  specifications,  with  reference  to  European  practice. 


STANDARDS   AND   STANDARDIZATION 

Brass  and  Bronze  Foundries.  Standards  for  Brass  and  Bronze  Foundries  and 

Metal   Finishing   Processes,  William   Erskine.      Metal   Indus.,   vol.    17,   no.   3, 

March    1919,    pp.    113-117.  Methods    and    apparatus    to    protect    health    of 
workers. 

MARINE  Engines.  Standardization  of  Marine  Engines.  Mar.  Rev.,  vol.  49,  no.  4, 
Apr.  1919,  pp.  179-182,  2  figs.  Composite  design  embodying  approved  features 
of  standard  types  is  advocated. 

Standards.  Standards  in  Engineering,  R.  J  Durley.  Jl.  Eng.  Inst.  Can.,  vol.  2, 
no.  3,  Mar.  1919,  pp.  174-182.  Their  importance  in  limiting  costs  of  manu- 
facture and  faciliting  production.  Notes  on  attention  now  being  given  in 
England  and  U.  S.  to  standards. 


STEAM  ENGINEERING 


Boilers.  Talbot  Boilers  and  Engines  Made  in  Canada.  Power  House,  vol.  12, 
no.  3,  Mar.  1919,  pp.  66-08,  5  figs.  Description  of  contraflow  boiler  and 
uniflow  engine. 

V.  vaporation  Charts.  Chart  for  Finding  the  Factor  of  Evaporation,  G.  H.  Sheasley. 
Power,  vol.  49,  no.  11,  March  18,  1919,  p.  406,  1  fig.  Chart  gives  required 
factor  of  any  given  steam-boiler  performance. 

Rotary  Engines.  Avery's  Rotary  Steam  Engine.  Natl.  Engr.,  vol.  23,  no.  4, 
Apr.  1919,  pp.   173-174,  2  figs.     Construction  details  and  performance. 

Steam-Turbine  History.  Steam  Turbine  Progress  Reviewed  Historically.  Steam, 
vol.  23,  nos.  2  and  3,  Feb.  and  Mar.  1919,  pp.  33-41  and  63-69,  37  figs.  Review 
of  British  patent-office  records.  Mar.  1919:  Impulse  blading  and  blade  materials 
Also  in  Railroad  Herald,  vol.  23,  no.  3,  Feb.  1919,  pp.  63-65;  Universal  Engr., 
vol.  29,  no.  2,  Feb.  1919,  pp.  34-44,  13  figs. 

Steam  Turbines.  The  Assembly  and  Adjustment  of  Steam  Turbines,  J.  Humphrey. 
Machinery,  vol.  13,  no.  331,  Jan.  30,  1919,  pp.  486-492,  14  figs.  Turbines 
considered  are  those  working  on  the  Parsons  principle  and  having  large  number 
of  fixed  and  moving  blades,  calked  into  the  casing  and  on  the  periphery  of  the 
rotor. 

The  Large  Steam  Turbine,  J  F.  Johnson.  Mech.  Eng.,  vol.  41,  no.  4, 
Apr.  1919,  pp.  355-361,  7  figs.  Development  of  large  units  to  meet  modern 
power  requirements;  records  of  performance;  notes  on  design  and  construction. 

WELDING 

Arc- Welding  Regulations.  Notes  on  Regulations  for  Are  Weldong,  H.  M.  Sayers. 
Can.  Machy.,  vol.  21,  no.  2,  Jan.  9,  1919,  pp.  39-41.  Precautions  to  be  observed 
for  safety  of  operator;  effects  of  welding  load  on  supply  mains  of  power  station. 

Blowpipe,  Oxy-Acetylene.  How  to  Choose  an  Oxy-Acetylene  Blowpipe,  C.  Royer. 
Can.  Machy.,  vol.  21,  no.  8,  Feb.  20,  1919,  pp.  184-187,  1  fig.  Writer  considers 
that  determining  factors  are  character  of  work  to  be  done  and  equipment  on 
hand,  and  refers  to  features  he  estimates  as  of  paramount  importance  in  various 
classes  of  service. 

Frog  Shop.  Welding  in  the  Frog  Shop,  B.  K.  Smith.  Welding  Engr.,  vol.  4,  no.  3, 
Mar.  1919,  pp.  19-20.     Reclaiming  of  materials. 

Lead  Welding.  The  Autogenous  Welding  of  Lead  —  II,  P.  Rosemberg.  Acetylene 
&  Welding  Jl.,  vol.  15,  no.  178.  July  1918,  pp.  118-1 19,  6  figs.  Uses  of  hydrogen 
and  air  blowpipe. 

Rail  Joints.  Modern  Welding  and  Cutting,  Ethan  Viall.  Am.  Mach.,  vol.  50, 
no.  12,  Mar.  20,  1919,  pp.  529-532,  11  figs.  Notes  on  welding  various  types 
of  rail  joints.     Sixth  article. 

Seam  Welding,  Electric.  Electric  Seam  Welding,  P.  T.  Van  Binber.  Am.  Mach., 
vol.  50,  no.  13,  Mar.  27,  1919,  pp.  575-580,  14  figs.  Details  of  welding  roller 
head;  lap-seam  welding  machine  and  Thomson  machine  for  flange-scam  welding. 

Thermit  Welding.  Modern  Welding  and  Cutting,  Ethan  Viall.  Am.  Mach.,  vol.  50, 
no.  11,  Mar.  13,  1919,  pp.  479-483,  11  figs.  Thermit  rail  welding  for  electric 
systems.     (Continuation  of  serial). 

Miscellaneous  Thermit  Repairs  in  the  Nashville,  Chattanooga  &  St.  Louis 
Shops,  Albert  L.  Seals.  Reactions,  First  Quarter,  1919,  pp.  18-20,  7  figs. 
Splice  welded  to  main  frame  of  engine;  repair  on  a  two-throw  crankshaft. 

Tires,  Welded.  Microscopic  Study  of  Welded  Tires.  Acetylene  &  Welding  Jl., 
vol.  16,  no.  185,  Feb.  1919,  pp.  30-32,  30  figs.  Structure  of  test  pieces  3/16-in. 
form  fracture,  and  tabulation  of  their  characteristic  difference  according  to 
position  relative  to  fracture.      (Concluded). 

Tool-Steel  and  Stellite  Welding.  Electric  Welding  of  High-Speed  Steel  and 
Stellite  in  Tool  Manufacture,  P.  T.  Van  Bibber.  Am  Mach.,  vol.  50,  no.  10, 
March  6,  1919,  pp.  425-437,  80  figs.  Stellite  used  only  for  vital  parts  is  welded 
to  shank  of  ordinary  steel  by  butt-welding  process.  Operations,  data  and 
specifications. 

WOOD 

Applications.  The  Uses  of  Wood,  Hu  Maxwell.  Am  Forestry,  vol.  25,  no.  303, 
Mar.  1919,  pp.  923-930,  18  figs.  Fencing  materials  from  forests.  Eleventh 
article. 

Dryino.  English  Methods  of  Lumber  Drying,  John  Young.  Wood-  Worker,  vol.  38, 
no.   1,    Mar.   1919,  p.  34,  1  fig.      Details  of  English  drykiln. 

Seasoning.  The  Seasoning  of  Lumber,  Bror  L.  Grondall,  Sci.  Am.  Supp.,  vol.  87, 
no.  2253,  Mar.  8,  1919,  pp.  158-160.  Basic  facts  underlying  artificial  drying 
of  forest  products.     From   West  Coast  Lumberman. 


I 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


93 


VARIA 

Drawings,  Reproduction  of.  Reproducing  Drawings,  F.  G.  Allen.  Univ.  Colo. 
Jl.  Eng.,  vol.  15,  no.  2,  Jan.  1919,  pp.  36-51.  Discussion  of  the  various  methods 
of  making  duplicates  of  engineering  drawings.  Photo-chemical  methods, 
lithographic  methods,  zinc  etching,  and  half-tones,  are  considered. 

Engineers.  The  Functions  of  the  Engineer:  His  Education  and  Training,  W.  A. 
J.  O'Meara.  Elec.  Rev.,  vol.  84,  no.  2152,  Feb.  21,  1919,  pp.  219-221,  1  fig. 
Diagram  of  salaries  and  estimated  personal  qualifications. 

Invention.  Efficient  Invention  Douglas  Leechman.  Automobile  Engr.,  vol.  9, 
no.  124,  Mar.  1919,  pp.  74-79.  Writer  suggests  that  if  present  patent  fees 
were  suitably  reduced,  trade  of  country  would  be  benefited  by  increased  en- 
couragement of  invention.  Particular  reference  to  patents  affected  by  the  war. 
Paper  presented  to  Instn.  Automobile  Engrs. 

Licensing  Engineers.  Comparison  of  Various  Existing  and  Proposed  License 
Laws,  Eng.  News  Rec,  vol.  82,  no.  9,  Feb.  27,  1919,  pp.  423-430.  States  that 
have  laws  regulating  practice  of  engineering  and  those  which  contemplate 
establishing  such  laws. 

Nomography.  Nomography,  M.  J.  Eichhorn.  Natl.  Engr.,  vol.  23,  no.  4,  Apr. 
1919,  pp.  165-169,  13  figs.  Reduction  tables  for  pressures,  temperatures, 
etc.,  and  graphical  steam  tables.     (Continuation  of  serial). 

Semi-Logarithmic  Paper.  The  Use  of  Semi-Logarithmic  Paper  in  the  Determination 
of  Empirical  Formulas,  E.  VV.  Lane.  Cornell  Civ.  Engr.,  vol.  27,  no.  1,  Feb 
1919,  pp.  3-8,  3  figs.     Types  of  semi-logarithmic  curves. 

Steam-Distribution  Charts.  Charts  of  Steam  Distribution  (Abaque  general 
pour  l'etude  des  distributions  de  vapeur).  Rodolphe  Soreau.  Memoires  et 
Compte  rendu  des  Travaux  de  la  SociSte  des  Ingenieurs  Civils  de  France, 
vol.  71,  nos.  11-12,  Nov.-Dec.  1918,  pp.  551-556,  2  figs.  Chart  is  prepared  to 
indicate  any  of  three  quantities,  relative  piston  displacement,  ratio  of  crank 
to  connecting  rod.  and  angle  between  crank  and  line  of  dead  centers  ■ —  when 
the  other  two  are  determined. 

METALLURGY 

BLAST   FURNACES 

Charging,  Mechanical.  Mechanical  Charging  of  Silver-Lead  Blast  Furnaces, 
L.  D.  Anderson.  Monthly  Jl.  Utah  Soc.  Engrs.,  vol.  5,  no.  1,  Jan.  1919,  pp.  1-5, 
3  figs.     Practice  of  U.  S.  Smelting  &  Refining  Co.  at   Midvale,  Utah. 

Gas  Cleaning.  New  Blast  Furnace  Gas  Cleaning  Outfit,  Blast  Furnace  &  Steel 
Plant,  vol.  7,  no.  4,  Apr.  1919,  pp.  193-19.5,  2  figs.  Ruddiman  scrubber  ami 
combined  cooler  and  dryer;  cleaning  apparatus  combines  principle  of  contact 
type  of  cleaner  with  that  of  scrubber  type. 

New  Dry  Cleaner  for  Blast  Furnace  Gas,  J.  C.  Barrett.  Blast  Furnace 
&  Steel  Plant,  vol.  7,  no.  4,  Apr.  1919,  pp.  185-187,  1  fig.  King-VVeidlein  dry 
gas  clearer  developed  at  Yowngstown  claims  many  advantages  over  wet  process; 
retention  of  sensible  heat  of  gas;  greater  steam  generation  and  higher  stove 
temperature 

Hot-Blast  Stoves.  Forced  Draft  for  Hot  Blast  Stoves,  Oskar  Simmersbach.  Iron 
&  Coal  Trades  Rev.,  vol.  48,  no.  2654.  Jan.  10,  1919,  p.  10,  2  figs.  Combats 
opinion  that  with  natural  draft  products  of  combustion  are  not  evenly  dis- 
tributed over  whole  area  of  chequer  work.     From  Stahl  and  Ei.-en. 

COPPER   AND    NICKEL 

CtPRO-NlCKEi,  Alloys.  Cupro-Nickel,  H.  A.  Eastick.  Metal  Industry,  vol.  14, 
no.  8,  Feb.  21,  1919,  pp.  141-143,  3  figs.  Equilibrium  diagram  for  cupro- 
nickel  alloys;  physical  properties,  tensile  strength,  elongation  curves  and  charac- 
teristic graph  of  alloy  containing  15  per  cent  nickel. 

Nickel  Refining.  International  Nickel  Company's  Refining  Works  at  Port  Colborne, 
Ontario,  W.  L.  Wotherspoon.  Eng.  &  Min.  Jl.,  vol.  107,  no  10.  March  x. 
1919,  pp.  429-435,  11  figs.  Preliminaries  incidental  to  erection  and  details 
relating  to  installation  of  plant.  An  annual  output  of  15,000,000  lb.  of  nickel 
is  expected. 

FLOTATION 

)ipferential  Flotation.  Differential  Flotation  of  Lead-Zinc  (Plottage  different  id 
de  plomb-zinc).  Echo  des  Mines  et  de  la  Metallurgie,  vol.  47,  no.  2616,  Mar  9, 
1919,  pp.  152-155,  1  fig.     Bradford  differential  process. 

Filters.  An  Electrically  Driven  Filter  E.  J.  Richards.  Jl.  Electricity,  vol.  42, 
no.  6,  Mar.  15,  1919,  pp.  262-263,  2  figs.  Oliver  filter  in  use  in  flotation  process, 
by  Arizona  Hercules  Copper  Company. 

Wolf  Patent.  The  Wolf  Patent  on  Flotation.  Min.  &  Sei.  Press,  vol.  118,  no.  12, 
Mar.  22.  1919,  pp.  390-392,  1  fig.  Separation  of  metals  from  their  ores.  From 
text  of  Letters  Patent  No.  787,814. 

IRON   AND   STEEL 

Acid  Bessemer  Steel.  A  Technical  Study  of  Acid  Bessemer  Steel,  Iron  Age,  vol.  103, 
no.  10,  Mar.  0,  1919,  pp.  626-627.  Action  of  manganese  and  its  possible 
conservation;  prevention  of  spitting;  effect  of  bottom  of  converter.  From 
Wisconsin  Engr. 

Cast  Iron,  Corbosion  by  Acids.  Rupture  of  Cast  Iron  in  Contact  with  Mixed 
Acid,  A.  C.  Cumming.  Jl.  Soc.  Chem.  Indus.,  vol.  38,  no.  3,  Feb.  15,  1919, 
pp.  31T-32T.     Experiments  in  connection  with  manufacture  of  trinotrotoluene. 

Classification  of  Iron  and  Steel.  Plan  to  Improve  Foreign  Trade  Statistics, 
Iron  Age,  vol.  103,  no.  11,  Mar.  13,  1919,  pp.  685-687.  Tentative  classifica- 
tion of  iron  and  steel  products  to  be  used  in  reporting  exports  and  imports. 
Prepared  by  a  committee  of  representatives  from  Bur.  of  Foreign  and 
lomestic  Commerce  and  other  government  organizations. 


W.  Moffat.     Canadian 
Process  designed   for 


Ferrotitamum.  The  Beneficial  Results  Obtained  by  Introducing  25  per  cent 
Carbonfree  Ferrotitanium  into  Iron  and  Steel.  Reactions,  First  Quarter, 
1919,  pp.  15-17,  7  figs.  Cast-iron  base  of  25-ton  Browning  crane  welded  with 
thermit. 

Flaky  Steel.  -Observations  on  So-Called  "  Flakes  "  in  Steel,  Haakon  Styri.  Chem. 
&  Metallurgical  Eng.,  vol.  20,  no.  7,  Apr.  1,  1919,  pp.  342-351,  41  figs.  Examina- 
tion of  nickel-steel  and  carbon-steel  transverse  test  bars  showed  that  abnor- 
malities in  fractures  were  associated  with  impaired  physical  qualities  and 
exhibited  more  or  less  minute  slag  inclusions. 

Observations  on  Flaky  and  Woody  Steel,  Federico  Giolitti.  Chem.  & 
Metallurgical  Eng.,  vol.  20,  no.  6,  March  15,  1919,  pp.  271-273,  2  figs.  Discus- 
sion of  causes  of  this  defect  in  high-grade  alloy  steels. 

India.  The  Heavy  Steel  Industry  in  India,  Andrew  Mc  William.  Indian  &  Eastern 
Engr.,  vol.  44,  no.  1,  Jan.  1919,  pp.  14a-14b.  Account  of  historical  and 
technical  side.     (To  be  continued). 

Molybdenum  Steel.  Molybdenum  Steel  versus  Gun-Erosion,  Masatosi  Okochi, 
Masaichi  Majima  and  Naoski  Sato.  Jl.  Soc.  Mech.  Enger.,  Tokyo,  vol.  22, 
no.  54,  Nov.  1918,  pp.  1-44,  50  figs.  Experimental  work  to  determine  the 
resisting  power  of  molybdenum  steel  against  erosion.  Investigation  was 
conducted  because  of  a  report  in  which  it  was  stated  that  steel  containing 
three  to  four  per  cent  molybdenum  was  employed  as  gun  material  in  the  German 
artillery.  Writers  found  no  trace  in  chemical  analyses  of  specimens  taken 
from  captured  German  guns. 

Open  Hearth.  Water  Cooled  Equipment  for  Open  Hearths,  William  C.  Coffin. 
Blast  Furnace  &  Steel  Plant,  vol.  7,  no.  4,  Apr.  1919,  pp.  188-192  and  197, 
6  figs.  Equipment  for  preventing  distortion  of  framework  and  maintaining 
economy  of  refractories.     Paper  read  before  Am.  Inst.   Min.  Engrs. 

Smelting.  A  New  Method  for  the  Smelting  of  Iron  Ores,  Jas. 
Min.  Jl.,  vol.  40,  no.  13,  Apr.  2,  1919,  pp.  207-210. 
treatment  of  Canadian  ores. 

Tool  Steel.  The  Evolution  of  a  High  Speed  Tool  Steel  —  II,  T.  L.  Thome.  Am. 
Drop  Forger,  vol.  5,  no.  3,  Mar.  1919,  pp.  146-149.  Discussion  on  effects  of 
various  elements;  methods  of  handling  material  when  received  in  during  produc- 
tion outlined;  selection  of  furnaces  important  when  treating  finished  tools. 

TsuXBULL  Steel  Co.  Plant.  Valley  Plant  Produces  Own  Steel.  Iron  Trade  Rev., 
vol.  64,  no.  10,  Mar.  6,  1919,  pp.  641-645,  8  figs.  General  layout  of  Trumbull 
Steel  Co.'s  steel  plant  which  includes  seven  100-ton  stationary  open-hearth 
furnaces,  a  36-in.  blooming  mill  and  an  18  and  21-in.  bar  mill. 

Tt  iibine  Furnace.  The  "  Turbine  "  Furnace.  Iron  &  Coal  Trades  Rev.,  vol.  48, 
no.  2658,  Feb.  7,  1919,  p.  164,  1  fig.  Aim  is  to  insure  a  passage  of  air  which 
shall  be  equal  over  every  portion  of  the  grate  area.  Air  enters  through  fine 
troughs  which  extend  over  whole  length. 

ZincoNiuM  Steels.  Zirconium  Steels  (Lee  aciers  an  zirconium).  Bulletin  de  la 
Societf  d'Encouragement  pour  ITndustrie  Nationale,  vol.  131,  no.  1,  Jan. -Feb. 
1919,  pp.  149-1.").",.  English  patent  in  regard  to  uses  of  zirconium  in  metallurgy; 
other  practices  in  various  metallurgical  works. 

VARIA 

Bureau  of  Standards.  Metallurgical  Work  of  Bureau  of  Standards  —  II,  G.  K. 
Burgess.  Blast  Furnace  &  Steel  Plant,  vol.  7,  no.  4,  Apr.  1919,  pp.  195-197. 
Review  of  research  work  concerning  welding,  tin  conservation,  bearing  metals, 
protective  metallic  coatings,  sand  investigations,  etc. 

Diseases  of  Metals.  Decomposition  of  Metals  —  I,  A.  I.  Krynitzky.  Chem. 
&  Metallurgical  Eng.,  vol.  20.  no  6,  March  15,  1919,  pp.  277-282,  11  figs. 
Review  of  various  theories  which  have  been  advanced  to  explain  so-called 
"  disease  of  metal." 

FERRO-ALLOYS 

M  wi'factuhe.  The  Manufacture  of  Ferro-Alloys  —  II,  Robert  M.  Keeney.  Auto- 
motive Eng.,  vol.  4,  no.  3,  Mar.  1919,  pp.  121-124,  Ores  and  furnaces  used  and 
methods  followed  to  produce  ferrochronie,  fcrromanganese,  ferromolybdenum, 
ferrotungstcn,  ferrovanadiun  and  ferrouranium. 

Testing.  Metallurgy  and  Motor  Engineering,  J.  B.  Hoblyn.  Auto,  vol.  24,  no.  949, 
Mar.  13,  1919,  pp.  256-257,  9  figs.  Notes  on  the  metallurgical  examination 
and  treatment  to  which  materials  are  submitted  in  the  technical  laboratory 
of  Vauxhall  Motors,  Ltd. 

NON-FERROUS  ALLOYS 

Aluminum  and  Copper  Alloys.  Aluminum  and  Copper  Alloys.  Machinery, 
vol.  13,  no.  337,  Mar.  13,  1919,  pp.  656-659,  2  figs.  Field  for  these  alloys  arid 
difficulties  met  with  in  their  manufacture. 

Copper  Alloys  of  Hioh  Tenacity.  Copper  Alloys  of  High  Tenacity,  O.  F.  Hudson. 
Metal  Industry,  vol.  14.  no.  9,  Feb.  28,  1919,  pp.  163-166.  Notes  on  strength 
of  brasses  and  methods  used  to  obtain  brasses  having  high  tensile  strength. 
Paper  before  Birmingham   Metallurgical  Soc 

AERONAUTICS 

AEROPLANE  PARTS 

Starters.  The  Liberty  Starter  for  Aircraft  Engines.  Aviation,  vol.  6,  no.  4,  Mar. 
15,  1919,  pp.  221-222,  3  figs,  and  Automotive  Industries,  vol.  40,  no.  14,  Apr. 
3,  1919,  p.  739,  3  figs.  Combines  gear  reduction  for  hand  cranking  with  an 
electric  starter  with  high  reduction  ratio.  Principal  features  and  details  of 
parts. 

The  Rijur  Electric  Starter  for  Aero  Engines,  Aerial  Age,  vol.  .S,  no.  22, 
Feb.  10,  1919,  p.  10,  6  figs.     Its  application  to  Liberty  motor. 

Struts.  Dimensions  of  Steel  Tube  Struts,  E.  S.  Bradfield.  Aerial  Age,  vol.  9,  no.  2, 
M«r.  21,  1919,  p.  112,  3  figs.      Charts  for  computing  dimensions. 


94 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


AEROSTATICS 

Dirigibles.  Airships  for  Commercial  Purposes.  Aeronautics,  vol.  lfl,  no.  277, 
Feb.  5,  1919,  pp.  152-154.  A  comparison  of  heavier  and  lighter-than-air 
machines,  and  how  each  type  may  ho  utilized. 

England's  Aerial  Effort  (L'effort  aericn  ile  1' Angleterre) .  Afroplule, 
vol.  27,  nos.  1-2,  Jan.  1-15,  1919,  pp.  14-15,  3  figs.  Dirigibles  developed  during 
war. 

Mooring  Gear.  The  Possibilities  of  Airship  Transport  Services.  Flight,  vol.  11, 
no.  9,  Feb.  27,  1919,  pp.  263-207,  2  figs.  Vickers  patent  mooring  gear  for  rigid 
airships.     Concluded  from  p.  232. 

Schilling  Apparatus  for  Measuring  Hydrogen.  Utilization  of  Schilling  Apparatus 
in  Control  of  Industrial  Hydrogen  (Sur  les  conditions  d'utilisation  de  l'appareil 

ad  Ch. 

1.   168, 

shilling 

apparatus  over  hydrogen  balance,  in  the  measure  of  hydrogen  destined   for 

airship  service. 

AIRCRAFT  PRODUCTION 

Liberty  Engine  Parts,  Manufacture  of.  Making  Liberty  Airplane  Motor 
Parts.  Machy.,  vol.  25.  no.  7,  Mar.  1919,  pp.  636-641,  13  figs.  Methods 
employed  in  machining  cylinder  inlet  and  exhaust  elbows  for  the  Liberty 
airplane  motor  at  plant  of  Packard   Motor  Car  Co. 

Naval  Aircraft  Factory.  The  Naval  Aircraft  Factory,  G.  W.  Smith.  Jl.  Wor- 
cester Polytechnic  Inst.,  vol.  22,  no.  2,  Jan.  1919,  pp.  91-103,  2  figs.  Account  of 
war  studies  which  led  to  construction  and  organization  of  factory. 

Trimming  Aircraft  Parts.  Trimming  Aircraft  Parts,  W.  A.  Ford.  Machinery, 
vol.  13,  no.  335,  Feb.  27,  1919,  pp.  597-598,  4  figs.  Boring  holes  in  metal  to 
secure  required  degree  of  lightness. 

APPLICATIONS 

Aerial  Photography.  Broad  Field  for  Commercial  Aerial  Photography,  M.  A. 
Kinney.  Flying,  vol.  8,  no.  3,  Apr.  1919,  pp.  250-255,  7  figs.  Outline  of  pos- 
sibility  in   scientific   research,   commercial   endeavor   and   police   work. 

Aerial  Routes.  First  Steps  in  Organizing  an  Aerial  Route,  Holt  Thomas.  Aero- 
nautics, vol.  16,  no.  281,   Mar.  5,  1919,  pp.  248-249,  Safety  of  Commercial  Air 

Service. 

Canada.  The  Development  and  Future  of  Aviation  in  Canada,  M.  R.  Riddell. 
Jl.  Eng.  Inst.  Can.,  vol.  2,  no.  3,  Mar.  1919,  pp.  200-209,  9  figs.  Aero  504-k; 
J  N-4,  C,  504-K.     Visualization  of  peace  development  of  aeroplane. 

Commercial  Possibilities  of  Lighter  and  Heavier  Than  Air  Machines.  Com- 
mercialization of  Rigid  Airplanes  (1'  Utilisation  commerciale  des  aoronefs  rigides)' 
Genie  Civil,  vol.  74,  no.  9,  Mar.  1,  1919,  pp.  167-169.  Comparison  of  services 
given  by  airplanes  and  Zeppelines, 

Forest  Patrol  Work.  Use  of  Aeroplanes  for  Forest  Patrol  Work.  Aeronautics, 
vol.  16,  no.  277,  Feb.  5,  1919,  p.  155.  Outlines  American  scheme  for  using  aero- 
planes in  forest  patrol  work. 

Preparing  for  Commercial  Flying.  Preparing  for  Commercial  and  Pleasure 
Flying,  Graham- White.  Aeronautics,  vol.  16,  no.  280,  Feb.  26,  1919,  pp.  230- 
234,  2  figs.     Forecast  of  developments  and  analysis  of  difficulties. 

AUXILIARY  SERVICE 

Radio  Surgical  Service.  Radio-Surgical  Airplane  (Avion  radio-chirurgieal), 
Foveau  de  Courmelles.  Aerophile,  vol.  27,  nos.  1-2,  Jan.  1-15,  1919,  pp.  18-20, 
3  figs.  Fitted  with  radiographic  and  surgical  laboratories  and  power  plant 
which  permits  speed  of  100  miles  per  hour.  Named  after  designers  "  Acrochir 
N£mirovski-Tilmant." 

DESIGN 

Ailerons.  Some  Points  in  Aeroplane  Design,  F.  S.  Barnwell.  Flight,  vol.  11,  no. 
533,  Mar.  13,  1919,  pp.  345-349,  2  figs.  Investigation  of  controlling  power  of 
ailerons.     (Concluded.) 

Bristol  Fighter  Design.  Some  Points  in  Aeroplane  Design,  F.  S.  Barnwell. 
Aeronautics,  vol.  16,  no.  281,  Mar.  5,  1919,  pp.  2G0-261.  Analysis  of  Bristol 
fighters.     Paper  before  Royal  Aeronautical  Society. 

Radiators.  The  Principles  of  Cooling  of  Airplane  Engine  Radiators,  H.  B.  Irving. 
Automotive  Industries,  vol.  40,  no.  14,  Apr.  3,  1919,  pp.  740-742.  Law  of 
heat  transmission  from  a  surface  to  a  fluid  flowing  over  the  surface;  hp.  expended 
in  overcoming  head  resistance  or  radiator. 

Wino  Spars  and  Stability.  Some  Points  in  Aeroplane  Design,  F.  S.  Barnwell. 
Flight,  vol.  11,  nos.  9  and  10,  Feb.  27  and  Mar.  6,  1919,  pp.  275-280  and  310-313, 
9  figs.  Graphs  and  tables  in  reference  to  design  of  wing  spars.  Comparative 
data  of  tail  plane  required  to  give  longitudinal  stability  to  a  monoplane,  "  square" 
biplane  ancl  "  staggered  "  biplane.     (To  be  concluded.) 

DYNAMICS 

Flattening  Out  from  Glides.  Flattening  Out  of  Aeroplanes  After  Steep  Glides, 
Genjiro  Hamabe.  Jl.  Soc.  Mech.  Engrs.,  Tokyo,  vol.  22,  no.  54,  Nov.  1918, 
pp.  45-96,  8  figs.  Theoretical  determination  of  time  required  to  restore  a 
machine  from  a  steep  glide  and  of  the  "  wing  loading  "  set  up  during  this  motion. 

Torsional  Loads  in  Fuselage.  Torsional  Loads  in  the  Fuselage  of  an  Aeroplane, 
A.  J.  Sutton  Pippard.  Engineering,  vol.  107,  no.  2772,  Feb.  14,  1919,  p.  195, 
1  fig.  Suggests  method  of  calculation  based  on  assumption  that  deformation 
of  fuselage  is  due  to  stretch  of  panel  bracing  wires,  bulkhead  bracing  wires  being 
considered  as  inoperative. 


ENGINES 

Basse-Selve.  The  200-hp.  Basse-Selve  Aero  Engine.  Flight,  vol.  11,  no.  10,  Mar. 
6,  1919,  pp.  297-305,  25  figs.  Report  based  on  examination  of  engine  taken  from 
remains  of  a  German  Rumpler  two-seater  biplane.  Issued  by  Technical  Dept. 
(Aircraft  Production)   Ministry  of  Munitions. 

Bugatti-King.  The  King-Bugatti  Aviation  Engine,  G.  Douglas  Wardrop.  Aerial 
Age,  vol.  8,  no.  22,  Feb.  10,  1919,  pp.  1074-1080,  32  figs.  Engineering  des- 
cription.    (To  be  continued.) 

Design.  The  Design  of  Aeroplane  Engines,  John  Wallace.  Aeronautics,  vol.  16, 
nos.  278,  280  and  281,  Feb.  12,  Feb.  26  and  Mar.  5,  1919,  pp.  174-177, 
220-222,  and  251-255,  25  figs.  Piston  design  and  construction;  distribution 
of  side  thrust;  piston  lubrication;  piston  rings;  gudgeon-pin  bearing;  connecting 
rods;  big-end  bolts;  twin  connecting  rods;  Anzani  arrangement;  Canton  system. 
(Continuation  of  serial.) 

Hall-Scott.  A  Marine  "Liberty,"  George  F.  Crouch.  Motor  Boat,  vol.  16,  no. 
5,  March  10,  1919,  pp.  17-20,  10  figs.  Hall-Scott  4-cyl.  and  6-cyl.  airplane 
motors  modified  to  suit  marine  conditions. 

Mercedes.  200  Hp.  High  Compression  Mercedes  Engine.  Aeronautics,  vol.  10, 
no.  279,  Feb.  19,  1919,  pp.  204-200,  7  figs.  Report  on  running  performance, 
based  on  examination  and  tests  carried  out  at  R.  A.  E.  on  engine  taken  from 
Fokker  D7  biplane  (G/2  B/14).     Issued  by  Technical  Dept.  of  Air  Ministry. 

German  Machines.  Thermal  Machines.  German  Aviation  Motors  (Machines 
thermiques — les  moteurs  de  l'aviation  allemande),  Ed.  Marcotte.  Technique 
Moderne,  vol.  10,  no.  12,  Dec.  1918,  pp.  544-553,  29  figs.  The  various  types  are 
examined  in  reference  to  weight  per  tip.,  compression  space,  service  given,  and 
details  in  which  they  differ  from  French  motors.     (Concluded.) 

"  Le  Rhone."  The  "  Le  Rhone"  110  H.  P.  Engine,  G.  Douglas  Wadrop.  Aerial 
Age,  vol.  9,  no.  3,  Mar.  31,  1919,  pp.  156-157  and  177,  6  figs.  General  data; 
diagrammatic  sketches  of  oiling  and  ignition  systems. 

Liberty.  Mechanical  Details  of  the  Liberty  Engine — II.  Automotive  Eng.,  vol.  4, 
no.  3,  Mar.  1919,  pp.  117-120,  6  figs.  Drawings  and  specifications  of  cast-iron 
cylinder  forms  for  tank  use  and  of  steel  cylinder  type  with  sheet-metal  water 
jackets  for  airplane  power  plants. 

Thomas- Morse.  The  Thomas-Morse  Model  8-90  Aero  Engine.  Aerial  Age,  vol.  8, 
no.  26,  March  10,  1919,  pp.  1348-1349,  2  figs.  Characteristics  of  four-cycle 
eight-cylinder    V-type   engine. 

Union.  The  125  Hp.  Union  Aircraft  Engine.  Aviation,  vol.  6,  no.  4,  Mar  15,  1919, 
pp.  230-232,  3  figs.  Engine  is  of  vertical  0-cyl.  water-cooled  type  with  valves 
in  head  and  develops  its  rated  hp.  at  1400  r.p.m.     Total  weight  485  lb. 

INSTRUMENTS 

Testing.  Tests  of  Aeronautic  Instruments,  P.  M.  Heldt.  Automotive  Industries, 
vol.  11,  no.  13,  Mar.  27,  1919,  pp.  091-692,  2  figs.  Mercurial  standards  and 
vacuum  control  of  board  of  aeronautic-instrument  test  chamber.     Sixth  article. 

MATERIALS  OF  CONSTRUCTION 

Dope.  Fabric  and  Dope,  F.  W.  Aston.  Aeronautics,  vol.  16,  no.  279,  Feb.  19,  1919, 
pp.  208-209.  Rapidity  of  deterioration  at  different  times  of  the  year;  compari- 
son of  English  and  German  dope;  influence  of  atmosphere  surrounding  fibres; 
methods  of  protecting  fabric  from  sunlight. 

MILITARY  AIRCRAFT 

Aerial  Tactics.  Aerial  Tactics  and  the  Defence  Against  Airplanes  (La  tactique 
ae>ienne  et  la  defense  contre  avions),  Jean-Abel  Lefranc.  Aerophile,  vol.  27, 
nos.  1-2,  Jan.  1-15,  1919,  pp.  6-9.  Remarks  on  significance  of  air  warfare, 
based  on  records  of  past  war. 

German  War  Aviation.  Evolution  of  German  Aviation  During  the  War  1914-1918 
(Evolution  de  l'aviation  allemande  pendant  la  guerre  de  1914-1918).  Aerophile, 
vol.  27,  nos.  1-2,  Jan.  1-15,  1919.  pp.  12-13.  Characteristics  of  reconnoitring 
planes,  bombing  and  chasing  machines,  presented  in  chronological  tables 
indicating  time  of  their  development. 

Le  Pere  Fighter.  The  American  Built  Le  Pere  Fighter.  Aeronautics,  vol.  10, 
no.  278,  Feb.  12,  1919,  pp.  178-179,  4  figs.     Dimensions  and  weights. 

MODELS 

Ford  Motor  Machine.  Model  Aeroplane  Building  as  a  Step  to  Aeronautical 
Engineering.  Aerial  Age,  vol.  8,  no.  22,  Feb.  10,  1919,  p.  1089,  2  figs.  Fittings 
for  Ford-motored  airplane.     (Continuation  of  serial.) 

Model  Aero  Club.  Running  a  Model  Aero  Club  XXI.  Aeronautics,  vol.  10, 
no.  279,  Feb.  19,  1919,  p.  203.  On  rulings  of  club,  based  on  experience  of  various 
organizations. 

Monoplanes.  A  Simple  Model  Monoplane,  J.  F.  Camm.  Aeronatuies,  vol.  16,  no. 
278,  Feb.  12,  1919,  p.  180,  1  fig.  Said  to  be  capable  of  circular  flight  50  yd. 
and  duration  of  90  sec. 

Motorcycle-Driven  Machine.  Elementary  Aeronautics  and  Model  Notes,  John 
F.  McMahon.  Aerial  Age,  vol.  8,  no.  26,  and  vol.  9,  nos.  2  and  3,  Mar.  10,  24 
and  31,  1919,  pp.  1353,  125  and  171,  4  figs.  Describes  light  seater  medium 
three-cylinder  motorcycle-driven  machine.     (Continuation  of  serial.) 

PLANES 

Ansaldo.  The  Ansaldo  Single  and  Two  Seater  Airplanes.  Aviation,  vol.  6,  no.  4, 
Mar.  15,  1919,  p.  223.  Machine  was  designed  with  aim  of  including  minimum 
head  resistance  and  attaining  maximum  of  efficiency.     Italian  type. 


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95 


Bristol.  Details  of  Bristol  Aeroplane  Types.  Aeronautics,  vol.  16,  no.  280,  Feb. 
26,  1919,  pp.  227-230,  6  figs.  Fighter  F.2B.,  with  Rolls-Royce  engine;  triplane 
Braemer.  with  four  Puma  engines;  fighter,  single-seater  scout,  F,  with  Mercury 
engine;  all-metal  biplane,  with  Hispano-Suiza  engine;  and  monoplane,  M.  I.  C, 
with  Clerget  engine. 

Curtiss  Triplane.  The  Curtiss  Model  18-T  Triplane.  Aerial  Age,  vol.  9,  no.  3, 
Mar.  31,  1919,  pp.  154-155,  5  figs.  General  dimensions,  areas,  weights  and 
performances. 

F-W-L.  F-W-L  Navy  Flying  Boat— I,  II,  III,  S.  T.  Williams.  Automotive  Indus- 
tries, vol.  40,  nos.  12,  13  &  14,  Mar.  20  &  27,  Apr.  3,  1919,  pp.  634-637,  703-707 
and  755-758,  25  figs.     Twin-motored  tractor  biplane  with  total  flying  weight  of 

7  tons;  cruising  radius  as  a  fighter,  10J-4  hours;  normal  crew  four  men.  Details 
of  hull  construction;  design  and  materials  of  various  fittings;  panel  and  strut 
layout.  Details  of  engine  mountings  and  fuel  and  oil  tanks:  gasoline  supply 
system. 

Handlet-Page.  The  Handley-Page  Type  0-400  Bomber.  Aerial  Age,  vol.  8,  no. 
22,  Feb.  10,  1919,  pp.  1083-1083  and  1095,  4  figs.  Dimensions,  weights  and 
equipment. 

NC-1  Naval.  The  NC-1  Naval  Flying  Boat.  Aerial  Age,  vol.  9,  no.  2,  Mar.  24, 
1919,  pp.  110-111,  5  figs.  General  dimensions,  weights  and  performances; 
machine  said  to  be  one  of  largest  ever  built. 

Packard.  Packard's  Commercial  Sport-Type  Plane.  Motor  Age,  vol.  35,  no.  10, 
Mar.  6,  1919,  pp.  22-23,  4  figs.,  and  Automotive  Industries,  vol.  40,  no.  10. 
Mar.  6,  1919,  pp.  531-534,  9  figs.  Specifications  of  two-passenger  biplane 
Packard  company  purposes  to  build  and  sell  at  $15,000.  Line  of  three  engines; 
plane  designed  to  take  eight-cylinder  power  plant.  Calculated  performance 
charts  based  on  previous  similar  designs. 

Pfalz.  The  Pfalz  Single-Seater  Fighting  Aeroplane.  Engineer,  vol.  127,  no.  3292, 
Jan.  31,  1919,  pp.  95-97,  14  figs.  Official  record  issued  by  the  Aircraft  Pro- 
duction (Technical)  Department,  Air  Ministry. 

Phoenix-Cork.  Some  Notes  on  the  Phoenix-Cork  Flying  Boat.  Aeronautics, 
vol.  16,  no.  279,  Feb.  19,  1919,  p.  197,  1  fig.,  and  Engineer,  vol.  127,  no.  3296, 
Feb.  28,  1919,  pp.  194-196,  10  figs.  Comparison  with  F3;  performance  during 
war;  advantages  claimed  for  this  type  are  lesser  weight  and  lower  air  resistance. 

USD-9A.  The  USD-9A  Airplane.  Aviation,  vol.  6,  no.  4,  Mar.  15,  1919,  pp.  215-217, 
6  figs.     Data  of  machine,  which  is  a  two-seater  tractor  biplane. 

Roland.  Roland  D  VI  Biplane  (Le  biplan  Roland  D  VI).  Ae>ophile,  vol.  27, 
nos.  1-2,  Jan.  1-15,  1919,  pp.  10-11,  6  figs.     Principal  characteristics. 

Siemens.  The  Siemens  Type  D  IV  Single-Seater  Fighter.  Flight,  vol.  11,  no.  53, 
Mar.  13,  1919.  pp.  332-339.  14  figs.  Elevations  and  plans;  description  of 
Siemens  &  Halske  rotary  engine  in  which  cylinders  and  crankshaft  rotate  in 
opposite  directions;   record  of  climbing. 

Touring.  Peace  Time  Aeroplanes.  Flight,  vol.  11,  no.  10,  Mar.  6,  1919,  pp.  323-324, 
2  figs.     Sketches  of  proposed  side-by-side  touring  aeroplane. 

RESEARCH 

Altitude  Engine  Test  Laboratory.  The  Altitude  Engine  Test  Laboratory,  P.  M. 
Heldt.     Automotive     Industries,    vol.  40,    no.  10,   Mar.  3,  1919,  pp.  535-539, 

8  figs.  Installed  for  Advisory  Committee  of  Bur.  of  Standards  to  make  tests 
on  aeroplane  engines  under  conditions  duplicating  those  met  with  when  flying 
at  high  altitudes. 

Atmospheric  Conditions.  Atmospheric  Conditions  affecting  Power,  A.  Johnson. 
Aerial  Age,  vol.  9,  no.  3,  Mar.  31,  1919,  pp.  166-167,  3  figs.  Table  showing 
density  and  pressure  percentage  at  different  heights  and  its  use  in  calculation  of 
engine  power. 

Tandem  Planes.  Experiments  with  Tandem  Planes,  Robert  Gilbert  Ecob.  Sci. 
Am.  Supp.,  vol.  87.  no.  2256,  Mar.  29,  1919,  pp.  201-205,  3  figs.  Langley 
tandem  monoplane,  Jeansen-Calliex  tandem  biplane,  six-plane  tandem  models. 

PROPELLERS 

Graphs  of  Thrust  and  Horse-Power.  A  Method  of  Approximating  the  Static 
Thrust  and  Brake  Horse-Power  of  Air  Propellers,  W.  Bernard  Murphy.  Aerial 
Age,  vol.  9,  no.  2,  Mar.  24,  1919,  pp  114-115,  4  figs.  Graphs  of  2-  and  4-bladed 
flat-faced  sector  screws. 

TESTING 

Radiators.  Tests  of  Airplane  Radiators,  P.  M.  Heldt.  Automotive  Industries, 
vol.  40,  no.  9,  Feb.  27,  1919,  pp.  479-483,  6  figs.  Study  by  Bur.  of  Standards, 
bearing  on  head  resistance,  resistance  to  water  flow  and  weight,  all  in  relation  to 
heat  dissipated. 

Rib  Testing.  Experimental  Design  and  Testing  of  Airplane  Ribs,  George  B.  Fuller 
and  Lcssiter  Milburn.  Automotive  Industries,  vol.  40,  no.  9,  Feb.  27,  1919, 
pp.  456-460  and  489,  9  figs.  Testing  machine  designed  to  distribute  load  as  in 
flight. 

Sand  Testing.  Sand  Testing  of  Aeroplanes,  Albert  S.  Heinrich.  Aerial  Age,  vol. 
9,  no  3,  Mar.  31,  1919,  pp.  15.8-160,  9  figs.  Tests  conducted  at  McCook  Field 
on  Victor  advanced-training  plane.     (To  be  concluded.) 

TRANSOCEANIC  FLIGHT 

Calculations.  Civil  Aerial  Transport — Flying  the  Atlantic,  G.  Greenhill.  Engin- 
eering, vol.  107,  no.  2771,  Feb.  7,  1919,  p.  161.  Calculations  based  on  square 
sine  law  of  Newton. 

Transatlantic  Route.  A  Proposed  Aeroplane  Route  Across  the  Atlantic,  William 
G.  Hobbs.  Flying,  vol.  8,  no.  3,  Apr.  1919,  p.  243,  1  fig.  Via  Newfoundland- 
Groenland-Iceland-Scotland. 


Transoceanic  Liners.  Airships  Practical  for  Commercial  Use.  Automotive 
Industries,  vol.  40,  no.  9,  Feb.  27,  1919,  pp.  461-463.  Opinion  is  expressed  that 
airships  are  valuable  for  transoceanic  flight  and  that  they  can  be  supplemented 
by  airplanes  for  short-haul  work. 

Possibilities  of  Airship  Transport  Services.  Aeronautics,  vol.  16,  no.  279, 
Feb.  19,  1919,  pp.  198-201,  5  figs.  Scheme  for  service  of  transoceanic  airship 
liners. 

VARIA 

Health  Aspects.  Some  Health  Aspects  of  Aeronautics  As  Found  in  Service  Pilots, 
T.  S.  Rippon.  Flight,  vol.  11,  no.  10,  Mar.  6,  1919,  p.  318.  Experience  of 
Roy.  Air  Force  in  selection  of  pilots. 

Kite  Flying.  Notes  on  Kite  Flying,  Vincent  E.  Jakl.  Sci.  Am.  Supp.,  vol.  S7,  no. 
2250,  Feb.  15,  1919,  pp.  110-112.  For  meteorological  observations.  From 
Monthly  Weather  Rev.,  Supp.  no.  13. 

Nomenclature.  Coefficient  Nomenclature  in  Aerodynamics,  C.  H.  Powell.  Flight, 
vol.  11,  no.  12,  Mar.  20,  1919,  pp.  371-373,  2  figs.  Suggestions  in  regard  to 
standard  form  for  moment  and  force  coefficients. 

Photochaphy.  Taking  Photographs  from  Airplanes  and  Balloons,  J.  A.  I.efranc. 
Sci.  Am.  Supp.,  vol.  87,  no.  2247,  Jan.  25,  1919,  pp.  60-62,  6  figs.  Cameras 
developed  to  meet  requirements.     From  La  Nature,  Paris. 

Visibility  of  Aeroplanes.  The  Visibility  of  Airplanes,  M.  Luckiesch.  Jl.  Franklin 
Inst.,  vol.  187,  no.  3,  March,  1919.  pp.  289-311,  11  figs.  Investigation  to  analyze 
various  aspects  of  visibility  of  airplanes  and  to  effect  measurements  for  the 
solutions  of  problems  involved  in  obtaining  low  visibility.  (Science  and 
Research  Division  of  Bureau  of  Aircraft  Production.)     To  be  concluded. 

Wind  Velocity.  Influence  of  Wind  Velocity  on  the  Vertical  Distribution  of  the 
Meterological  Elements  in  the  Lower  Layers  of  the  Atmosphere  (Influence  de  la 
vitesse  du  vent  sur  la  distribution  vertieale  et  les  variations  des  61ernents 
m^terologiques  dans  les  couches  basses  de  l'atmospWre),  C.-E.  Brazier.  Comptes 
rendus  des  seances  de  l'Academie  des  Sciences,  vol.  168,  no.  3,  Jan.  20,  1919, 
pp.  179-182.     Observations  made  at  Eiffel  Tower. 


MARINE  ENGINEERING 


AUXILIARY    MACHINERY 


Compasses.  The  Navigational  Magnetic  Compass  Considered  as  an  Instrument 
of  Precision,  M.  B.  Field.  Engineering,  vol.  107,  no.  2771,  Feb.  7,  1919,  pp. 
187-192,  16  figs.  Problem  is  studied  from  point  of  view  of  accepted  theories 
concerning  sources  of  error  due  to   magnetic   disturbances  and   the  so-called 

Eermanent  magnetism  hammered  into  the  ship  in  the  course  of  building.   Lecture 
efore  Inst   Elec.  Engrs. 

Evaporators.  An  Improved  Method  of  Operating  Evaporators,  M.  C.  Stuart. 
Jl.  Am.  Soc.  Naval  Engrs.,  vol.  31,  no.  1,  Feb.  1919,  pp.  63-96,  14  figs.  Essential 
feature  of  method;  developed  at  V.  8,  Naval  Eng.  Experiment  Station  —  is 
production  of  fresh  water  at  constant  rate  and  in  any  desired  amount  within 
capacity  of  evaporator. 

Luffing  Cranes.  4-ton  "  Toplis "  Luffing  Cranes  for  Shipyards.  Engineering, 
vol.  107,  no.  2772,  Feb.  14,  1919,  pp.  208-210,  4  figs.  Example  of  application 
of  this  type  of  crane  in  a  shipyard. 

SHIPS 

Boiler  Mountings.  Boiler  Mountings,  J.  Purves,  Mar.  Kngr.  &  Naval  Architect, 
vol.  41,  no.  498,  Mar.  1919,  pp.  193-195,  2  figs.  Recent  developments  in 
niarine-boiler-mounting  design;  suggestions  for  further  safegarding  boiler. 
(To  be  continued).     Paper  read  before  Liverpool  Eng.  Soc. 

(aroo-Vessel  Design.  Speed,  Dimensions  and  Form  of  Cargo  Vessels,  G.  S.  Baker 
and  J.  L.  Kent.  Engineering,  vol.  107,  no.  2775,  Mar.  7,  1919,  pp.  306-310, 
4  figs.  Economics  of  cargo-ship  propulsion  so  far  as  this  is  affected  by  speed 
and  design  of  hull  form;  propulsive  considerations  in  settling  area  of  midship 
section;  longitudinal  distribution  of  displacement  and  type  of  level  lines  and 
body  sections;  notes  on  straight-frame  ships,  based  upon  test  work  carried  out 
for  British  Government.  Paper  read  before  Instn.  Engrs.  &  Shipbuilders  in 
Scotland. 

Cargo  Vessels.  Standard  Sea-Going  Cargo  Vessel  of  3,500-Tons  Deadweight 
Built  on  the  Lakes.  Int.  Mar.  Eng.,  vol.  24,  no.  4,  Apr.  1919,  pp.  206-207, 
2  figs.     Single-deck  steamer  of  maximum  Welland  Canal  size. 

9,600-Ton  Deadweight  Cargo  Vessel.  Int..  Mar.  Eng.,  vol.  24,  no.  4, 
Apr.  1919,  pp.  200-203,  4  figs.  Shelter-deck  freighter  designed  by  Federal 
Shipbuilding  Co.  for  overseas  trade  longitudinal  framing  adopted. 

Specification  for  4,300-Ton  Steel,  Screw,  Cargo  Steamships  for  Canadian 
Government  Merchant  Marine,  Ltd.  Can.  Ry.  &  Mar.  World,  no.  253, 
March  1919,  pp.  146-151,  5  figs.  Dominion  Government  has  ordered  45  steel 
screw  cargo  steamships  aggregating  263,850  tons  d.  w.  Of  these  6  arc  to  be 
according  to  specifications  given  in  article. 

"  Robert  Dollar  "  Type  of  Cargo  Vessel.  Int..  Mar.  Eng.  vol.  24,  no.  4, 
Apr.  1919,  pp.  204-206,  2  figs.  Designed  by  Skinner  &  Eddy  Corporation, 
Seattle,  Wash,  to  carry  8800  tons  deadweight  at  sea  speed  of  11H  knots. 

Concrete  Ships.  Economic  Size  of  Concrete  Ships,  E.  O.  Williams.  Engineering, 
vol.  107,  no.  2772,  Feb.  14,  1919,  pp.  195-197,  1  fig.  Writer  discusses  theory 
that  disadvantage  of  weight  of  concrete  ships  compared  with  steel  ships  dimi- 
nishes with  increased  size  of  vessels. 

Stone  Ships  cheaper  than  Steel.  Mar.  Rev.,  vol.  49,  no.  4,  Apr.  1919, 
pp.  190-191.  Comparative  costs  of  constructing  and  propelling  concrete  and 
steel  tankers. 


96 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Diesel-Engined  Motorships.  American  Diesel-Engined  Motorship.  Int.  Mar. 
Eng.,  vol.  24,  no.  4,  Apr.  1919,  pp.  208-211,  11  figs.  Gear-reduction  trans- 
misssion  applied  to  twin-screw  wooden  freighter  equipped  with  high-speed  Diesel 
engines. 

Some  Aspects  of  Large  Diesel  Cargo  Ships,  II.  R.  Setz.  Int.  Mar.  Eng., 
vol.  24.  no.  4,  Apr.  1919,  pp.  212-219,  6  figs.  Steam  and  Diesel  machinery 
installations  compared. 

Diesel  Engines  and  the  Merchant  Marine  Mech.  Eng.,  vol.  41,  no.  4, 
Apr.  1919,  pp.  377-378.     Review  of  developments  on  Pacific  Coast. 

ELECTRIC  Propulsion.  Marine  Electric  Propulsion.  Mar.  Engr.  &  Naval  Architect,' 
vol.  41,  no.  498,  Mat.  1919,  pp.  182-184.  Development  of  system  and  conclu- 
sions in  regard  to  operation  from  records  of  practice.  Paper  before  Students' 
Section   Instil,  Elec.  Engrs. 

C.  S.  S.  "  New  Mexico,"  Henderson  B.  Gregory.  Sci.  Am.,  vol.  120, 
no.  14,  Apr.  5,  1919,  pp.  340-341.  4  figs.  General  arrangement  of  engines  and 
motor  rooms  in  electrically  propelled  battleship. 

Fabricated  Ship.  "  Fabricated  "  and  "  Standardized  "  Ships,  N.  L.  Van  Tol. 
Am.  Mer.  Engr.,  vol.  14,  no.  3,  Mar.  1919,  pp.  5-6.  Outstanding  points  of 
question. 

Fkhhyboats.  Military  French-English  Ferryboats  (Les  ferryboats  militaires  fronco- 
anglais),  P.  C.  G6nie  Civil,  vol.  74,  no.  8,  Feb.  22,  1919,  pp.  141-140,  16  figs. 
Plans,  dimensions  and  particulars. 

Gear  Turbines,  Double  Reduction.  Double-Reduction  Geared  Turbines  for 
S.  S.  "  Merida."  Engineering,  vol.  107,  no.  2772,  Feb.  14,  1919,  pp.  207-208, 
2  figs.     Vessel  is  cargo  steamer  carrying  9100  tons  on  draft  of  25  ft. 

Mark  Boats.  A  Mark  Boat  That  Will  Mark,  Frederick  K.  Lord.  Motor  Roating, 
vol.  23,  no.  4,  Apr.  1919,  pp.  17-19  and  68,  4  figs.  How  to  build  a  10-ft.  scow- 
type  boat. 

Norwegian  Freighters.  2400-Ton  S.  W.  Norwegian  Steamer.  Shipbuilding  & 
Shipping  Rec,  vol.  13,  no.  11,  Mar.  13,  1919,  pp.  311-312,  6  figs.  Details  of 
S.  S.   Modcmi,  built  and  engined  by  Bergens   Mekaniske  Vaerksted. 

Oil  Tankers.  Oil  Tank  Steamer  of  10,100  Tons  D.  W.  Int.  Mar.  Eng.,  vol.  24, 
no.  4,  Apr.  1919,  pp.  196-198,  2  figs.  Type  of  vessel  authorized  by 
Shipping  Board:  cargo  space  divided  up  into  18  main  and  8  summer  oil  tanks. 
Standard  7,500-Ton  Oil  Tanker.  Int.  Mar.  Eng.,  vol.  21,  no.  4,  Apr. 
1919,  pp.  198-199,  2  figs.  Single-screw  vessel  designed  for  11  knots  sea 
speed. 

Parallel  Middle  Body.  Effect  of  Position  of  Paralled  Middle  Body.  Shipbuilding 
&  Shipping  Rec,  vol.  13,  no.  11,  Mar.  13,  1919,  pp.  317-319,  4  figs.  Variation 
of  shaft  horsepower,  propeller  revolutions  and  propulsive  coefficient  with  longi- 
tudinal position  of  parallel  middle  body  in  a  single-screw  cargo  ship. 
Abstract  of  paper  before  Am.  Soc.  Naval  Architects  and  Mar.  Engrs. 

Shaft  Alignment.  Optical  Method  of  Shaft  Alignment,  William  Norris.  Jl.  Am. 
Soc.  Naval  Engrs.,  vol.  31,  no.  1,  Feb.  1919,  pp.  56-62,  7  figs.  Report  of 
realignment  of  inboard  propeller  shaft,  U.  S.  S.  Mississippi. 

Stresses  in  Ships.  Stresses  in  Ships,  Sydney  V.  James,  Jl.  Western  Soc.  Engrs., 
vol.  23,  no.  5,  May  1918,  pp.  356-376,  8  figs.  Discussion  of  methods  for  deter- 
mining principal  longitudinal  stresses  and  statement  of  results  of  application 
of  such  methods  to  study  of  ships  of  well-known  type. 

Submarines.  On  the  Equilibrium  of  a  Submerged  Submarine  (Note  sull'  equilibrio 
dei  sommergibili  in  immersione),  C.  de  Feo  V.  Rivista  Maritima,  vol.  52,  no.  1, 
Jan.  1919,  pp.  63-92,  7  figs.  Mechanical  laws  involved  in  process  of  submerging 
and  diagrammatic  study  of  systems  of  forces  acting  on  submarine  while  sub- 
merging and  when  fuly  submerged. 

Troopship.  Twin-Screw  Troopship  of  13,000  Tons  D.  W.  Int.  Mar.  Eng.,  vol.  .24, 
no.  4,  Apr.  1919,  pp.  192-196,  5  figs.  Three-deck  combined  passenger  and  cargo 
vessel  of  20,900  tons  displacement  on  draft  of  31  ft.  9  in. 

Vibhationless  Boats.  A  Vibrationless  Cruiser.  Motor  Boating,  vol.  23,  no.  4, 
Apr.  1919,  p.  20,  3  figs.  Designed  to  travel  at  24  miles  per  hour  with  tremble 
eliminated  at  20-mile  speed,  and  to  go  500  miles  without  replenishing  fuel. 

YARDS 

Alabama  Dry  Dock  Co.  A  Southern  Shipbuilding  and  Repair  Plant,  G.  F.  S. 
Mann.  Int.  Mar.  Eng.,  vol.  24,  no.  4,  Apr.  1919.  pp.  251-255,  11  figs.  Methods 
employed  in  yards  of  Alabama  Dry  Dock  &  Shipbuilding  Co. 

Australia.  Australian  Shipbuilding.  Commonwealth  Engr.,  vol.  6,  no.  6,  Jan.  1, 
1919,  pp.  187-190,  5  figs.  Shipbuilding  at  Government  dockyards,  Walsh 
Island,  N.  S.  W. 

Carolina  Shipbuilding  Corporation.  Carolina  Shipbuilding  Corporation.  Int. 
Mar.  Eng.,  vol.  24,  no.  4,  Apr.  1919,  pp.  240-245,  7  figs.  Yard  erected  for 
building  Emergency  Fleet  vessels.     Contract  calls  for  twelve  9,600-ton  cargo 


Concrete  Shipbuilding  in  England.  Concrete  Shipbuilding  Work  in  England. 
Concrete  Age,  vol.  29,  no.  4,  Jan.  1919,  pp.  12-15.  Account  of  shipyards  on 
South  Coast,  where  eighteen  concrete  vessels  are  in  course  of  construction. 
From  Times  Eng.  Supp. 

Concrete- Vessel  Building.  Shipping  and  Shipbuilding  Indus.  Australian  &  Min. 
Standard,  vol.  61,  no.  1580,  Feb.  20,  1919,  p.  323.  Construction  of  concrete 
vessels.      Developments  in  the   United    Kingdom. 

Delaware  Wooden  Shipyard.  Large  Wooden  Shipyard  on  the  Delaware,  R.  R. 
Shafter.  Int.  Mar.  Eng.,  vol.  24,  no.  4,  Apr.  1919,  pp.  256-259,  7  figs.  Ship- 
building corporation  organized  to  build  wooden  ships  for  Emergency  Fleet. 

Federal  Shipbuilding  Co.  Yard  of  the  Federal  Shipbuilding  Company,  Int.  Mar. 
Eng.,  vol.  24,  no.  4,  Apr.  1919,  pp.  266-270,  10  figs.  Steel  shipyard  with  twelve 
launching  ways  built  by  subsidiary  of  U.  S.  Steel  Corporation. 


Ford  Methods.  Ford  Methods  in  Ship  Manufacture,  Fred  E.  Rogers.  Indus. 
Management,  vol.  57,  no.  4,  Apr.  1919,  pp.  289-295,  12  figs.  Subassembling 
and  unit  erecting.     (Continuation  of  serial). 

Foundation  Co.,  New  Orleans.  Foundation  Company's  New  Orleans  Yard, 
Int.  Mar.  Eng.,  vol.  24,  no.  4,  Apr.  1919,  pp.  237-239,  2  figs.  General  arrange- 
ment of  yard. 

Great  Lakes  Shipyards.  The  Great  Lakes  Engineering  Works.  Int.  Mar.  Eng., 
vol.  24,  no.  4,  Apr.  1919,  pp  281-288,  14  figs.  Details  of  shipyards  and  engine- 
building  plant. 

Groton  Iron  Works.  Groton  Iron  Works  Shipbuilding  Plant.  Int.  Mar.  Eng., 
vol.  24,  no.  4,  Apr.  1919,  pp.  247-250,  10  figs.  Layout,  construction  of  ship- 
yard and  methods  for  handling  material. 

Launching.  Tides  Terrain  and  Temper  Play  Important  Parts  in  Launching.  Motor 
Boating,  vol.  23,  no.  4,  Apr.  1919,  pp.  28-29,  4  figs.  How  a  small  crew  can 
easily  and  safely  launch  a  heavy  cruiser  of  moderate  size. 

Manitowoc  Shipbuilding  Co.  Manitowoc  Shipbuilding  Company.  Int.  Mar. 
Eng.,  vol.  24,  no.  4,  Apr.  1919,  pp.  271-280,  19  figs.  Increase  of  steel  ship- 
yards on  Great  Lakes  to  meet  demands  of  sea-going  tonnage. 

Merchant  Shipbuilding  Corporation,  Bristol.  Fabricated  Ship  Construction 
at  Bristol  Yard.  Eng.  News  Rec,  vol.  82,  no.  12,  Mar.  20,  1919,  pp.  557-561, 
8  figs.  General  plan  and  layout  of  plate-and-angle  shop  of  Merchant  Ship- 
building Corp. 

Milwaukee.  New  Shipbuilding  Enterprise  in  Milwaukee,  Arthur  F.  Johnson 
Int.  Mar.  Eng.,  vol.  24,  no.  4,  Apr.  1919,  pp.  262-265,  6  figs.  Yard  for  construc- 
tion of  steel  and  concrete  vessels. 

Naval  Engineering.  The  Achievements  of  Naval  Engineering  in  this  War,  William 
I/.  Cathcart.  Jl.  Am.  Soc.  Naval  Engrs.,  vol.  31,  no.  1,  Feb.  1919,  pp.  1-45, 
19  figs.  Achievements  of  Bur.  Steam  Eng.  during  the  war.  Address  at  Annual 
Meeting  of  Am.  Soc   Meeh.  Engrs.,  Dec.  1918. 

New  Orleans  Canal.  Shipyard  on  New  Orleans  Canal  for  Building  "  Unsinkables." 
Eng.  News  Rec,  vol.  82,  no.  9,  Feb.  27,  1919,  pp.  434-438,  6  figs.  Plan  and 
details.  The  unsinkable  ships  being  built  are  of  the  Le  Parmentier  (French) 
type. 

Newburgh  Shipyard.  Construction  of  the  Newburgh  Shipyard.  Int.  Mar.  Eng., 
vol.  24,  no.  4,  Apr.  1919,  pp.  231-236,  7  figs.  Description  of  shipyards  and 
of  accomplishments  during  past  year. 

TERMINALS 

French  Ports  French  Ports  and  the  War  (Les  ports  franeais  et  la  guerre).  Genie 
Civil,  vol.  74,  nos.  4  &  9,  Jan.  25  and  Mar.  1,  1919,  pp.  73-74  and  pp.  161-167, 
6  figs.  Organization  of  transport  of  coal  across  France  to  Italy.  Description 
of  Calais  and  Boulogne  and  notes  on  the  traffic  of  these  ports  before  and  during 
the  war. 

New  York-New  Jersey  Port.  United  Port  of  New  York  and  New  Jersey,  Hjalmar 
E.  Skougor.  Freight  Handling  &  Terminal  Eng.,  vol.  5,  no.  3,  Mar.  1919, 
pp.  89-92.  Recommends  that  States  of  New  York  and  New  Jersey  be  con- 
solidated to  form  one  state  or  that  all  such  parts  of  these  states  as  are  immediately 
affected  by  comprehensive  plan  for  port  development  be  joined  together  to  form 
either  a  separate  state  or  a  federalized  district  similar  to  the  District  of  Columbia. 
Paper  presented  before  Soc.  Terminal  Engrs. 

Ri  chborouqh.  The  Richborough  Transportation  Depot  and  Train  Ferry  Terminus  — 
IV,  V,  VI,  VII.  Engineer,  vol.  127,  nos.  3292,  3294,  3295  and  3297,  Jan.  31, 
Feb.  14  &  21  and  Mar.  7,  1919,  pp.  102-104  and  106,  pp.  147-150,  169-172, 
219-220,  31  figs.  Workshops  and  shipyard  cover  an  area  of  47  acres,  of  which 
iyi  acres  represent  the  covered-in  area.  Launching  slip  for  barges;  self- 
propelled  oil  engined  barge.  Building  of  58-ft.  seaplace  towing  lighters  for  the 
Royal  Naval  Air  Service.  Design  of  extreme  mobility,  in  event  of  enemy 
attack,  shell  fire,  etc.,  installations  could  be  readily  withdrawn,  or  moved  up 
again  in  case  of  an  advance. 

Singapore.  New  Improvements  in  the  Port  of  Singapore  (Amelioration  recentes 
du  port  de  Singapour).  Genie  Civil,  vol.  74,  no.  4,  Jan.  25,  1919,  pp.  61-66, 
18  figs.     Construction  of  additional  docks  and  quays. 

VARIA 

Graphic  Navigation.  Graphic  Navigation,  A.  C.  Knight.  Motor  Boating,  vol.  23, 
no.  4,  Apr.  1919,  pp.  32-34  and  60,  8  figs.  Determination  of  position  (latitude 
and  longitude)  by  the  Marcq  Saint  Hilaire  method  from  observations  of  the 
sun.     Third  article. 

Lake  Steamers  in  Atlantic.  Successful  Engineering  Feat  Opens  Board  Field 
for  Lake  Yards.  Mar.  Rev.,  vol.  49,  no.  4,  Apr.  1919,  pp.  174-178,  9  figs. 
How  large  lake  steamer  was  sent  to  Atlantic  on  beam  ends. 

Pratt  School  of  Naval  Architecture.  Pratt  School  of  Naval  Architecture, 
C.  H.  Peabody.  Int.  Mar.  Eng.,  vol.  24,  no.  4,  Apr.  1919,  pp.  220-222,  3  figs. 
Work  of  Dept.  of  Naval  Architecture  and  Marine  Engineering  at  the  Massa- 
chusetts Inst,  of  Technology. 

MINING  ENGINEERING 

BASE    MATERIALS 

Clay.  A  Method  for  the  Determination  of  Air  in  Plastic  Clay,  H.  Spurrier.  Jl. 
Am.  Ceramic  Soc,  vol.  1,  no.  10,  Oct.  1918,  pp.  710-713  and  (discussion)  pp. 
714-715,  2  figs.     Apparatus  for  quantitative  determination  of  air. 

Fluorspar.  Fluorspar,  Percy  A.  Wagner.  South  African  Jl.  Industries,  vol.  1, 
no.  16,  Deo.  1918,  pp.  1516-1520.  Manner  of  occurrence  and  sources  of  supply; 
dressing,  preparation,  and  commercial  uses;  position  and  prospects  of  the  South 
African  fluorspar  industry. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


97 


Fluorspar  in  the  Ordovician  Limestone  of  Wisconsin,  Rufus  Mather  Bagg. 
Bui.  Geol.  Soc.  Am.,  vol.  29,  no.  3,  Sept.  1918,  pp.  393-397,  1  fig.  Writer's 
findings  while  examining  galena  limestone  quarries  at  Neenan. 

Limestone.  Labor  Saving  at  Limestone  Quarries,  Oliver  Bowles.  Dept.  of  Interior, 
Bureau  of  Mines,  Technical  Paper  203,  20  pp.  Methods  and  types  of  equip- 
ment that  have  been  tried  and  approved  by  quarry  operators. 

Phosphates.  Industry  of  Mineral  Superphosphates  (L'industrie  des  superphos- 
phates mineraux),  Chimie  &  Industrie,  vol.  2,  no.  2,  Feb.  1,  1919,  pp.  123-128, 
4  figs.  Technical  study  of  French  industry  which  has  produced  two  million 
tons  of  superphosphates  during  the  twelve  months  preceding  August  1914. 

Silica.  High-Grade  Silica  Materials,  K.  J  Colony.  N.  Y.  State  Museum  Bui., 
nos.  203,  204,  Nov.  and  Dec.  1917,  pp.  5-29,  15  figs.  From  field,  laboratory 
and  microscopic  studies  of  high-silicia  rock,  writer  concludes  that  within  the 
borders  of  the  State  of  New  York  there  is  rock  of  good  quality,  easy  of  access, 
capable  of  being  readily  quarried,  and  which  may  be  used  for  glass  making, 
ferrosilicon  manufacture,  silica  refractories  and  tube  mill  liners  and  pebbles. 

GEOLOGY   AND    MINERALS 

Age  of  Earth.  The  Age  of  the  I^arth,  Harlow  Shapley.  Sci.  Am.  Supp.,  vol.  87, 
no.  2246,  Jan.  18,  1919,  pp.  34-35  and  42-43.  Discussion  of  recent  evidence 
from  Geology,  Astronomy  and  Physics.  From  Puhl.  Astron.  Soc.  of  the 
Pacific,  no.  177. 

Anorthosite,  Adirondack.  Adirondack  Anorthosite,  William  J.  Miller.  Bui. 
Geol.  Soc.  Am.,  vol.  29,  no.  3,  Sept.  1918,  pp.  399-462.  Structures,  relations 
and  origin.     References  are  made  to  anorthosite  of  other  regions  and  to  Bowen's 

hypothesis,  which  latter  writer  pronounces  untenable. 

Columbia.  The  Guamoco  District  of  Columbia  —  I,  S.  Ford  Eaton.  Eng.  &  Mill. 
Jl.,  vol.  107,  no.  12,  Mar.  22,  1919,  pp.  513-515.  3  figs.  History  of  mining  in 
Columbia  and  details  of  travel  and  physical  characteristics  of  mineral  deposits. 

Crystallography.  A  Laboratory  Method  of  Teaching  Elementary  Crystallography. 
Joseph  E.  Pogue.  Am.  Mineralogist,  vol.  3,  nos.  10  and  11,  Oct.  and-  Nov. 
1918,  pp.  179-182  and  193-194.  Writer's  practice  in  connection  with  a  course 
in  elementary  crystallography  at  Northwestern  University. 

Crystallography  of  some  Canadian  Minerals.  Albite,  Titinite,  Scapolite 
and  Polycrase,  Eugene  Poltevin.  Am.  Mineralogist,  vol.  4,  nos.  2  and  3, 
Feb.  and  Mar.  1919,  pp.  11-13  and  22-26,  7  figs.  Specimens  consisted  of 
cavernous  masses  composed  of  association  of  augite,  phlogopite  and  feldspar. 

The  Classification  of  Mimetic  Crystals,  Edgar  T.  Wherry  and  Elliot  Q. 
Adams.  Jl.  Wash.  Acad.  Sci.,  vol.  9,  no.  6,  Mar.  19,  1919,  pp.  153-157.  Table 
showing  types  of  mimetic  phenomena,     with  three  prefixtures  proposed. 

Kansas  Crystalline  Rocks.  Geologic  History  of  the  Crystalline  Hocks  of  Kansas 
Raymond  C.  Moore.  Bui.  Am.  Assn.  Petroleum  Geologist"  .vol.  2,  pp.  98-113. 
Material  of  crystalline  mass  is  described  as  being  for  the  most  part  a  typical 
granite  containing  quartz,  porphyry  and  chlorite  schist. 

Datolite.  Famous  Mineral  Localities:  The  Datolite  Locality  Near  Westficld, 
Massachusetts,  Earl  V.  Shannon.  Am.  Mineralogist,  vol  4,  no.  1,  Jan.  1919, 
pp.  5-6.     General  properties  of  minerals. 

Earthquake  Waves.  Earthquake  Waves  and  the  Interior  of  the  Earth.  Engineer- 
ing, vol.  107,  no.  2774,  Feb.  28.  1919,  pp.  266-267,  1  fig.  Facts  revealed  by 
examination  of  seismograph  and  experimental  work  of  the  motion  of 
compressional  longitudinal  waves  in  ropes. 

Eastekn  Pennsylvania  HIGHLANDS,  Precambrian  Sedimentary  Rocks  in  the  High- 
land of  Eastern  Pennsylvania,  Edgar  T.  Wherry.  Bui.  Geol.  Soc.  Am.,  vol.  29, 
no.  3,  Sept.  1918,  pp.  375-392,  14  figs.  Types  described  as  of  ultimate  sedi- 
mentary origin. 

Gettysburg.  Glauberite  Crystal  Cavities  in  the  Triassic-Roeks  in  the  Vicinity  of 
Gettysburg,  Pa.,  George  W.  Stose.  Am.  Mineralogist,  vol.  4,  no.  1,  Jan.  1919, 
pp.  1-4,  7  figs.     Results  of  petrographic  study  of  specimens. 

Glacial  Deposits  and  Reservoir  Sites.  Relation  of  Landslides  and  Glacial 
Deposits  to  Reservoir  Sites  in  the  San  Juan  Mountains,  Colorado,  Wallace 
W.  Atwood.  Department  of  the  Interior,  U.  S.  Geological  Survey,  Bui.  685, 
38  pages,  25  figs.  Mountain  canyons  and  deposits  commonly  found  in  them; 
geological  conditions  associated  with  the  lakes  in  the  mountains. 

Kansas  Geology.  Geological  Conditions  in  Central  Kansas,  Irving  Perrine  Bui. 
Am.  Assn.  Petroleum  Geologists,  vol.  2,  pp.  70-97.  Review  of  general  geology 
with  notes  on  the  structural  conditions. 

Litchfield,  Maine.  Field  Relations  of  Litchfielite  and  Soda-Syenites  of  Litchfield, 
Maine,  Reginald  A.  Daly.  Bui.  Geol.  Soc.  Am.,  vol.  29,  no.  3,  Sept.  1919, 
pp.  463-470,  2  figs.     Account  of  field  work. 

Maine.  Famous  Mineral  Localities;  Mt.  Mica,  Mt.  Apatite  and  other  Localities 
in  Maine,  James  G.  Manchester  and  William  T.  Bather.  Am.  Mineralogist, 
vol.  3,  no.  9,  Sent.  1918,  pp.  169-174,  5  figs.  Observations  made  by  writers 
in  automobile  trip  through  localities. 

Oolites  in  Shale.  Oolites  in  Shale  and  Their  Origin,  W.  A.  Tarr  Bui.  Geol. 
Soc.  Am.,  vol.  29,  no.  3,  Sept.  1918,  pp.  587-600,  2  figs.  Oolites  in  shale 
constituting  Papo  Algie  beds  are  believed  to  be  due  to  direct  precipitation  of 
colloidal  silica  introduced  into  the  saline,  shallow  waters  by  streams  flowing 
from  adjacent  land  areas. 

Peneplaine,  Appalachian.  Ages  of  Peneplaine  of  the  Appalachian  Province, 
Eugene  Wesley  Thaw.  Bui.  Geol.  Soc.  Am.,  vol.  29,  no.  3,  Sept.  1918,  pp. 
575-586.  Examination  of  Appalachian  peneplains  in  light  of  published  and 
unpublished  data  concerning  buried  peneplains  in  Atlantic  and  Gulf  Coastal 
Plains. 

Quartz.  Fibrous  Quartz  from  Rhode  Island,  Alfred  C.  Hawkins.  Am.  Mineralogist, 
vol.  3,  no.  7,  July  1918,  pp.  149-151.  Writer  disagrees  with  Prof.  Emerson's 
theory  concerning  origin  of  fibrous  quartz. 


River  Virgin,  Utah.  Oil  Possibilities  of  the  River  Virgin  Anticline,  W.  E.  Calvert. 
Salt  Lake  Min.  Rev.,  vol.  20,  no.  24,  Mar.  30,  1919,  pp.  21-23,  4  figs.  Outline 
of  geological  features  of  region  in  Southwestern  Utah,  which  is  believed  possess 
oil  deposits. 

Texas,  Louisiana  Coastal  Plain.  Minerals  of  the  Saline  Domes  of  the  Texas, 
Louisiana  Coastal  Plain,  Alfred  C.  Hawkins.  Am.  Mineralogist,  vol.  3,  no.  11, 
Nov.  1918,  pp.  189-192,  General  data  of  sixty-three  domes  mapped  to  date 
in  Texas  and  Louisiana  . 

Trilobites.  The  Facial  Suture  of  Trilobites,  H.  H.  Swinnerton.  Geol.  Mag.,  vol.  6, 
no.  3,  Mar.  1919,  pp.  103-110,  2  figs.  Examination  of  various  evidences  lead 
writer  to  affirm  that  trilobites  are  a  compact  group,  the  members  of  which  at 
first  underwent  ecdysis  along  marginal  suture. 

Vivianite.  The  Color  Change  in  Vivianite  and  its  Effect  on  the  Optical  Properties, 
Thomas  L.  Watson.  Am.  Mineralogist,  vol.  3,  no.  8,  August  1918,  pp.  159-161. 
Rapid  change  of  color  is  said  to  be  due  to  oxydation  and  not  to  inversion. 

Wasatch  Region,  Utah.  Relation  of  Ore  Deposits  to  Thrust  Faults  in  the  Central 
Wasatch  Region,  Utah,  B.  S.  Butler.  Economic  Geology,  vol.  14,  no.  2, 
Mar  -Apr.  1919,  pp.  172-175,  3  figs.      Writer's  detail  work  in  district. 

COAL  AND  COKE 

Ash  Yield,  Calorific  Value.  The  Relation  Between  the  Calorific  Values  and  the 
Ash-Yields  of  Coal-Samples  from  the  Same  Seam,  Thomas  James  Drakeley. 
Trans.  Manchester  Geol.  &  Min.  Soc,  vol.  36,  part  1,  Feb.  1919,  pp.  9-20, 
3  figs.  Plotted  calorific  values  and  ash  yields  of  mixtures  of  coal  with  calcium 
carbonate  and  shale.  Equation  expressing  relation  between  calorific  value  and 
ash  percentage. 

Coal  Pyrites,  Tennessee.  The  Coal  Pyrite  Resources  of  Tennessee  and  Tests  on 
Their  Availability,  E.  A.  Holbrook  and  Wilbur  A.  Nelson.  Resources  of 
Tennessee,  vol.  9,  no.  1,  Jan.  1919,  pp.  60-70,  1  fig.  Co-operative  research  of 
State  Geol.  Survey  with  U.  S.  Bur.  of  Mines. 

Coal-Washing  Machinery.  The  Draper  Coal  Washing  Machine.  Engineer,  vol 
127,  no.  3295,  Feb.  21,  1919,  pp.  180-181,  3  figs.  Machine  is  intended  to  deal 
with  fine  classes  of  coal  which  are  generally  thrown  away  on  account  of  difficulty 
in  separating  coal  from  its  associated  dirt;  it  is  said  machine  will  handle  dust  so 
fine  that  it  will  pass  a  60-mesh  screen. 

Coke  Handling.  Handling  of  Coke,  C.  J.  Woodhead.  Gas  Jl.,  vol.  145,  no.  2912, 
Mar.  4,  1919,  pp.  391-394,  2  figs.  Figures  of  Huddersfield  coke  handling  plant. 
Paper  read  before  Manchester  and  District  Junior  Gas  Assn. 

Coke-Oven  Practice,  American.  Why  American  Coke  Oven  Practice  Leads  the 
Way.  Richard  Gunderson.  Gas  World  Supp.,  vol.  70,  no.  1806,  Mar.  1,  1919, 
pp.  12-14.  Three  reasons  are  given;  Application  of  scientific  research  work  to 
industry;  location  of  coke  plants  at  steel  works;  economical  conditions  which 
give  U.  S.  Steel  Corporation  control  over  the  supplies  of  raw  material,  transpor- 
tation and  sales  and  distribution  of  their  products. 

Coke  Retorts,  Central  System  A  New  Design  of  Vertical  Retorts — the  "  Central" 
System.  Gas  Jl.,  vol.  145,  no.  2912,  Mar.  1,  1919,  pp.  455-456,  2  figs.  Design 
of  type  introduced  by  Firth  Blakeley  &  Co.  of  Leeds. 

England.  The  Coal  Resources  of  England,  11.  11.  Stoek.  Black  Diamond,  vol.  62, 
no.  11,  Mar.  15,  1919,  pp.  298-300,  1  tig  Review  showing  importance  and 
extent  of  Great  Britain's  coal  deposits. 

Fatalities.  Coal- Mine  Fatalities  in  the  United  States,  Albert  H.  Fay.  Dept.  of 
Interior,  Bur.  of  Mines,  Jan.  1919,  61  pp.  Statistics  of  coal-mine  fatalities  in 
1918",  by  states  and  months;  details  relating  to  chief  cause  of  accidents;  list  of 
permissible  explosives,  lamps  and  motors  tested  prior  to  Jan.  31,  1919. 

France.  On  the  Existence  of  a  Deep  Coal  Deposit  at  Merville  (Nord)  Sur  l'existence 
du  terrain  houiller  en  profondeur,  a  Merville  (Nord),  Pierre  Pruvost.  Comptes 
rendus  des  seances  de  l'Academie  des  Sciences,  vol.  168,  no.  2,  Jan.  13,  1919, 
pp.  94-96.  A  sample  coming  from  a  depth  of  247  meters  is  described  as  being 
made  of  a  black  schist  of  a  pyritic  inclusion. 

The  Mines  of  Bruay,  France,  Gaston  Libiez.  Coal  Age,  vol.  15,  no.  12, 
Mar.  20,  1919.  pp.  522-523,  5  figs.  Deep  colliery  shafts  tap  several  coal  beds 
of  varying  thickness.  The  thinner  measures  are  worked  longwall,  while  the 
thicker  ones  are  worked  in  panels. 

German  Coal  Classification.  The  German  System  of  Coal  Classification  and  the 
Future  Economic  War — 1  &  II.  Colliery  Guardian,  vol.  117,  nos.  3036  &3037, 
Mar.  7  &  14,  1919,  pp.  535-536  and  593-595,  10  figs.  Study  of  efficiency  in 
utilizing  fuel  value  of  coal  by  partial  or  complete  gasification,  direct  combustion 
being  reserved  for  exceptional  instances.  Utilizing  separate  products  in  pre- 
paration. 

German  Industries.  The  German  Coal,  Iron  and  Steel  Industries.  Iron  <fe  Coal 
Trades  Rev.,  vol.  48,  no.  2654,  Jan.  10.  1919,  p.  39.  General  information  given  in 
German  newspapers  on  conditions  in  these  industries 

Kent.  The  Evolution  and  Development  of  the  Kent  Coalfield,  A.  E.  Ritchie.  Iron 
&  Coal  Trades  Rev.,  vol.  48,  nos.  2654,  2658  and  2663,  Jan.  10,  Feb.  7,  and  Mar. 
11,  1919,  pp.  35-36,  172-173  and  320-321.  2  figs.  Physical  characteristics; 
continuity  with  Pas  de  Calais  coalfield;  development  of  mining  operations  from 
1826-1866.  From  1886  to  1896.  Evolution  from  1906  to  1912.  (Continuation 
of  serial.) 

Knox  County,  Ind.  Knox  County  Mines  and  Their  Coal.  Black  Diamond,  vol. 
62,  no.  14,  Apr.  5,  1919,  pp.  376-377,  11  figs.  Activities  of  Knox  County 
(Indiana)  Coal  Operators  Assn. 

Nitrogen  in  Coal.  Rsearches  on  Coal  (Recherches  sur  la  houille),  Aim6  Pictet. 
Annales  de  Chimie,  series  9,  vol.  10,  Nov.-Dec.  1918,  pp.  249-330.  Undertaken 
to  determine  in  what  form  nitrogen  is  contained  in  coal.  Samples  from  Mont- 
rambert  (Loire)  were  treated  with  various  acid  and  neutral  solvents,  notably 
boiling  benzene. 


98 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Philippine  Islands.  The  Mindanao  Coal  Mines,  Monroe  Woolley.  Coal  Age, 
vol.  15,  no.  11,  March  13,  1919,  pp.  492-493,  3  figs.  Operation  of  fuel  befls  in 
the  Philippines. 

Roll  Crushers.  Rolls  for  the  Preparation  of  Coking  Coals.  Coal  Age,  vol.  15,  no. 
14,  Apr.  3,  1919,  pp.  612-615,  9  figs.  Comparison  of  hammer  mill  and  roll 
crusher. 

Shaft  Development.  Modern  Shaft  Development  of  the  Consolidation  foal 
Oompanv — I  &  II,  George  W.  Harris.  Coal  Age,  vol.  15,  nos.  11  anil  12, 
Mar.  13* and  20,  1919,  pp.  480-485  and  527-531,  6  figs.  General  details  and 
dimensions  of  mine  no  87.  Operations  involved  in  mine  workings  by  noting 
location  of  old  and  new  gas  wells. 

Training  of  Students.  The  Training  of  Students  in  Coal- Mining,  with  Special 
reference  to  the  Scheme  of  the  lOngincering  Training  Organization,  F.  W. 
Hardwick.  Tran.  Min.  Inst.  Scotland,  vol.  40,  part  8,  1918-1919,  pp.  154-162. 
Maintenance  of  Central  Bureau,  where  parents  and  educationalists  can  obtain 
accurate  and  comprehensive  information  relating  to  engineering  industry  and 
proper  course  to  pursue  on  behalf  of  boys  who  are  desirous  of  making  engineering 
their    profession. 

Utah.  A  One- Year  Retrospect  of  the  Coal  Industry  of  Utah,  A.  C.  Watts.  Coal 
Age,  vol.  15,  no.  14,  Apr.  3,  1919,  pp.  610-611.     Growth  of  industry. 

Yellowhead  Coal  District.  The  Yellowhead  Coal  District,  S.  McVicar.  Coal 
Age,  vol.  15,  no.  14,  Apr.  3,  1919,  pp.  008-610,  4  figs.  Details  of  operation  of  two 
coal  beds  on  steep  pitch  worked  simultaneously  by  means  of  balanced  plane. 

COPPER 

Leaching.  Practical  Considerations  in  Ammonia  Leaching  of  Copper  Bearing  Ores, 
Lawrence  Eddy,  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  7,  April  1,  1919,  pp. 
328-334,  4  figs.  Plant  installation  and  operation;  leaching  tanks;  plate  joinings, 
filters  and  inlets;  piping  and  pumps;  evaporators;  details  of  operation;  charging 
and  extracting  ore;  chemical  control;  cost  of  leaching;  labor,  power  and 
ammonia. 

Copper  Leaching,  Percv  R.  Middleton.  Chem.  Eng.  &  Min.  Rev.,  vol.  11, 
no.  125,  Feb.  5,  1919,  pp.  133-134,  2  figs.  Methods  applicable  to  Australian 
ores. 


I  HON 


Australia.  Australian  Iron  Ore  Resources.  Min.  Mag.,  vol.  20,  no.  3,  Mar.  1919, 
pp.  150-156,  3  figs.  Information  relating  to  iron  ore  deposits  in  West  Australia, 
New  South  Wales  and  Tasmania. 

British  Columbia.  Utilization  of  Iron  Ores  of  British  Columbia.  Canadian  Min. 
Jl.,  vol.  40,  no.  13,  Apr.  2,  1919,  pp.  212-213.  Proposes  asking  British  Columbia 
Legislature  for  authority  to  take  from  any  of  the  iron  ore  properties  of  the 
Province  a  quantity  of  ore,  not  to  exceed  10,000  tons  in  the  aggregate  for 
experimental  uses. 

Magnetic  Concentration.  Magnetic  Concentration  of  Pyrrhotite  Ores,  J.  P. 
Bonardi.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  6,  March  15,  1919,  pp. 
266-270.     Experiments  and  tests  made  with  a  Wetherill  type  magnetic  separator. 

Mexico.  Iron  in  Mexico  (El  fiero  en  Mexico),  Trinidad  Paredes.  Boletin  Minero, 
vol.  6,  no.  3,  Sept.  1918,  pp.  253-479,  1  fig.  Official  publication  issued  by 
Department  of  Industry  and  Labor  of  Mexican  Government.  Mining  condi- 
tions and  prospects  are  considered  at  length  and  legislation  concerning  exploita- 
tion of  collieries  and  iron  deposits  is  studied. 

LEAD,  ZINC,  TIN 

German  Domination  of  Metal  Markets.  Report  of  Alien  Property  Custodian  on 
the  Metal  Industry.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  7,  Apr.  1,  1919, 
pp.  313-317,  3  figs.  Regarding  German  domination  of  metal  markets  in 
Europe,  particularly  zinc  and  lead. 

Lead,  Osotopic.  Notes  on  Osotopic  Lead,  Frank  Wiggleworth  Clarke.  Chem. 
News,  vol.  117,  no.  3062,  Dec.  6,  1918,  pp.  370-373.  Remarks  on  differences  in 
atomic  weight  or  ordinary  lead  and  lead  obtained  from  radio-active  processes. 

Northampton  (Australia).  Lead  Ores.  The  Northampton  Lead- Mining  District, 
West  Australia,  C.  M.  Harris.  Min.  Mag.,  vol.  20,  no.  3,  Mar.  1919,  pp.  140- 
143.  Account  of  old  lead-mining  district  in  West  Australia  that  showed  renewed 
activity  during  war. 

Tin-Bearing  Mineral,  Pleochroism.  Pleochroism  in  a  Tin-Bearing  Mineral  from 
Siam,  J.  B.  Scrivenor.  Geol.  Mag.,  vol.  6,  no.  3,  Mar.  1919,  pp.  123-124. 
From  examination  of  heavy  concentrate  of  course  grains  of  dark  mineral  and 
finer  grains  of  ilmenite,  monazite,  tourmaline,  zircon,  and  tapaz. 

Tin,  Hydraulic  Prospecting  for.  Hydraulic  Prospecting  at  the  Rooiberg  Tin 
Mines,  E.  R.  Schoch.  South  African  .11.  &  Eng.  Rec,  vol.  28,  no.  1427,  Feb.  1, 
1919,  pp.  501-502.  Method  of  surface  prospecting  by  means  of  hydraulic 
jets  or  monitors. 

Zinc  Industry.  Economics  of  the  Zinc  Industry:  A  Prophetic  Discussion,  Parker 
C.  Choate.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  5,  March  1,  1919,  pp. 
237-239.  Believes  that  expansion  of  zinc  industry  is  to  be  obtained  not  alone  by 
advertising  and  promoting  new  uses,  but  in  addition  metallurgical  operations 
must  be  perfected  and  lower  costs  obtained. 

Zinc  Tailings,  Re-treating.  Retreating  Zinc  Tailings  in  Wisconsin,  W.  F.  Boericke. 
Eng.  &  Ming.  .11.,  vol.  107,  no.  12,  Mar.  22,  1919,  pp.  524-527,  2  figs.  Details 
of  5-ccll  jig  with  settling  tank. 


MAJOR  INDUSTRIAL   MATERIALS 

Manganese.  Preparation  of  Manganese  Ores,  W.  R.  Crane  and  E.  R.  Eaton. 
Resources  of  Tennessee,  vol.  9,  no.  1,  Jan.  1919,  pp.  48-59,  2  figs.  Methods 
employed  in  dry  mining,  washing  and  concentration. 

The  Mining  and  Preparation  of  Manganese  Ores  in  Tennessee,  W.  R. 
Crane.  Resources  of  Tennessee,  vol.  9,  no.  1,  Jan.  1919,  pp.  32-47,  5  figs. 
Different  forms  of  deposits.  Minerals  found  in  manganese  districts  are  pyro- 
lusite,  psilomelane  and  manganite. 

MINES  AND   MINING 

Accidents.  Accidents  at  Metallurgical  Works  in  the  United  States,  Albert  H. 
Fay.  Dept.  of  Interior,  Bureau  of  Mines,  Technical  Paper  215,  23  pp.  Statis- 
tics during  calendar  year  1917. 

British  Columbia.  Reports  of  British  Columbia  Government  Mining  Engineers, 
fan.  Min.  .11.,  vol.  40,  no.  7,  Feb.  19,  1919,  pp.  100-108.  Review  and  estimate 
of  mineral  production  for  1918. 

Canada.  Mineral  Production  in  Canada  for  1918.  Contract  Rec,  vol.  33,  no.  12, 
Mar.  19,  1919,  pp.  264-266.  Report  issued  by  Mines  Branch,  Department 
of    Mines. 

Drill  Attachments.  The  Swift  Drill  Attachment.  South  African  Min.  &  Eng., 
.11  ,  vol.  28,  no.  1430,  Feb.  22,  1919,  pp.  604-005,  1  fig.  Description  of  device; 
tests  at  Van  Ryn  Deep  and  Crown   Mines. 

Dust  Sampling.  Sampling  of  Dust  in  Mine  Air,  J.  Boyd.  Eng.  &  Min.  JL,  vol.  107 
no.  9,  March  1,  1919,  pp.  395-390,  1  fig.  Air-testing  suction  pump  as  used  for 
dust  sampling  by  Chamber  of  Mines  on  Witwatersrand. 

Excavators.  Model  Mining  Methods  (Mctodas  modelos  de  minaria),  Revista 
Mineira  e  Metalurgica,  vol.  1,  nos.  10,  11  and  12,  Oct.-Dec.  1918,  pp.  88-90, 
3  figs.  Experiments  by  North  West  Corporation  with  Lubecker  excavator 
(German   type). 

Legal.  Abstracts  of  Current  Decisions  on  Mines  and  Mining,  J.  W.  Thompson. 
Dept.  of  Interior,  Bur.  of  Mines,  Bui.  174,  law  serial  17,  130  pp.  Reported  from 
May  to  September  1918. 

Uniform  Mining  Law  for  North  America,  T.  E.  Godson.  Bui.  Am.  Inst. 
Min.  &  Metallurgical  Engrs.,  no.  148,  Apr.  1919,  pp.  653-005.  Mining  laws  of 
Canada  represented  as  unassimilated  to  demands  of  industry. 

Laws,  Decrees  and  Decisions  concerning  Mines,  Quarries,  Sources  of 
Mineral  Waters,  Railways  in  Operation,  etc.  (Lois,  dfcrets  ct  arreted  concernant 
les  mines,  carri^res,  sources  d'eaux  min£rales,  chemins  de  fer  en  exploitation, 
etc.).  Annales  des  Mines,  vol.  7,  no.  3,  1918,  pp.  203-264.  Documents  pub- 
lighed  by  Ministry  of  Public  Works. 

Details  of  Important  Mining  Bill  Before  the  British  Columbia  Legislature. 
Robert  Dunn.  Coal  Age,  vol.  15,  no.  12,  Mar.  20,  1919,  pp.  524-526.  Provisions 
concerning  miners'  examinations,  treatment  of  hoisting  ropes  and  the  practical 
elimination  of  all  but  safety  lamps  for  miners'  use. 

Mining  Law  and  Economics,  David  Bowen.  Colliery  Guardian,  vol.  117, 
no.  3035,  Feb.  28,  1919,  pp.  479-480'     Leases  and  licenses;  definition  of  terms. 

Lonow  all  Mining.  Longwall  Mining  in  Illinois,  Chester  Mott.  Mine  &  Quarry, 
vol.  11,  no.  2,  Mar.  1919,  pp.  1122-1128.  6  figs.  Practice  in  Illinois  Third 
Vein  field. 

Mine  Supplies.  Economies  in  Mining  Engineering  Supplies,  W.  Elsdon-Dew. 
Jl.  South  African  Instn.  Engrs,  vol.  17,  no.  0,  Jan.  1919,  pp.  99-119,  18  figs. 
Account  of  economies  practised  in  mines  of  Union  of  South  Africa  during  years 
of  war;  illustrations  of  various  devices  intended  for  simplifying  work  and  installed 
at  some, of  the  shops. 

Ore-Dressing  Laboratory.  The  Ore  Dressing  Laboratory  of  the  Hailevbury 
School  of  Mines,  J.  A.  McRae.  Can.  Min.  Jl.,  vol.  40,  no.  3,  Jan.  22,  1919, 
pp.  43-44.     Summary  of  tests  possible  to  carry  out  in  plant. 

Rescue  Training.  Rescue  Training.  Sci.  &  Art  of  Min.,  vol.  29,  no.  17,  Mar.  22, 
1919,  pp.  258-259.  Fitness  to  undertake  rescue  work  is  said  to  be  possessed  by 
returning  soldiers  on  account  of  their  having  been  exposed,  while  in  actual 
service  to  constant  danger. 

Respirators.  Industrial  Use  and  Limitations  of  Respirators,  Gas  Masks  and  Oxygen 
Breathing  Apparatus.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  5,  March  1, 
1919,  pp.  220-221.  Statement  of  Bur.  of  Mines. 

Separation  Doors.  Separation-Doors  at  the  Bottom  of  the  Upcast  Pit,  Worked 
Automatically  by  Tubs  attached  to  Endless-Rope  (Undertub)  Haulage,  Clement 
Fletcher.  Tran.  Instn.  Min.  Engrs.,  vol.  56,  part  3,  Jan.-Feb.  1919,  pp.  173- 
175.  Design  in  which  operating  catch  is  disengaged  from  the  tub  axle  when 
door  is  fully  opened  or  closed. 

Shop  Design.  Shaft  Design;  Some  Comparisons,  W.  L.  White.  South  African 
Jl.  &  Eng.  Rec,  vol.  28,  no.  1427,  Feb.  1,  1919,  pp.  503-504.  On  the  various 
types  of  shafts  with  reference  to  those  recently  erected  at  South  African  mines. 

Circular  Shafts,  H.  Stuart  Martin.  Jl.  South  African  Instn.  Engrs., 
vol.  17.  no.  7,  Feb.  1919,  pp.  130-147,  7  figs.  Comparison  of  circular  shafts 
with  other  types,  particularly  square  and  seven  compartment. 

Seven-Compartment  Rectangular  Shafts,  C.  E.  Knecht.  Jl.  South  African 
Instn.  Engrs.,  vol.  17,  no.  7,  Feb.  1919,  pp.  127-130,  3  figs.  Discusses  merits 
in  regard  to  safety  in  sinking,  normal  rate  of  sinking,  ability  to  cope  with  water 
and  other  sinking  difficulties,  ventilation  area,  hoisting  capacity  and  cost. 

Shovelling.  A  Studv  of  Shovelling  Applied  to  Mining — II,  G.  Townsend  Harlev. 
Eng.  &  Ming.  Jl.,  vol.  107,  no.  12,  Mar.  22,  1919,  pp.  520-522,  3  figs.  Effect 
of  shape  of  shovel  and  length  of  handle  on  amount  of  shoveling  done.  Influence 
of  system  oi  payment  for  work  perfomed  on  individual  efficiency  of  miners. 

Notes  on  Rectangular  Shafts  at  Randfontein  Central  G.  M.  Co.,  Ltd.,  and 
New  State  Areas,  Ltd.,  W.  L.  White.  Jl.  South  African  Instn.  Engrs.,  vol.  17, 
no.  7,  Feb.  1919,  pp.  148-150,  5  figs.  Drawings  and  figures  of  two  vertical  shafts 
at  Randfontein  and  at  New  State  Area,  South  Africa 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


99 


Shot  Drilling.  Shot  Drilling  Around  Thetford  Mines,  J.  W.  Davis.  Can.  Min. 
Jl.,  vol.  40,  no.  3,  Jan.  22,  1919,  pp.  36-38,  4  figs.  Prospecting  work  in  asbestos 
and  chromite  iron  deposits  by  Calix  shot  drills. 

Stope  Measurement.  Cobar  Stope  Measurement  Methods,  W.  S.  Curteis.  Instn. 
Min.  &  Metallurgy,  Bui.  174,  Mar.  13,  1919,  20  pp.,  6  figs.  Analysis  of  methods 
employed  in  measuring  the  stopes  at  Great  Cobar  Ltd.,  New  South  Wales, 
Australia.  Methods  were  devised  primarily  for  measurement  for  payment 
purposes. 

Taxation.  Principles  of  Mining  Taxation,  Thos.  W.  Gibson.  Bui.  Am.  Inst.  Min. 
&  Metallurgical  Engrs.,  no.  148,  Apr.  1919,  pp.  611-620.  Analysis  of  general 
systems  of  taxation  and  their  application  to  mines,  which,  it  is  contended,  have 
to  spend  part  of  earning  in  building  for  workers'  conveniences  of  living  in  remoted 
regions. 

Temperatures  in  Deep  Mines.  High  Temperatures  in  Deep  Mines,  William 
Garnforth.  Tran.  Instn.  Min.  Engrs.,  vol.  56,  part  3,  Jan.-Feb.  1919,  pp  127- 
133.     Review  of  reports  issued  by  various  official  and  scientific  committees. 

Tunnel  Driving.  Methods  and  Cost  of  Driving  a  10  x  12  ft.  Mining  Tunnel  at 
Copper  Mountain,  B.  C,  Oscar  Lockmund.  Eng.  &  Contracting,  vol.  51, 
no.  12,  Mar.  19,  1919,  pp.  286-287,  1  fig.  Driving  of  main  haulage  level  at 
Copper  Mountain  Mines  of  Can.  Copper  Corp.  Presented  at  Chicago  meeting, 
Am.  Inst.  Min.  Engrs. 

Ventilation.  Ventilation  Methods  in  Coeur  d'Alene  Mines,  Robert  N.  Bell.  Min. 
&  Sci.  Press,  vol.  118,  no.  12,  Mar.  22,  1919,  pp.  397-398.  Abstract  from  report 
of  State  Inspector  of  Mines. 

Mine  Ventilating  Plant.  Engineer,  vol.  127,  no.  3292,  Jan.  31,  1919,  pp. 
110-111,  6  figs.  Arrangements  in  installation  driven  by  300  hp.,  2-cyl.  tandem 
compound  engine. 

MINOR  INDUSTRIAL   MATERIALS 

Salt.  Separation  of  Salt  from  Saline  Water  and  Mud,  E.  M.  Kindle.  Bui.  Geol. 
Soc.  Am.,  vol.  29,  no.  3,  Sept.  1918,  p;>.  471-487,  12  figs.  Laboratory  observa- 
tions on  behavior  of  salt  in  evaporation  of  saline  mixtures  and  discussion  of  their 
geological  significance. 

Zirconia.  Zirconia.  Metal  Industry,  vol.  14,  no.  10,  Mar.  7,  1919,  pp.  189-190. 
Its  occurrence  and  application. 

OIL 

Cuba.  The  Geology  of  Cuban  Petroleum  Deposits,  E.  DeGolyer.  Bui.  Am.  Assn. 
Petroleum  Geologists,  vol.  2,  pp.  133-167.  Compilation  of  several  geological 
stratigraphic  and  structural  data,  and  comparison  with  North  American  Mid- 
Continent  fields. 

Gasoline  Content  in  Natural  Gas.  Testing  Natural  Gas  for  Gasoline  Content, 
G.  G.  Oberfell,  S.  D.  Shinkle  and  S.  B.  Meserve.  Jl.  Indus.  &  Eng.  Chem., 
vol.  11,  no.  3,  Mar.  1,  1919,  pp.  197-200,  6  figs.  Method  employs  use  of  solid 
absorbing  medium  such  as  charcoal  and  is  applicable  to  both  lean  and  rich 
natural  gas. 

Geology.  Value  of  Oil  Geology  in  the  Mid-Continent  Field,  Edward  Bloesch.  Bui. 
Am.  Assn.  Petroleum  Geologists,  vol.  2,  pp.  124-132.  Value  of  geology  is 
considered  to  depend  on  keeping  producers  out  of  territory  where  there  is  no 
chance  of  production  at  all. 

India.  Notes  on  Structure  and  Stratigraphy  in  the  North- West  Punjab,  E.  S.  Pinfold. 
Records  Geol.  Survey  India,  vol.  49,  part  3,  Dec.  1918,  pp.  137-lo9.  Notes 
collected  while  prospecting  for  oil. 

Kentucky.  A  Resume1  of  the  Past  Year's  Development  in  Kentucky  from  a  Geological 
Standpoint,  J.  R.  Pemberton.  Bui.  Am.  Assn.  Petroleum  Geologists,  vol.  2, 
pp.  38-52,  1  fig.  Wild-cat  drilling  in  1917  is  said  to  have  resulted  in  the  dis- 
covery of  many  new  and  valuable  oil  pools;  anticlinal  structure  control  and 
conditions  of  structures  in  western  Kentucky  are  described. 

Louisiana.  The  Oil  and  Gas  Fields  of  Northern  Louisiana,  Mowry  Bates.  Bui. 
Am.  Assn.  Petroleum  Geologists,  vol.  2,  pp.  61-69.  Wells  are  said  to  be  costly 
to  drill  and  operate  in  northern  Louisiana  and  the  region  is  not  considered  as 
attractive. 

Migration  Through  Sedimentary  Rocks.  On  the  Migration  of  Petroleum  through 
Sedimentary  Rocks,  A.  W.  McCoy.  Bui.  Am.  Assn.  Petroleum  Geologists, 
vol.  2,  pp.  168-171.  Concerning  accepted  theory  that  the  oil  has  been  formed 
from  various  types  of  animal  and  vegetable  remains,  buried  in  sedimentary 
rocks. 

Santa  Clara,  Cal.  Tectonic  Interpretation  of  Santa  Clara  Valley  Petroliferous 
Region  (Interpretation  tectoDique  de  la  region  petrolifcre  de  la  vallee  de  Santa 
Clara  en  CaUfornie),  Max  Reinhard.  Archives  des  Sciences  Physiques  et 
Naturelles,  year  124,  vol.  1,  Jan.-Feb.  1919,  pp.  63-78,  4  figs.  Theoretical  con- 
siderations on  petroleum  deposits,  and  Eldrige's  and  Arnold's  studies  have 
led  writer  to  suggest  interpretation  of  southern  California  formations  parti- 
cularly Santa  Clara  valley. 

Storage.  Petroleum  Oils  (Les  essences  de  petrole),  A.  Guiselin.  Journal  du  Petrole, 
no.  12,  Dec.  1918,  pp.  1-6,  3  figs.  Losses  due  to  storage  and  methods  of  pre- 
venting them.      (Continuation  of  serial.) 

Evaporation  Losses  of  Crude  Oil  Decreases  Gasoline  Content,  J.  H.  Wiggins. 
Natural  Gas  &  Gasoline  Jl.,  vol.  13,  no.  3,  Mar.  1919,  pp.  89-90.  Concerning 
evaporation  losses  of  crude  oil. 

Texas.  A  Review  of  the  Development  in  the  New  Central  Texas  Oil  Fields  During 
1918,  W.  G.  Matteson.  Economic  Geology,  vol.  14,  no.  2,  Mar.-Apr.  1919, 
pp.  95-146,  7  figs.  Stratigraphy,  structural  geology,  and  general  tectonic 
relationships. 

Venezuela.  Caribbean  Petroleum's  Operations  in  Venezuela.  Oil  Trade  Jl.,  vol.  10, 
no.  4,  Apr.  1919,  p.  72,  3  figs.     Transportation  of  well  casing. 


Water.  The  Distribution  of  Underground  Salt  Water  and  its  Relation  to  the 
Accumulation  of  Oil  and  Gas,  Roswell  H.  Johnson.  Bui.  Am.  Assn.  Petroleum 
Geologists,  vol.  2,  pp.  174-176.  On  relative  roles  of  ascending  and  descending 
waters  in  oil  accumulation. 

PRECIOUS  MINERALS 

Australia.  The  Charters  Towers  Goldfield,  J.  H.  Reid.  Queensland  Dept.  of  Mines' 
Publication  no.  250,  1917,  236  pp.,  23  figs.  Account  of  ore  deposits  and  geology 
of  goldfield  embracing  36.3  square  miles.  Field  has  had  greatest  output  of  gold 
in  Australia;  maximum  annual  yield  was  319,572  oz.  fine  gold,  obtained  in  1899. 

Diamonds.  The  Latest  Development  of  Diamond  Winning  in  S.  W.  Africa.  South 
African  Jl.  &  Eng.  Rec,  vol.  28,  no.  1427,  Feb.  1,  1919,  pp.  495-496.  Search  for 
big  mine  under  the  sea;  diamond  recovery  by  dredging. 

Gold  Precipitation.  The  Theory  of  the  Precipitation  of  Gold  by  Charcoal,  A.  W. 
Allen.  Eng.  &  Ming.  Jl.,  vol.  107,  no.  12,  Mar.  22,  1919,  pp.  516-519,  2  figs. 
Abstracted  from  Bui.  171,  I.  M.  M. 

Gold  Volatilization.  The  Volatilization  of  Gold,  Thomas  Kirke  Rose.  Instn. 
Min.  &  Metallurgy,  Bui.  174,  Mar.  13,  1919,  13  pp.,  1  fig.  Summary  of  results 
obtained  by  various  investigators.  Writer  concludes  that  true  volatilization  of 
gold  is  so  small  as  to  be  negligible  at  temperatures  of  industrial  melting  furnaces. 

RARE  MINERALS 

Beryl.  Famous  Mineral  Localities;  Beryl  Mountain,  Acworth,  N.  H.,  Edward  F. 
Holden.  Am.  Mineralogist,  vol.  3,  no.  12,  Dec.  1918,  pp.  199-200.  Physical 
features  of  beryl  crystals. 

Famous  Mineral  Localities;  Beryl  Hill,  Grafton,  New  Hampshire,  George 
M.  Flint.  Am.  Mineralogist,  vol.  4,  no.  3,  Mar.  1919,  pp.  21-22,  2  figs. 
Features  of  beryl  exhibited  at  various  museums. 

Radium.  Radium  Production,  Chas.  H.  Viol.  Science,  vol.  44,  no.  1262,  March  7, 
1919,  pp.  227-228.  Output  of  the  Standard  Chemical  Co.  of  Pittsburgh  from 
1913-1918. 

Uranium.  The  Determination  of  Uranium  in  Alloy  Steels  and  Ferro-Uranium, 
G.  L.  Kelly,  F.  B.  Myers  and  C.  B.  Illingworth.  Jl.  Indus.  &  Eng.  Chemistry, 
vol.  11,  no.  4,  Apr.  1,  1919,  pp.  316-317.  Method  for  determining  uranium 
in  presence  of  any  of  the  other  elements  now  in  common  use  in  the  manufacture 
of  alloy  steels. 

Uranium:  Its  Extraction  from  Pitchblende,  Gustave  Gin.  Gen.  Meeting 
Am.  Electrochem.  Soc,  Apr.  3-5,  1919,  paper  6,  pp.  55-60.  Discussion _  of 
occurrence  and  composition  of  pitchblende;  methods  of  treatment  by  which 
uranium  oxide  is  separated  from  it,  both  when  it  contains  vanadium  and  when 
vanadium  is  absent;  writer's  proposed  method  for  purification ;  involving  fusion 
and  electric  furnace  treatment  to  convert  most  of  constituents  into  carbides 
followed  by  separation  based  on  differing  properties  of  carbides. 

MERCURY 

Condensation  Losses.  Fume  and  Other  losses  in  Condensing  Quicksilver  from  Furnace 
Gases,  L.  H.  Duschak  and  C  N.  Schuette.  Dept.  of  Interior,  Bureau  of  Mines, 
Technical  Paper  96,  29  pp.,  8  figs.  Report  of  experiments  conducted  by 
Federal  Bur.  ot  Mines  through  its  station  at  Berkeley,  Cal. 

INDUSTRIAL  TECHNOLOGY 

Abrasives.  Eleetrothermic  Abrasives  (Les  abrasifs  electrothermiques),  Jean  Escard. 
Revue  Generate  de  l'Electricite,  vol.  5,  no.  5,  Feb.  1,  1919,  pp.  180-190,  5  figs. 
Origin,  manufacture;  properties,  and  uses. 

Acetylene.  Acetylene  and  Its  Generation.  Times  Eng.  Supp.,  vol.  15,  no.  532, 
Feb.  1919,  p.  75.     Risk  of  explosion;  effect  of  impurities  in  carbide. 

ammonia.  The  Synthesis  of  Ammonia  at  High  Temperatures  —  HI,  Edward  Bradford 
Maxted.  Jl.  Chem.  Soc,  vols.  115  and  116,  no.  676,  Feb.  1919,  pp.  113-119, 
1  fig.     Formation  of  ammonia  in  single-phase,  50  cycle,  375-volt  arc. 

Ammonium  Nitrate.  The  United  States  Ammonium  Nitrate  Plant,  Perryville, 
Md.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  7,  Apr.  1,  1919,  pp.  320-326, 
8  figs.  Description  of  manufacture  of  ammonium  nitrate  by  the  double  de- 
composition of  Chilean  saltpeter  and  ammonium  sulphate;  phases,  thoir  control 
and  application;  plant  operations. 

Antimony  Salts.  Antimony  in  the  Textile  Industry,  E.  R.  Darling.  Textile  World 
Jl.,  vol.  55,  no.  13,  Mar.  29,  1919,  pp.  31,  33  and  35.  Values  of  the  various 
salts  in  printing  and  dyeing. 

Benzol.  Benzol  Recovery.  Times  Eng.  Supp.,  vol.  15,  no.  532,  Fob.  1919,  p.  72. 
Problem  of  distribution  from  gas  works;  cost  of  recovery. 

Bknzol  and  Phenols.  Separation  of  Benzol  and  Extraction  of  Phenols  in  Gas  Works 
of  Paris  and  Suburbs  (Le  d£benzolage  ct  l'extradition  des  phenols  dans  les 
usines  a  gaz  de  Paris  et  de  la  banlieue  parisienne),  L.  Lindet.  Bulletin  de 
la  Soci6te  d'Encouragement  pour  l'lndustrie  Nationale,  vol.  131,  no.  1,  Jan.-Feb. 
1919,  pp.  133-137.  Principle  of  Paul  Mallet  apparatus  consists  in  washing 
gas  in  a  liquid  less  volatile  than  the  one  it  holds  in  suspension  and  distilling 
resulting  mixture. 

Carbides,  Silicides  and  Borides.  Metallic  Carbides,  Silicides  and  Borides  (Les 
carbures,  borures  et  siliciures  mgtalliques),  Jean  Escard.  Revue  G6nerale  de 
l'Electricite,  vol.  5,  no.  9,  Mar.  1,  1919,  pp.  339-351.  Concerning  their  industrial 
utilization,  notably  in  metallurgical  and  chemical  arts. 

Charcoal.  Manufacture  of  Charcoal  as  an  Economic  Measure,  Helge  Sylven. 
Sci.  Am.  Supp.,  vol.  87,  no.  2251,  Feb.  22,  1919,  pp.  124-126,  5  figs.  Utilization 
of  lumber-mill  waste.     From  West  Coast  Lumberman. 

Chlorine.  Commercial  Uses  of  Chlorine,  V.  R.  Kokatnur.  Gen.  Meeting  Am. 
Electrochem.  Soc,  Apr.  3-5,  1919,  paper  10,  pp.  141-155.  Classification  of 
direct  and  indirect  ways  of  possible  utilization  of  chlorine. 


100 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Electroplating.  Lay-out  and  Cost  of  Electro-Plating  Plant  and  Equipment 
Metal  Industry,"  vol.  11,  no.  10.  Mar.  7,  1919,  pp.  186-187,  1  fig.  Tentative 
plans  prepared  for  electro-plating  and  metal-finishing  companies. 

Enamels.     Enamels  for  Cast  Iron.  Homer  F.  Staley.     Jl.  Am.  Ceramic  Soc,  vol.  1, 
no.  10,  Oct.  19 IS,  pp.  703-709.      Tin  enamel  and  antimony  enamel  compositions. 
The   Relative   Action   of   Acids   on    Enamel  III,    E.   P.    Poste.      Jl.   Am. 

Ceramic  Soc.,  vol.  2,  no.  1,  Jan.  1919,  pp.  M2-i:i,  9  figs.  Tests  of  acid  resistance 
undertaken  by  Sub-Committee  on  Enamels  of  Committee  on  Standards  of 
Am.  Ceramic  Soc.      Reference  is  made  to  previous  investigation. 

Fertilizers.  Fertilizers,  R.  dc  C.  Marchand,  South  African  Jl.  Industries,  vol.  1, 
no.  16,  Dec.  1918,  pp.  1521-1529,  1  fie.  Attempt  to  ascertain  quantity  of 
fertilizer  of  all  hinds  manufactured  in  the  Union  of  South  Africa.  Seventh 
and  concluding  article. 

Galvanizing.  The  Electro-Galvanizing  of  Booster  Cases,  Adapters  and  Detonator 
Fuse  Components,  T.  C.  Eichstatedt.  Metal  Industry,  vol.  11,  no.  10,  Mar.  7, 
1919,  pp.    181-182.      Method  developed   by  writer. 

Modern  Processes  of  Galvanizing  Sheet  Steel  (ProeSdes  modernes  de 
galvanisation  de  toles  d'acier).  Metallurgic,  vol.  51,  nOB.  1,  5,  ''•,  8,  10  and  11, 
Jan.  22,  and  29,  Feb.  5  and  19,  Mar.  5  and  12,  1919,  pp.  173-174,  221-22.3, 
279-280,  396,  520,  582-583,  1  fig.  Tanks,  baths,  and  manipulation;  cleaning 
and  scraping;  losses;  scheme  showing  arrangement  of  apparatus;  relative  cost 
of  various  processes;  galvanizing  tanks;  operation  of  tanks.  (Concluded). 
From  Iron  Age. 

Gas  Industry.  The  Gas  Industry,  S.  W.  Parr.  Gas  Indus.,  vol.  19,  no.  2,  Feb 
1919,  pp.  50-52.     Present  and  prospective  status. 

Medium  Pressure,  A.  C.  Howard.  Gas  Indus.,  vol.  19,  no.  2,  Feb.  1919, 
pp.  40-48.  Distribution  of  booster  system  of  citizens  Gas  &  Fuel  Co.  of  Terre 
Haute. 

Operation  and  Chemical  Control,  H.  Vittinghoff.  Gas  Indus.,  vol.  19, 
no.  3,  Mar.  1919,  pp.  65-69.  Chemical  reactions  which  underlie  gas  manu- 
facturing process  in  a  water-gas  plant. 

Springfield  Tests  Indicate  That  Retort  Life  Is  Increased  by  Steaming. 
Am.  Gas  Eng.  Jl.,  vol.  lit),  no.  10,  Mar.  8,  1919,  pp.  211-213.  Test  were  made 
in  connection  with  investigation  by  Mass.  Board  of  Gas  &  Elec.  Commission 
relative  to  adoption  of  calorific  standard  for  gas. 

Steaming  Horizontal  Retorts,  R.  J.  Rew.  Gas  Jl.,  vol.  145,  no.  2905, 
Jan.  14,  1919,  pp.  69-70.  Writer  believes  it  is  best  to  steam  very  slightly  during 
8-hour  carbonizing  period,  but  to  steam  fully  for  an  additional  40  hours. 

Standard  Gas.  Engineering,  vol.  107,  no.  2775,  Mar.  7,  1919,  pp.  304- 
306,  3  figs.  Tests  performed  and  conclusions  arrived  at  by  Research  Sub- 
Committee  of  Instn.  Gas.  Engrs. 

Gasworks  and  the  Supply  of  Motor  Spirit  Engineer,  vol.  127,  no.  3296, 
Feb.  28,   1919,  pp.  196-197,  1  Gg.      Wilton  benzol  rectification  plant. 

Low-Temperature  Carbonization  in  Relation  to  the  Production  of  Motor 
Spirit,  Fuel  Oils.  Smokeless  Fuel  and  Power  Gas;  Its  Aims  and  Objectives, 
F.  D.  Marshall.  Gas  Jl.,  vol.  145,  nos.  2911  and  2912,  Feb.  25,  and  Mar  1, 
1919,  pp.  383-385  and  451-454,  5  figs.  Explanation  of  process  in  view  to  stop 
waste  of  coal;  extent  of  coal  waste  in  England  is  given  in  statistical  tables  ami 
possible  by-product  recovery  is  illustrated  by  diagrammatic  sketch. 

Unusual  Carbonizing  Method.  James  A.  Brown.  Gs.  Jl.,  vol.  145, 
no.  2904,  Jan.  7,  1919,  p.  28.  Difficulties  encountered  in  operation  of  inclined 
ovens  at  Flint  and  Evansville,  Mich.     Paper  before  Mich.  Gas  Assn. 

Principles  of  Gas  Purification  and  Purifier  Design,  F.  W.  Steere.  Gas 
Age,  vol.  43,  no.  6,  Mar.  15,  1919,  pp.  285-290,  8  figs.  Regarding  improvements 
in  apparatus  employed  in  removing  .sulphur  from  gas.  (Continuation  of 
serial) . 

Gasoline.  Gasoline  from  Naturel  Gas,  G.  A.  Burrell.  Petroleum  Age,  vol.  6,  no.  3, 
March-1919,  pp.   101-104.     Types  of  plants;  points  concerning  operation. 

Greenstreet  Cracking  Plant,  R.  H.  Kinnear.  Petroleum  Age,  vol.  6, 
no.  3,  March-1919,  pp.  76-78,  5  figs.  Details  of  method  for  making  gasoline 
by  cracking  petroleum  fractions. 

Status  of  Refinery  Practice  with  Regard  to  Gasoline  Production,  E.  W. 
Dean.  Automotive  Eng.,  vol.  4,  no.  3,  Mar.  1919,  pp.  114-115.  Bureau  of 
Mines  suggestions  in  regard  to  increasing  output  of  gasoline  from  a  given  quan- 
tity of  crude  oil. 

Properties  of  Motor  Gasoline  —  II,  E  W.  Dean.  Automotive  Eng., 
vol.  4,  no.  3,  Mar.  1919,  pp.  132-134  and  147.  Laboratory  methods  of  testing 
gasoline  and  suggested  specifications  for  motor  gasoline. 

Glass.  Welding  Glass  (Notes  sur  le  sondage  des  verrcs),  Leon  Appert.  Bulletin 
de  la  Societe  d'Encouragement  pour  l'Industrie  Nationale,  vol.  131,  no.  1, 
Jan. -Feb.  1919,  pp.  67-91,  4  figs.  History  of  operation;  study  of  physical 
characteristics  required  and  of  phenomena  taking  place;  classification  and  des- 
cription of  processes. 

The  Detection  of  "  Ghosts  "  in  Prisms,  T.  Smith,  Sci.  Am.  Supp.,  vol.  87, 
nos.  2249  and  2245,  Feb.  8  and  15,  1919,  pp.  92-94  and  108-109,  20  figs.  Method 
for  developing  optical  prisms  free  from  undesirable  reflections.  Fram  Tran. 
Optical  Soc.  Lond. 

Glues.  Properties  and  Preparation  of  Glues.  Mech.  Eng.,  vol.  41,  no.  4,  Apr. 
1919,  pp.  382-386.  Data  on  properties,  preparation,  classification,  grading 
and  testing  of  glues,  strength  of  glued  joints,  etc.,  based  on  experimental  work 
of  Bureau  of  Aircraft  Production. 

Helium.  Helium  in  Natural  Gas,  G.  A.  Burrell.  Natural  Gas  &  Gasoline  JL,  vol.  13, 
no.  3,  Mar.  1919,  pp.  97-98.  How  Helium  is  extracted  for  use  in  balloons 
and  dirigibles. 

Hydrogen.  Hydrogen  from  Ferrosilicon.  Iron  Age,  vol.  103,  no.  10,  Mar.  6,  1919, 
p.  608.     French  process  for  filling  British  dirigible  balloons. 

Kerosene.  Testing  Illuminating  Oils,  John  W.  Newton  and  F.  N.  Williams.  Petro- 
leum Age,  vol.  6,  no.  3,  March  1919,  pp.  81-84.  Discussion  of  apparatus 
and  specifications  required  for  determining  quality  of  kerosene  and  similar 
oils.     Second  article. 

Lead  Salts.  The  Sub-Acetate  and  Sub-Sulphate  of  Lead,  Henry  George  Dunham. 
Jl.  Chem.  Soc,  vols.  115  and  116,  no  676,  Feb.  1919,  pp.  109-113.  Lead 
sub-acetate  obtained  by  action  of  acetic  anhydride  on  lead  sub-oxide  at  195 
deg.  cent. ;  physical  and  chemical  properties  of  substance. 


Linoleum.  History  and  Manufacture  of  Floor-Cloth  and  Linoleum,  M.  W.  Jones, 
Jl.  Soc.  Chem.  Indus.,  vol.  38,  no.  3,  Feb.  15,  1919,  pp.  26T-31T.  Account  of 
development  of  industry  in  British  Empire. 

Mustard  Gas.  Continuous  Vacuum  Still  for  "  Mustard  Gas,"  Elford  D.  Streeter. 
Jl.  Indus.  &  Eng.  Chemistry,  vol.  11,  no.  4,  Apr.  1,  1919,  pp.  292-294,  1  fig. 
Apparatus  constructed  for  continuous  distallation  of  "  mustard  gas." 

Development  of  Mustard  Gas.  Jl.  Indus.  &  Eng.  Chemistry,  vol.  11,  no.  4, 
Apr.  1,  1919,  pp.  287-291,  3  figs.  Commercial  production  of  ethylene  apparatus 
and  plant  procedure  for  absorption  of  ethylene  gas  and  monochloride.  Purifica- 
tion of  product. 

Natural  Gas.  The  Analysis  of  Natural  Gas  and  the  Calculation  and  Application  of 
Results,  R.  P.  Anderson.  Jl.  Indus.  &  Eng.  Chemistry,  vol.  11,  no.  4,  Apr.  1, 
1919,  pp.  299-306,  3  figs.  Method  consists  in  passing  a  sample  of  natural 
gas  slowly  into  oxygen  in  which  an  electrically  heated  platinum  spiral  in  glowing, 
the  calculations  being  made  from  an  observation  of  the  contraction  in  volume 
resulting  from  combustion  of  volume  of  carbon  dioxide  that  is  formed. 

Nitric  Acid.  Concentration  of  Nitric  Acid  (La  concentration  de  l'acide  nitriquc), 
M.  Kultenbach.  Chimie  &  Industrie,  vol.  2,  no.  2,  Feb.  1,  1919,  pp.  142-152, 
6  figs.     Theoretical  conditions;  scheme  of  apparatus. 

Nitrogen  Fixation.  The  Present  Status  of  Nitrogen  Fixation,  Alfred  H.  White 
Jl.  Indus.  &  Eng.  Chem.,  vol.  11,  no.  3,  Mar.  1,  1919,  pp.  231-237,  3  figs. 
Summary  of  processes. 

Odors.  An  Investigation  of  Stenches  and  Odors  for  Industrial  Purposes,  V.  C. 
Allison  and  S.  H.  Katz.  Jl.  Indus.  &  Eng.  Chemistry,  vol.  11,  no.  4,  Apr.  1, 
1919,  pp.  336-339,  3  figs.  Apparatus  and  procedure.  Paper  read  before  Am 
Chem.  Soc. 

Organic  Chemistry.  Future  of  Industrial  Organic  Chemistry,  Harold  Hibbert. 
Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  7,  Apr.  1,  1919,  pp.  335-341,  2  figs. 
Review  of  industries  depending  on  organic  chemical  development,  such  as 
food,  clothing,  fuel,  drugs  and  arts. 

Photography.  A  Wax  Medium  and  Process  for  the  Permanent  Coloring  of  Photo- 
graphs. A.  Vernon  Godhold.  Sci.  Am.  Supp.,  vol.  87,  no.  2248,  Feb.  1,  1919, 
pp.  74-75.     From  British  Jl.  Photography. 

Thd  Yellowing  of  Paper,  Alfred  B.  Hitchins.  Sci.  Am.  Supp.,  vol.  87, 
no.  2257,  Apr.  5,  1919,  p.  222,  3  figs.  Study  of  causes  of  principal  factors 
producing  deterioration.  Contribution  to  Paper  from  Ansco  Research 
Laboratory. 

PlCKLINO.  Some  experiments  with  Substitutes  for  Sulphuric  Acid  for  Pickling, 
E.  S.  Thompson.  Brass  World,  vol.  15,  no.  3,  Mar.  1919.  pp.  79-80.  Compara- 
tive tests  on  niter  cake  and  sulphuric  acid  to  determine  their  relative  vlues 
as  pickling  agents  on  hot-rolled  flange  steel. 

Porcelain.  Note  on  Certain  Characteristics  of  Porcelain,  A.  V.  Bleininger.  Jl. 
Ami.  Ceramic  Soc,  vol.  1,  no.  10,  Oct.  1918,  pp.  697-702,  1  fig.  Tests  at  Pitts- 
burgh laboratory  of  Bur.  of  Standards. 

Soap  and  Candles.  The  Manufacture  of  Soap  and  Candles,  M.  Rindl,  South  African, 
Jl.  Industries,  vol.  1,  no.  16,  Dec  1918,  pp.  1487-1495.  Raw  materials  and  by- 
products of  industry;  development  and  present  condition  in  South  Africa. 

Sulphuric  Acid.  Manufacture  of  Sulphuric  Acid  by  the  Chamber  Process,  George 
Crisp.  Gas.  JL,  vol.  145,  no.  2907,  Jan.  28,  1919,  pp.  173-175.  Outline  of 
various  operations  in  plant  and  chemical  reactions  in  chambers.  Paper  before 
Mideland  Section  of  Coke  Oven  Manager's  Assn. 

Tar,  Dehydration  of.  Dehydration  of  Various  Tars,  W.  A.  Twine.  Gas  Jl., 
vol.  145,  no.  2912,  Mar.  4,  1919,  pp.  462-464,  2  figs.  Operation  of  Mond  gas- 
pitch  plant  and  of  dehydrating  plant  for  carbureted  water-gas  emulsion.  Paper 
read  before  Midland  Junior  Gas  Assn. 

Tellurium.  A  Study  of  the  Preparation  of  Certain  Organic  Salts  of  Tellurium, 
Aaron  M.  Hageman.  Jl.  Am.  Chem.  Soc,  vol.  41,  no.  3,  March,  1919,  pp.  342- 
346.  Method  for  the  preparation  of  tellurium  acid  tartaric.  Writer  asserts 
that,  contrary  to  the  findings  of  Becker,  this  salt  can  not  be  separated  from 
tartaric  acid  by  crystalization. 

A  Contribution  to  the  Chemistry  of  Tellurium  Sulfide,  Aaron  M.  Hageman. 
Jl  Am.  Chem.  Soc,  vol.  41,  no.  3,  March,  1919,  pp.  329-341,  1  fig.  Investiga- 
tion concerning  production  and  stability  of  a  sulfide  of  tellurium. 

Trinitrotoluene  Residues.  Trinitrotoluene  Residues  and  Their  Utilisation, 
Maurice  Copisarow.  Chem.  News,  vol.  118,  no.  3065,  Jan.  10,  1919,  pp.  13-14. 
Derivation  of  iso-trolyte  .liquid  T.N.T.,  chloropicrin  and  sulphide  dyes. 

Water  Gas.  Operation  and  Chemical  Control  of  Water  Gas  Sets  in  Small  Plants, 
H.  Vittinghoff.  Am.  Gas  Eng.  Jl.,  vol.  110,  no.  8,  Feb.  22,  1919,  pp.  163-164 
Concerning  economical  operation. 

Operating  a  Water  Gas  Set  Without  a  Relief  Holder  in  Parallel  with  By- 
product Coke  Ovens,  A.  H.  Harris.  Am.  Gas  Eng.  Jl.,  vol.  110,  no.  9,  Mar.  1, 
1919,  pp.  185-188,  5  figs.     General  layout  of  plant. 

All- New  Water  Gas  Plant  Results  at  Providence,  Wm.  Russell.  Gas  Age, 
vol.  43,  nos.  6  and  7,  Mar.  15  and  Apr.  1,  1919,  pp.  277-282  and  364-366,  8  figs. 
Buildings  consist  of  generator  house,  engine  and  pump  house,  washer  house  and 
purifying  house.    (To  be  continued).     Before  N.  E.  Assn.  Gas  Engrs. 


RAILROAD   ENGINEERING 


FOREIGN 


Berlin-Bagdad.  "  Berlin  to  Bagdad,"  a  Study  of  Germany's  Railway  Policy. 
Ry.  Gaz.,  vol.  30,  no.  10,  Mar.  7,  1919,  pp.  445-447,  3  figs.  Diagram  of  through 
railway  routes  between  Germany,  Austria,  Hungary,  the  Balkans  and  the 
Near  East. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


101 


Channel  Tunnel.  Railway  Developments  in  Foreign  Countries.  Ry.  Age,  vol.  64, 
no.  14,  Apr.  4,  1919,  pp.  907-910.  Discussion  of  Channel  tunnel  project  to 
connect  England  and  France.  Condition  of  railways  in  Belgium,  France, 
Russia,  Portugal  and  Mexico  are  quoted. 

European  Lines  After  War.  War  Situation  and  Service  of  European  Railways, 
Sanuel  O.  Dunn.  Ry.  Age,  no.  12,  Mar.  21,  1919,  pp.  762-704.  Physical 
condition  of  British  and  French  lines;  comparison  of  European  and  American 
service. 

Spain.  An  important  Development  in  the  Railways  of  Spain,  F.  Lavis.  Ry.  Age, 
vol.  66,  nos.  13  and  14,  Mar.  28  and  Apr.  4,  1919,  pp.  825-831  and  829-894, 
15  figs.  General  description  of  project  for  proposed  new  trunk  line  and  train 
service  from  France  to  Straits  of  Gibraltar. 

BRAKES 

Brake  Tests.  Report  on  the  Automatic  Straight  Air  Brake.  Ry.  Age,  vol.  66, 
no.  13,  Mar.  28,  1919,  pp.  840-842.  Tests  of  air-brake  system  of  Automatic 
Straight  Air  Brake  Co.  of  N.  Y.,  conducted  by  Bureau  of  Safety. 

ELECTRIC   RAILROADS 

Financial  Condition.  Electric  Railways  and  Investors,  Francis  H.  Sisson.  Elec. 
Ry.  Jl.,  vol.  53,  no.  11,  Mar.  15,  1919,  pp.  506-608.  Discusses  financial  condition 
of  electric  railways,  which  in  writer's  opinion  is  serious  and  has  been  aggravated 
by  large  wage  awards.     Paper  before  Am.  Elec.  Ry.  Assn. 

Narrow-Gage  Railways.  The  Electric  Railway  of  0.60  m.  Gage  (I.e  ehomin  de 
fer  electrique  a  ecartement  de  0.60m),  L.  Esbran.  Bulletin  de  la  Soci^te' 
Francaise  ties  Electriciens,  vol.  9,  no.  76,  Jan.  1919,  pp.  53-71,  4  figs.  Steam 
locomotives  vs.  electric  locomotives  for  24-in.  gage  roads;  transmission  of 
power;  construction  of  track. 

High -Power  Electric  Locomotives  for  Narrow  Gauge  Goods  Trains.  Elecn., 
vol.  82,  no.  2128,  Feb.  28,  1919,  pp.  250-252,  5  figs.  Comparison  of  various 
electrical  locomotives.     (Concluded). 

Single-Phase  Locomotive,  Swiss.  The  Single-Phase  Locomotives  of  the  Swiss 
Federal  Railways  and  the  New  Oerlikon  Locomotives  (Las  locomotoras  mono- 
fasicas  de  Jos  derrocarriles  federales  suizos  y  nuevos  tipos  de  locomotoras  de 
lo8  taleres  de  construccion  Oerlikon).  Energia  Electrica,  vol.  21,  no.  2,  Jan.  25, 
1919,  pp.  21-23,  2  figs.  General  features  and  dimensions  of  types  —  J-C-I  and 
I-BB-I.     (To  be  continued). 

ELECTRIFICATION 

American.  Some  Possibilities  of  Steam  Railroad  Electrification,  Calvert  Townlev. 
Elec.  Rev.,  vol.  74,  no.  12,  Mar  21,  1919.  pp.  452-454.  Plea  for  greater  co- 
operation between  railroad  and  electrical  interests. 

French.  Partial  Electrification  of  a  Great  Railway  System  (L'electrification  partiello 
d'un  grand  reseau  chemins  de  fer),  Revue  Ginerale  de  l'Electricit£,  vol.  5, 
no.  11,  Mar.  15,  1919,  pp.  422-427,  4  figs.  Economic  considerations  invoked 
in  electrification  project  of  Cie.  d'Orleans.  Supplements  article  in  issue  of 
Nov.  16,  1918,  p.  730.  Paper  before  Soci6t6  d'Encouragement  pour  1'induBtrie 
nationale. 

EQUIPMENT 

Dynamometer  Car.  Old  and  New  Dynamometer  Cars,  London  &  North- Western 
Railway.  Ry.  Gaz.,  vol.  30,  no.  8,  Feb.  21,  1919,  pp.  304-305,  4  figs.  Me- 
chanism consists  of  laminated  spring  having  30  flat  plates,  each  separated  from 
next  by  rollers;  a  cast-iron  bracket  is  bolted  on  the  spring  and  moves  with  it. 
so  actuating  traction  pen,  which  registers  amount  of  pull  in  tons  on  paper  record. 

Motor  Inspection  Cars.  A  new  Rail  Motor  Inspection  Car.  Railway  Gaz., 
vol.  30,  no.  11,  Mar.  14,  1919,  pp.  489-490,  1  fig.  Report  of  tests  of  Modland 
Railway  Co. 

LABOR 

British.  The  Personnel  of  the  Railway  Engineer's  Department  Under  State  Control. 
Ry.  Gaz.,  vol.  30.  no.  7,  Feb.  14,  1919,  pp.  249-250.  Writer,  who  claims  20 
years'  railroad  experience,  takes  gloomy  view  of  British  railway  nationalization. 

LOCOMOTIVES 

Adiiesion.  Locomotive  Adhesion,  H.  C.  Webster.  Ry.  Gaz.,  vol.  30,  no.  10,  Mar.  7, 
1919,  pp.  447-449,  2  figs.  Analysis  of  variation  in  pressure  between  tire  and 
rail;  graph  showing  resistance  to  slipping  per  wheel  against  co-efficient  of 
frictiou. 

Australian  Locomotives.  Australian  Railways.  Indus.  Australian  &  Min. 
Standard,  vol.  61,  no.  1581,  Feb.  27,  1919,  p.  375,  2  figs.  Australian  types 
of  locomotives. 


Balancing.  Balancing  of  Locomotives,  S.  H.  Jenkinson. 
4  Technology,  vol.  2,  no.  1,  Jan.  1919,  pp.  19-28,  2  figs. 
for  various  defined  positions  of  balance  wheels. 


New  Zealand   .11.   Sci. 
Equtions  for  balancing 


Consolidation.  Large  Consolidation  Type  Locomotive  for  the  P.  &  R.  Ry.  Age, 
no.  12,  Mar.  21,  1919,  pp.  760-762,  2  figs.  With  tractive  effort  of  61,200  lb. 
and  small  drivers,  they  are  adapted  to  heavy  drag  service. 

Electric  Locomotives.     See  Electric  Railroads,  above. 

History.  The  Evolution  of  the  High-Speed  Locomotive  from  1878  to  1914  and  the 
Influence  of  the  Alsatian  School  (L'eVolution  de  la  locomotive  a  grande  vitesse 
de  1878  a  1914  et  l'infiuence  de  l'ecole  alsacienne  sur  cette  evolution),  M. 
Herdner.  Genie  Civil,  vol.  74,  no.  6,  Feb.  8,  1919,  pp.  105-111,  6  figs.  De- 
velopment of  French  locomotives.  Abstract  of  presidential  address  before 
the  Societe'  des  Ingenieurs  CiviU. 


Powdered  Fuel.  Powdered  Fuel  Burning  Apparatus  for  an  Australian  Railway. 
Ry.  Rev.,  vol.  04,  no.  12,  Mar.  22,  1919,  pp.  457-459,  4  figs.  Details  of  50-ton, 
6-wheel  switching  locomotive  operating  on  powdered  fuel  with  Fuller  engineering 
equipment. 

Standard  Heavy  2-10-2.  Standard  Heavy  2-10-2  Locomotive.  Ry.  Mech.  Engr., 
vol.  93,  no.  3,  March  1919,  pp.  119-123,  14  figs.  Plans,  sections  and  dimen- 
sions of  heaviest  Administration  single-unit  type. 

Heavy  Tvpe  Locomotive  for  Rock  Island.  Rv.  Jl.,  vol.  25,  no.  4,  Apr. 
1919.  pp.  17-18,  2  figs.  Details  of  2-10-2  type,  designed  lor  load  of  60,000  lb. 
on  each  pair  of  drivers  and  said  to  be  capable  of  traversing  16-deg.  curves. 

MAINTENANCE 

Car  Inspection.  Unified  Inspection  and  Maintenance  of  Car  Equipment,  J.  J. 
Tatum.  Ry.  Rev.,  vol.  04,  no.  13,  Mar.  29,  1919,  pp.  473-474.  Explanation 
of  purposes  of  railroad  administration  in  its  efforts  to  standardize  railway 
rolling  stock  and  in  establishment  of  uniform  rules  for  maintenance  of  already 
existing  equipment.     Also  in  Ry.  Age,  no.  12,   Mar.  21,  1919,  pp.  773-775. 

Labor-Saving  Devices  30  Labor-Saving  Devices  or  "  Kinks"  for  Railway  Main- 
tenance of  Way  Work.  Eng.  &  Contracting,  vol.  51,  no.  12,  Mar.  19,  1919, 
pp.  288-290.  Report  of  Committee  on  Labor-Saving  Devices  at  convention 
of  Am.  Ry.  Eng.  Assn. 

NEW   CONSTRUCTION 

BRAZIL.  Railway  Developments  in  Foreign  Countries.  Ry.  Age,  vol.  66,  no.  13, 
Mar.  28,  1919,  pp.  804-800,  1  fig.     Proposed  new  railway  in  Para,  Brazil. 

Hetch  Hetchy.  The  Hetch  Hetcliy  Railroad,  Rudolph  W.  Van  Norden.  Jl. 
Electricity,  vol.  42,  no.  3»  Mar.  1,  1919,  pp.  202-203,  3  figs.  Railroad  material 
and  equipment  (it   Hetch   Hetohy   water  and  power  project.     Total  length  of 

^     I    road,  OS  miles. 


i»   ■  -. 


OPERATION    AND    MANAGEMENT 


TRAIN  Speeds,  European  European  Train  Speeds.  Rv.  Gaz.,  vol.  3 
7.  Ill  and  11,  Jan.  21.  31,  Feb.  II,  Mar.  7  and  11,  1919,  pp.  125-] 
259-264,  450-454,  and  501-503,  30  figs.     Survey  of  highest,  longesi 


FREIGHT  Handling.  Reducing  the  Cost  of  Handling  Freight.  Ry.  Rev.,  vol.  64, 
no.  12,  Mar.  22,  1919,  pp.  453-454,  4  tigs.  Operation  of  N.  Y.  Central  freight 
terminal  in  Cleveland. 

Loading,  Train  and  Engine.  Train  and  Engine  Loading,  T.  H.  Williams,  Proc. 
Pacific  Ry.  Club,  vol.  2,  no.  11,  Feb.  1919,  pp.  3-15  and  (idscussion)  pp.  16-23, 
Definition  and  explanation  of  terms  used  in  connection  with  train  and  engine 
loading. 

Maximum  Car  Loading,  Win.  H.  MeClymonds.  Ry.  Rev.,  vol.  64,  no.  13, 
Mar.  29,  1919,  pp.  171-47").  Discusses  advisability  of  keeping  freight-car 
loads  up  to  the  maximum  possible  and  consistent  in  the  circumstances.  Paper 
read  before  Pacific  Ry,  Club. 

Railroad  Problem.  Compensation  of  Railroads  Under  Federal  Control,  J.  M. 
Souby.  Ry.  Age,  no.  12,  Mar.  21,  1919,  pp.  751-751.  Writer  believes  that  less 
than  justice  has  been  done  by  Administration  in  its  interpretation  of  the  law 
taking  over  the  I  0 

A  Possible  Solution  of  the  Railroad  Problem — II,  F.  J.  Lisman.  Ry.  Age, 
vol.  64,  no.  1 1,  Apr.  4,  1919,  pp  883-889,  3  figs.  Maps  showing  tentative  com- 
bination of  railway  systems,  indicating  possibilities  of  combining  strong  and 
weak  systems  SO  that  strong  will  easily  be  able  to  carry  weak. 

San  Francisco.  Not  facilities  to  Eliminate  Congestion  in  San  Francisco,  C.  W. 
Geiger.  Elec.  Traction,  vol.  15,  no.  3,  Mar.  15,  1919,  pp.  177-180,  4  figs. 
Construction  of  extra  tracks  for  relieving  congestion  at  terminals  of  United  R.R. 
of  San  Francisco. 

30,  nos.  4,  5, 
._.-132,  175-179, 
zoy-zm,  tov-to-i,  ana  ooi-ouo,  ,su  ngs.     ourvey  oi  uignesw  longest  and  fastest 
non-stop  runs,  speed  of  trains  between  two  places  and  geographical  distribution 
of  important  service.      (Continuation  of  serial.) 

U.  S.  Railroad  ADMINISTRATION.  General  Orders  from  Railroad  Administration. 
Ry.  Jl.,  vol.  25,  no.  4,  Apr.  1919,  pp.  6-10,  Concerning  relations  between  U.  S. 
R.  R.  Administration  and  the  state  railroad  and  public-service  commissions. 

The  Arithmetic  of  Railroading.  VV.  J.  Cunningham.  Official  Proc.  N.  Y. 
Railroad  Club,  vol.  29,  no.  4,  Feb.  21,  1919,  pp.  5550-5569.  Concerning 
operation  of  U.  S.  Ry.  Administration. 

PERMANENT   WAY  AND  BUILDINGS 

Pearson's  Permanent  Way.  Pearson's  Patent  Permanent  Way,  J.  D.  Pearson 
Indian  Eng.,  vol.  65,  no.  7,  Feb.  15,  1919,  pp.  96-97,  7  figs.  In  principle  it 
resembles  longitudinal  rail  formerly  used  in  7-ft.  gage.  It  provides  continuous 
support  for  rail  without  use  of  transverse  ties. 

Rail  Bonds.  Conditions  Govern  the  Choice  of  Rail  Bonds,  G.  H.  McKelway.  Elec. 
Ry.  Jl.,  vol.  53,  no.  12,  Mar.  22,  1919,  pp.  591-592,  5  figs.  Discussion  of  com- 
mon types  of  rail  bonds  and  their  adaptation  to  conditions. 

Surveys.  Railway  Right-of-Way  Surveys  and  Descriptions,  Ed.  Thompson  Wilkie. 
Can.  Engr.,  vol.  20,  no.  10,  March  6,  1919,  pp.  277-279,  1  fig.  Suggests  method 
of  making  right-of-way  surveys.  Presented  at  the  Meeting  of  Assn.  Ontario 
Land  Surveyors. 

Ties,  Waterproofing.  Waterproofing  Railway  Ties  to  Preserve  Them.  H.  K. 
Wicksted.  Ry.  Age,  vol.  66,  no.  13,  Mar.  28,  1919,  pp.  849-850.  Method  of 
treatment  involves  thorough  drying  and  then  sealing  against  moisture.  Paper 
read  before  Can.  Ry.  Club. 

RAILS 

Conservation.  Some  Results  of  Rail  Conservation,  W.  R.  Dunham,  Jr.  Elec. 
Ry.  Jl.,  vol.  53,  no.  12,  Mar.  22,  1919,  pp.  562-565,  7  figs.  Aligning  of  old 
rails  and  elimination  of  low  joints. 


102 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Creep.  Rail  Creep  and  Expansion,  E.  Capone.  Tramway  &  Ry.  World,  vol.  45, 
no.  13,  Mar.  13,  1919,  pp.  115-117,  8  figs.  Anchors  for  conductor  rails.  Method 
for  anchoring  sleepers. 

Specifications.  Change  in  Rail  Specifications  Proposed.  Iron  Age,  vol.  103,  no. 
13,  Mar.  27,  1919,  p.  819.  Results  of  experiments  on  gauging  .-nd  testing  rails. 
Presented  at  Convention  Am.  Ry.  Eng.  Assn. 

ROLLING  STOCK 

Automobile  Cars.  Automobile  Cars  for  the  I.  C.  Ry.  Mech.  Engr.,  vol.  93,  no.  3, 
March  1919,  pp.  141-145,  12  figs.  Design  features  of  single-sheathed  type 
of  80,000  lb.  capacity. 

Concrete  Cars.  Concrete  Freight  Car.  Ry.  Jl.,  vol.  25,  no.  4,  Apr.  1919,  p.  25. 
Gondola  type  built  for  Illinois  Central  R.R.  Claimed  that  tests  of  completed 
cars,  both  empty  and  loaded,  demonstrated  its  practicability  for  rough  service. 

Gondola  Car  of  Reinforced-Conerete  Construction.  Ry.  Age,  no.  12, 
Mar.  21,  1919,  pp.  776-778,  3  figs.  Design  incorporating  steel  center  sills  with 
concrete  floor,  sides  and  ends. 

Concrete  Freight  Car.  Ry.  Rev.,  vol.  64,  no.  13,  Mar.  29,  1919,  pp. 
475^176,  3  figs.  Description  of  gondola-type  car  in  which  the  body  structure 
has  been  made  of  reinforced  concrete  resting  upon  and  amalgamated  with  a 
steel  center  sill  and  body  bolster  assembly  of  usual  form. 

Freight  Equipment.  Freight  Equipment  as  Handled  Under  Present-Day  Inter- 
change, T.  J.  O'Donnell.  Official  Proc.  Car  Foremen's  Assn.  Chicago,  vol.  14, 
no.  5,  Feb.  1919,  pp.  78-87.  Conditions,  from  mechanical  standpoint,  which 
determine  selection  and  movement  of  freight  cars. 

Lighting,  Electric  Electric  Lighting  of  Railway  Cars,  B.  H.  Ehringer.  Official 
Proc.  Car  Foremen's  Assn.,  Chicago,  vol.  14,  no.  5,  Feb.  1919,  pp.  29-33  and 
(discussion)  pp.  33-35.  Ball  bearings  vs.  brass  bearings  in  lighting  equipment, 
from  point  of  view  of  maintenance. 

Workshop  Trains.  60.  Cm.  Workshop  Trains  for  France.  Ry.  Gaz.,  vol.  30,  no. 
4,  Jan.  24,  1919,  pp.  135-137,  8  figs.  Each  train  (narrow-gage  road)  comprises 
generating  car,  two  machinery  cars,  tool  van,  stores  van  and  officers  car. 
Generating  car  is  filled  with  gasoline-electric  generator  sets  in  duplicate. 

SAFETY  AND  SIGNALING  SYSTEMS 

Tunnel  Signals.  An  Automatic  Audible  Warning  for  Tunnels.  Ry.  Gaz.,  vol.  30 
no.  4,  Jan.  24,  1919,  pp.  141-142,  1  fig.  Tube  slung  throughout  length  of 
Metropolitan  Ry.  2200-ft.  tunnel  is  struck  by  hammers  actuated  by  electro 
magnets  which  train  sets  in  operation  on  entering. 

SHOPS 

Forge  Work.  Buckles  for  Laminated  Springs  and  Other  Forge  Work.  Ry.  Gaz., 
vol.  30,  no.  4,  Jan.  24,  1919,  pp.  142-144,  5  figs.  Manufacturing  operation  in 
forge  department  of  a  railway  shop. 

Locomotive  Driving  Boxes.  Machining  Locomotive  Driving  Boxes,  M.H.  Williams. 
Ry.  Mech.  Engr.,  vol.  93,  no.  3,  March  1919,  pp.  155-159,  8  figs.  Applicances 
designed  to  obtain  accuracy  and  reduce  time. 

Superheater  Locomotives.  Shop  Treatment  of  Superheater  Locomotives,  A.  D. 
Williams.  Railroad  Herald,  vol.  23,  no.  3,  Feb.  1919,  pp.  67-69.  Practice  of 
Southern  Pacific  in  converting  saturated  locomotives  to  superheated.  From 
paper  before  Pacific  Coast  Ry.  Club. 

Welding.  Spot  Welding  Railroad  Tinware.  Ry.  Mech.  Engr.,  vol.  93,  no.  3,  March 
1919,  pp.  151-153,  3  figs.     Equipment  used  by  I.  C. 

SPECIAL  LINES 

French  Local  Railroads.  Present  Condition  and  Future  of  French  Local  Rail- 
roads (L'6tat  actuel  et  l'avenir  de  noscheminsde  fer  d'interet  local),  G.  Mangin. 
Genie  Civil,  vol.  74,  nos.  7,  8  and  9,  Feb.  15,  22  and  Mar.  1,  1919,  pp.  129-131, 
146-147  and  169-171,  16  figs.  Economical  aspect  of  rural  transportation. 
Three  systems  are  considered:  Truck  service,  normal-gage,  and  narrow-gage 
railroads.  Feb.  22;  Schneider  Electric  locomotive.  Mar.  1:  Utilization  of  war 
narrow-gage  material  in  agricultural  railways. 

TERMINALS 

Akron.  Modern  Terminal  in  Akron.  Elec.  Traction,  vol.  15,  no.  3,  Mar.  15,  1919, 
pp.  167-169,  4  figs.  Prominent  feature  in  arrangement  of  train  shed  with 
separate  subway  entrances  to  boarding  platforms  located  between  each  pair 
of  tracks. 

Cleveland.     New  Plan  for  a  Union  Station  at  Cleveland,  Ohio.     Ry.  Age,  no.  12, 
Mar.  21,  1919,  pp.  755-758,  5  figs.     Suggested  design  for  passenger  station  with 
a  two-level  street  entrance.     Also  in  Ry.  Rev.,  vol.  64,  no.  13,  Mar.  29,  1919, 
pp.  469-472,  6  figs. 

Glasgow.  North  British  Railway  Improvements  at  Glasgow,  Frederick  C.  Coleman. 
Ry.  Age,  vol.66,  no.  13,  Mar.  28, 1919,  pp.  843-846,  6  figs.  Layout  of  freight 
yard  and  warehouses.     Said  to  be  largest  terminal  in  Scotland. 

STREET  RAILWAYS 

Fares.  Rate  of  Return  in  Service-at-Cost  Franchises,  Edwin  Gruhl.  Eleo.  Ry.  Jl., 
vol.  53,  no.  11,  Mar.  15,  1919,  pp.  502-505.  Remarks  that  while  commissions 
and  courts  have  not  established  basis  for  fixing  rate  of  return  necessary  to 
attract  capital,  nevertheless  position  of  company,  basis  of  fair  value  and  various 
safeguards,  all  influence  investor's  demand.     Before  Am.  Elec.  Ry.  Assn. 

How  the  Public  Feels  About  It.  Elec.  Ry.  Jl.,  vol.  53,  no.  13,  Mar.  29, 
1919,  pp.  639-643.  Opinions  of  representative  public  leaders  of  various  classes 
regarding  guarantee  of  return,  aid  through  taxation,  municipal  vs.  state  owner- 
ship, and  indeterminate  franchise. 


Car  Lighting.  Urban  Rapid  Transit  Car  Lighting,  Clifton  W.  Wilder  and  Albert  E. 
Allen.  Tran.  Ilium.  Eng.  Soc,  vol.  14,  no.  1,  Feb.  10,  1919,  pp.  24-35  and 
(discussion)  pp.  36-44,  16  figs.  Study  of  problem  in  New  York  City,  under- 
taken by  writers  in  behalf  of  Public  Service  Commission. 

Freight  Traffic.  Development  of  Freight  Traffic  on  Interurban  Lines,  A.  B.  Cole. 
Elec.  News,  vol.  28,  no.  6,  Mar.  15,  1919,  pp.  29-30  and  40.  Considered  in  its 
relations  to  the  law,  the  public,  shippers,  electric-railway  operators,  the  traffic 
bureau,  service,  rates  and  facilities. 

Maintenance.  Maintenance  Problems,  Arthur  C.  Carty.  Elec.  Traction,  vol.  15, 
no.  3,  Mar.  15,  1919,  pp.  184-186,  4  figs.  Account  of  endurance  of  tramway  for 
traveling  750,000  miles  in  22  years. 

Maintenance  Practice  of  the  San  Francisco  Municipal  Railway,  N.  A. 
Eckhart.  Elec.  Ry.  Jl.,  vol.  53,  no.  12,  Mar.  22,  1919,  pp.  559-561,  3  figs. 
Kesults  of  five  years  of  operation  with  reference  to  relation  of  construction  to 
upkeep. 

Maintenance  of  Door  Operators,  George  E.  Oakley.  Elec.  Ry.  Jl.,  vol.  53 
no.  12,  Mar.  22,  1919,  pp.  588-589.  Writer  outlines  methods  used  for  operating 
and  controlling  movement  of  doors  and  describes  general  methods  used  in 
inspection  and  overhauling  of  door  apparatus. 

Traffic  Check.  The  Traffic  Check  and  What  it  Showed  on  the  Public  Service  Rail- 
way. Elec.  Ry.  Jl.,  vol.  53,  no.  13,  Mar.  29,  1919,  pp.  644-648,  2  figs.  Origin 
to  destination  check  of  passenger  traffic,  conducted  during  latter  part  of  last 
year,  and  study  of  location  of  various  traffic  centers.     Third  article. 

Troi'ghwork.  Trouglnvork  and  Other  Protection,  G.  H.  McKelway.  Elec.  Traction, 
vol.  15,  no.  3,  Mar.  15,  1919,  pp.  172-176,  6  figs.  Methods  of  installing  various 
kinds  of  trough  work  and  protection  for  overhead  structures  and  other  con- 
struction above  trolley  wire. 

Wartime,  Europe.  Continental  Tramways  in  War-Time — II.  Elec.  Ry.  &  Tram- 
way Jl.,  vol.  40,  no.  961,  Mar.  7,  1919,  pp.  85-90,  2  figs.  Repair  shops  of  General 
Omnibus  Co.  and  Metropolitan  Railway. 

Zone  Systems.  Zone  System  for  New  Jersey.  Elec.  Ry.  Jl.,  vol.  53,  no.  11,  Mar. 
15,  1919,  pp.  523-528,  2  figs.  Details  of  the  petition  of  public  service  railways 
to  Public  Utility  Commission. 

How  the  Public  Service  Railway  Established  and  Will  Collect  Its  Zone 
Fare.  Elec.  Ry.  Jl.,  vol.  53,  no.  12,  Mar.  22,  1919,  pp.  598-604,  9  figs.  Com- 
pany proposes  to  put  a  ticket-issuing  machine  on  front  platform  by  which  each 
passenger  will  receive  a  check  indicating  the  zone  in  which  he  boards  the  car, 
then  he  pays  the  appropriate  fare  as  he  leaves  by  the  rear  platform. 

The  Zone  Fare  in'  Practice — Glasgow,  Walter  Jackson.  Elec.  Ry.  Jl., 
vol.  53,  nos.  10  and  13,  Mar.  8  and  29,  1919,  pp.  446-453,  and  632-638,  15  figs. 
Layout  of  tramway  system  service  on  different  lines  as  regards  speed  and  head- 
ways and  application  of  graded  fare.  Second  article.  Mar.  29:  Considers 
standard  double-deck  car,  the  make-up  of  schedules,  the  hours  and  rates  of  pay 
of  transportation  employees  and  the  checking  and  auditing  of  the  differential 
system  of  graded  fares. 


ORGANIZATION  AND  MANAGEMENT 


ACCOUNTING 


Cost  Accounting.  Uniform  Cost- Accounting.  Ice  &  Refrigeration,  vol.  56,  no.  2, 
Feb.  1919,  pp.  101-109,  8  figs.  Forms  covering  cost  accounting  for  production 
and  distribution  of  ice,  worked  out  by  special  committee  of  Na.  Assn.  Ice 
Industries. 

Cost  Accounting  to  Aid  Production — VII,  G.  Charter  Harrison.  Indus. 
Management,  vol.  57,  no.  4,  Apr.  1919,  pp.  314-318,  3  figs.  Expansion  of 
application  of  scientific  management  principles.  Theory  illustrated  by  sample 
of  firm  entering  field  of  manufacturing  automobile  trucks. 

Inventories.  Accurate  Inventories  Aid  Output,  Clifford  E.  Lynn.  Iron  Trade 
Rev.,  vol.  64,  no.  13,  Mar.  27,  1919,  pp.  828-829,  2  figs.  Form  of  keeping 
complete  plant  records  of  finished  and  semi-finished  stocks. 

Production  Accounts.  Systematizing  Production  Accounts,  Ralph  E.  Butz. 
Iron  Trade  Rev.,  vol.  64,  no.  12,  Mar.  20,  1919,  pp.  757-759.  Methods  for 
keeping  records  of  costs  in  manufacturing  plants.  It  is  recommended  that 
accounting  be  operated  on  double-entry  principle. 

EDUCATION 

Crew  Instruction  at  Hydroelectric  Plant.  Operation  at  Holtwood,  Charles 
H.  Bromley.  Power,  vol.  49,  no.  12,  Mar.  25,  1919,  pp.  450-454,  6  figs.  Methods 
used  in  instruction  of  crew  at  hydroelectric  station  of  Pa.  Water  &  Power  Co. 
First  article  of  series. 

Education  and  Industry.  Industry,  Democracy,  and  Education,  C.  V.  Corless. 
Bui.  Am.  Inst.  Min.  &  Metallurgical  Engrs.  no.  148,  Apr.  1919,  pp.  621-635. 
Social  problems  developed  from  moral  forces  which  found  themselves  released 
at  termination  of  war. 

Soldiers.  Soldiers  Civil  Re-Establishment,  L.  Anthes.  Jl.  Eng.  Inst.  Can.,  vol.  2, 
no.  3,  Mar.  1919,  pp.  185-187.  Notes  on  responsibility  for  soldiers'  welfare 
placed  on  those  who  did  not  share  their  sacrifice. 

Women,  Training  School  for.  Training  Women  in  an  Airplane  Plant,  James  W. 
Russell.  Machy.,  vol.  25,  no.  7,  Mar.  1919,  pp.  593-595,  7  figs.  Experiments 
and  results  in  Curtiss  Aeroplane  &  Motor  Corporation's  training  school. 

FACTORY  MANAGEMENT 

Credit.  Mathematics  of  Credit  Extension,  Frederick  Thulin.  Jl.  Accountancy, 
vol.  27,  no.  4,  Apr.  1919,  pp.  259-267.  Question  of  determining  point  of  limi- 
tation to  which  grant  of  credit  can  go  and  of  determining  prima  facie  amount 
of  capital,  if  any,  a  business  requires  from  its  proprietorship  in  reference  to 
particular  request  of  credit  under  consideration. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


103 


Employment  System.  Employment  System  of  Cincinnati  Planer  Co.,  A.  J.  Schneider. 
Machy.,  vol.  25,  no.  7,  Mar.  1919,  pp.  622-623,  8  figs.  Forms  of  inquiry  cards, 
record  sheets  and  employment  pass. 

The  Employment  Department,  G.  L.  Hostetter.  Eng.  &  Indus.  Manage- 
ment, vol.  1,  no.  5,  Mar.  13,  1919,  pp.  142-143.  Discusses  effect  of  defective 
organization  upon  minds  of  applicants  for  employment  and  shows  how  first 
impressions  generally  influence  the  worker  in  the  factory. 

Selecting  and  Training  Interviewers,  Roy  Willmarth  Kelly.  Tndust. 
Management,  vol.  57,  no.  4,  Apr.  1919,  pp.  263-270,  9  figs.  Analyzes  knowledge 
and  training  needed  by  employment  interviewer  and  points  out  specific  infor- 
mation he  should  secure  in  regard  to  his  community. 

Forge-Shop  Maintenance  Department.  Methods  of  Increasing  Shop  Efficiency, 
J.  D.  Lannon.  Am.  Drop  Forger,  vol.  5,  no.  3,  Mar.  1919,  pp.  117-120.  Schemes 
for  sustaining  maintenance  department  in  forge  shop.     First  article. 

0 

Human  Activities,  Classification  of.  Human  Parasitism  or  Service,  Harrington 
Emerson.  Indus  Management,  vol.  57,  no.  4,  Apr.  1919,  pp.  257-262,  1  fig. 
Classifies  human  activities  into  nine  elements.  Graphs  for  purpose  of  aiding 
each  one  to  know  where  he  belongs  and  what  he  is  doing. 

Human  Factor  in  Efficiency.  The  Human  Factor  in  Efficiency  Methods,  E.  A. 
Pells.  Elec.  Rev.,  vol.  84,  no.  2153,  Feb.  28,  1919,  p.  22S.  Social,  economic, 
and  hygenic  conditions  of  worker  as  affecting  efficiency. 

Industrial  Organization.  Managing  for  Maximum  Production — II.  L.  V.  Estes. 
Indus.  Management,  vol.  57,  no.  4,  Apr.  1919,  pp.  284-288,  5  figs.  Theory  of 
functions  of  industrial  organizations.  It  is  advanced  that  the  industrial  machine 
should  be  so  built  that  routine  work  becomes  compulsorily  automatic. 

Problems  of  Industrial  Organization,  ^fajor  Greenwood.  Colliery 
Guardian,  vol.  117,  no.  3035,  Feb.  28,  1919,  p.  477.  Remarks  that  while  details 
of  production,  quantities  of  goods  made,  nature  and  powers  of  machines  are 
matters  which  can  be  adequately  described,  such  is  not  the  case  with  efficiency 
of  workers.  Paper  before  Roy.  Statistical  Soc.  Also  abstracted  in  Eng.  & 
Indus.  Management,  vol.  1,  no.  5,  Mar.  12,  1919,  pp.  150-154. 

Labor  Turnover.  Proper  Systems  Reduce  Labor  Turnover.  Automotive  Industries. 
vol.  40,  no.  12,  Mar.  20,  1919,  pp.  619-621.  Statistics  of  labor  turnover  and 
analysis  of  factory  methods  for  handling  it. 

Labor  Turnover  and  a  Remedy,  W.  H.  Weingnr.  Am.  Much.,  vol.  50, 
no  11,  Mar.  13,  1919,  pp.  497-499,  5  figs.  How  a  munition  plant  has  handled 
problem. 

Layout  of  Works.  The  Thornycroft  Motor  Works  at  Basingstoke.  Ry  Gas., 
vol.  30,  no.  5,  Jan.  31,  1919,  pp.  168-169,  5  figs.  Layout  of  works  and  views 
of  laboratories. 

The  Automobile  Factory — III.  Automobile  Engr.,  vol.  9,  no.  124,  Mar 
1919,  pp.  87-94,  18  figs.     Notes  on  layout,  construction  and  equipment. 

Library.  The  Organization  of  a  Factory  Library,  W.  Barbour.  Jl.  Soc.  Chem. 
Indus.,  vol.  39,  no.  3,  Feb.  15,  1919,  pp.  35R-40R.  Particulars  of  a  system 
of  indexing  books,  extracts,  periodicals,  manuscripts,  papers,  reports  and  charts. 

Limitation  of  Output.  The  Limitation  of  Output,  Andrew  Stewart.  Engineering 
Review,  vol.  32,  no.  9,  Mar.  15,  1919,  pp.  247-250,  6  figs.  Deals  with  problem 
of  restriction  of  output  of  men  and  machines 

Machine  Tool  Plant.  Organization  and  Management  of  a  Machine  Tool  Plant, 
Oscar  Kylin  and  Erik  Oberg.  Machy.,  vol.  25,  no.  7,  Ma.-.  1919,  pp,  608-614, 
10  figs.  Principles  of  organization  and  details  of  system  used  in  a  medium-size 
machine-tool  manufacturing  plant.     First  article. 

Management  Systems.  Democracy  Applied  to  Shop  Management.  Iron  Ace, 
vol.  103,  no.  12,  Mar.  20,  1919,  pp.  743-745.  Describes  system  adopted  by 
Am.  Multigraph  Co.,  said  to  be  based  on  American  form  of  government. 

"  Efficiology  "  a  Method  of  Making  Profits  by  Universal  Democracy, 
W.  S.  Rogers  and  Nellie  M.  Scott.  Indus.  Management,  vol.  57,  no.  4,  Apr 
1919.  pp.  299-301,  3  figs.  Method  of  Bantam  Ball  Bearing  Co.  Charts  of 
authority  and  responsibility. 

Milling  Calculations.  Milling  Calculations,  Robert  S.  Lewis.  Chem.  &  Metal- 
lurgical Eng.,  vol.  20,  no.  5,  March  1,  1919,  pp.  224-233,  2  figs.  Formula;  for 
determining  extraction  of  processes,  efficiency  of  machines,  density  of  solids, 
solutions  and  pulps;  notes  on  methods  of  testing  and  miscroscopic  examination; 
bibliography  of  articles  dealing  with  calculations. 

Profit  Sharing.  A  Profit-Sharing  Plan  for  Executives,  A.  P.  Ball.  Indus.  Manage- 
ment, vol.  57,  no.  4,  Apr.  1919.  pp.  296-298,  3  figs.  Experiment  of  Square  D 
Company. 

Rotation  in  Jobs.  What  is  the  Value  of  Rotation  in  Jobs?  Harry  Tipper.  Auto- 
motive industries,  vol.  40,  no.  12,  Mar.  20,  1919,  pp.  628-629.  Discussion 
whether  employer  or  employee  benefits  most  from  shifting  workers  frequently. 

ciENTinc  Management.  Seven  Common  Questions  Regarding  Scientific  Manage- 
ment, Carle  M.  Bigelow.  Indus.  Management,  vol.  57,  no.  4,  Apr.  1919,  pp. 
281-283.  Objections  that  must  be  overcome  in  minds  of  business  executives 
before  they  will  consider  the  possibility  of  installing  scientific  management  in 
their  plants. 

How  I  Have  Applied  the  Taylor  System  (Comment  j'ai  mis  en  pratique  le 
systeme  Taylor),  Serge  Heryngiel.  Memoires  et  Compte  rendu  des  Travaux 
de  la  Soci£te  des  ingenieurs  Civils  de  France,  vol.  71,  nos.  11-12,  Nov.-Dec. 
1918,  pp.  557-559,  17  figs.     Personal  experiences  in  organization  work. 

Science  and  Industry  (La  science  et  I'industrie).  Metallurgie,  vol.  51, 
nos.  1  and  2,  Jan.  1  and  8,  1919,  pp.  26  and  75.  Conductive  industrial  opera- 
tions by  scientific  methods  of  organization. 

Guiding  the  Creative  Instinct,  W.  .R.  Basset.  Factory,  vol.  22,  no.  3, 
March  1919,  pp.  449-452.  Concerning  scientific  management  and  the  psycho- 
logical characteristics  of  workers. 

Shop  Routino.  Shop  Routing  System  Reduces  Handling  Costs,  F.  L.  Prentiss. 
Iron  Age,  vol.  103,  no.  14,  Apr.  3,  1919,  pp.  867-870,  5  figs.  Methods  of  Cleve- 
land Tractor  Co. 


Store  Room.  Distribution  of  Materials  and  Supplies,  B.  J.  Yungbluth.  Eire.  Ry. 
Jl.,  vol.  53,  no.  10,  Mar.  8,  1919,  pp.  743-745.  Economic  aspect  of  methods 
followed  in  storeroom. 

Keeping  Track  of  Factory  Material.  J.  C.  Hickman.  Factory,  vol,  22. 
no.  3,  .March  1019,  pp.  465-469,  16  tigs.  Remarks  on  specifying,  receiving  ami 
inspecting  purchase.     First  article. 

Time  Study.  Six  Fundamentals  of  Time  Study.  Samuel  K.  Gerber.  Indus.  Manage- 
ment, vol.  57,  no.  4,  Apr.  1919,  pp.  308-311.  How  they  must  be  handled  by 
time-study  man. 

Tool  Room.  Modern  Tool  Room  Organization.  Machinery,  vol.  13,  no  331,  Jan. 
30,  1919,  pp.  477-179,  7  tigs.  Scheme  of  the  record  and  costing  of  jigs  and 
fixtures. 

Trucks,  Industrial.  Conserving  Labor  in  the  Mill.  Am.  Miller,  vol.  47,  no  1, 
Apr.  1,  1919,  pp.  319-320,  4  figs.  Suggests  cutting  down  overhead  by  employing 
industrial  truck  to  do  work  of  many  men. 

Timken  Solving  Difficult  Production  Problem.  Edward  Schipper.  Auto- 
motive Industries,  vol.  40,  nos.  13  and  11,  Mar.  27  and  Apr.  3,  1919,  pp.  685- 
688  and  748-750,  13  figs  Mar.  27:  Methods  for  scheduling  work  of  Timken- 
Detroit  Axle  Co.  Apr.  3:  Practice  of  company  in  departmental  communication, 
by  using  electric  trucks. 

Welfare.  Welfare  in  the  Factory.  Times  Eng.  Supp.,  vol.  15,  no  532,  Feb.  L919, 
p.  77.     Influence  of  the  State. 

FINANCE  AND  COST 

Prices.  Civil  War  Price  Trends  Compared  with  Those  Today.  Morris  Knowles. 
Eng.  News-Rec.,  vol.  82,  no.  9.  Feb.  27,  1919,  pp.  4 11-4  Hi,  2  figs.  Writer, 
judging  by  past,  believes  high  prices  will  continue. 

LABOR 

American  Conditions.  American  Workmen  During  the  War  (Le  travail  americain 
pendant  la  guerre).  Revue  Generate  de  l'Klectricitc,  vol.  •">,  no.  7,  Feb.  15, 
1919,  pp,  275-278.  Survey  of  organization  work  in  United  States,  specially  of 
relations  between  workers  and  employers. 

Crippled  Soldiers.  Economic  Benefit  to  Mining  Industry  Illustrated  by  Experience 
with  Crippled  Soldiers,  Douglas  ('.  Mc.Murtrie.  Colo.  School  Mines  Mag., 
vol.  9,  no.  3,  Mar.  1919,  pp.  55-57.  Studies  of  Red  Cros.-.  Inst  for  Crippled  and 
Disabled  Men. 

Dilution  of  Labour.  Dilution  of  Labour.  Times  Eng.  Supp.,  vol  15,  no.  532,  Feb. 
1919,  p.  76.     Progress  and  consequences;  methods  of  taming. 

HOUSING.  Attractive  Homes  for  Employees,  W.  V.  Sutherland,  Can.  Machy  ,  vol. 
21,  no.  10,  Mar.  (i,  1919,  pp.  234-237,  17  tigs.  Plan  of  housing  development  at 
Chippewa  plant  of  Norton  Co. 

VVeetinghouse  Village  a'  South  Philadelphia!  Pa.  Am.  Architect,  vol.  115, 
no.  2251,  Feb.  12,  1919,  pp.  223-229  lOfigs.  Tract  set  aside  for  housing  contains 
about  90  acres. 

Town  Housing  of  the  Working  ('hisses,  Herbert  Frcyberg.  Surveyor, 
vol.  55,  no.  1109,  Jan.  17,  1919,  pp.  31-32,  Experience  of  administration  of 
part  lit  of  act  of  1890.      Before  Soc.  Architects. 

Housing  From  the  Point  of  View  of  Economy  in  Planning  and  Construction, 

Henry  Tanner.  Jl.  Hoy.  Sanitary  Inst.,  vol.  39,  no.  2,  Oct.  1918,  pp.  79-84 
British  Government  view  as  to  what  is  proper  accommodation  to  be  provided  for 
workers. 

The  Cost  and  Construction  of  Workmen's  Dwellings,  Roads,  Sewers,  and 
Water  Supply  in  Connection  with  Town  Planning,  John  Parker.  Jl.  Hoy. 
Sanitary  Inst.,  vol.  39,  no.  2,  Oct.  19 IS,  pp.  75-78.  Conditions  and  legal 
regulations  at  Hereford. 

Industrial  Councils,  Joint.  Whitley  Plan  for  improving  Labor  Status,  Contract 
Rec,  vol.  33,  no,  13,  Mar.  26,  1919,  pp.  279-280.  Joint  standing  industrial 
councils  recommended  to  provide  remedy  for  differences  between  employers 
and  employees. 

The  League  of  Labor  and  Capital,  C.  S.  Robinson.  Iron  Age,  vol.  103, 
no.  11,  Mar.  13,  1919,  pp.  683-484  Concerning  co-operation  in  industry 
between  employer  and  employee  by  establishing  a  basis  for  representation 
of  workers. 

Labor  Representation.  Labor's  Representation  in  Plant  Management  the 
Immediate  Problem,  Harry  Tipper.  Automotive  Industries,  vol  40,  no.  9, 
Feb.  27,  1919,  pp.  476-177,  2  figs.  Chart  illustrating  representation  of  employees 
of  Bethlehem  Steel  Corp.  and  subsidiary  companies. 

Profit  Sharing.  The  Profit  Sharing  Plan  of  the  Baker  Manufacturing  Co.,  John 
S.  Baker.  Wisconsin  Engr.,  vol.  23,  no.  6,  Mar.  1919,  pp.  193-201.  Writer 
advocates  plan  for  increased  remuneration  of  employees  with  increased 
production,  and  illustrates  instance  of  application  of  plan. 

Psychology  or  Workers.  The  Human  Machine  .Arthur  P.  Young.  Eng.  &  Indus. 
Management,  vol.  1,  no.  5,  Mar.  13,  1919,  pp.  13.5-137,  2  figs.  Study  of  psycho- 
logy of  workers. 

Unemployment.  View  of  Unemployment  from  Employer's  Side.  Iron  Age,  vol.  103, 
no.  12,  Mar.  20,  1919,  pp.  747-748.  Opinion  of  representatives  of  National 
Associations  connected  with  metal  trades. 

Wage  Problem.  The  Wage  Problem  in  Industry,  W.  L.  Hichens.  Colliery  Guardian, 
vol.  117,  no.  3036,  Mar.  7,  1919,  p.  536.  Suggests  ways  in  which  increase  of 
wages  may  be  effective  in  increasing  production.  Paper  before  Hoy.  Soc. 
\rts.  See  also  Engineer,  vol.  127,  no.  3297,  Mar  7,  1919,  pp.  231-232,  and 
Jl.  Roy.  Soc.  Arts.  vol.  67,  no.  3458,  Feb.  28,  1919,  pp.  221-229  and  (discussion) 
pp.  229-233. 

Probable  Wages  and  Supply  of  Construction  Labor  During  Coming  Season. 
Eng.  &  Contracting,  vol.  51,  no.  12,  Mar.  19,  1919,  pp.  281-286.  Committee 
report  of  Am.  Road  Builder's  Assn. 

Wage  Systems  (Les  difTe>ents  systemes  de  salaires).  Metallurgie,  vol.  51, 
no.  11,  Mar.  12,  1919,  p.  587.  Review  of  systems  which  have  been  put 
into  practice  in  France,  America,  England  and  Germany.     (To  be  continued). 


104 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Problems  and  Formulae  for  Payment  of  Wages  (Problemes  et  formulea 
de  paiement  des  salaires).  Technique  Moderne,  vol.  10,  no.  12,  Dec.  1918, 
pp.  571-574,  1  fig.  Includes  graph  for  the  Benedict-Strom  k,  Emerson,  Halsey, 
Kowen,  Taylor  and  Gantt  systems.  From  Metallurgical  and  Chemical  Eng  , 
Mar.  1,  1918;  Annates  des  Ponts  et  Chaussees,  Apr- May  1917  and  previous 
^  account  in  Technique  Moderne,  vol.  10,  no.  1,  Jan.  1918,  p.  17 

Different  Wage  Systems  (Lea  differents  syetemes  de  salaires).  Mftallurgie, 
no.  12,  Mar.  19,  1919,  pp.  649-050,  5  figs.  Different  wage  systems;  relation 
of  wage  system  to  effective  production.     (Continuation  of  serial) . 

Women.  Women  in  the  Industry,  George  II.  Priest.  Gas  Indus.,  vol.  19,  no.  3, 
Mar.  1919,  pp.  73-75.     Results  from  questionnaire  sent  out  to  38  gas  works. 

LEGAL 

Boiler  Legislation,  Low-pressure.  Low-Pressure  Boiler  Legislation.  Official 
Bui.  Heating  &  Piping  Contractors  Nat.  Assn.,  vol.  211,  no.  3,  Mar.  1919,  pp. 
26-28.  Quotes  a  number  of  bills  now  pending  before  legislatures  of  several 
states. 

BriLDiNO  Contracts.  The  Building  Contract  of  the  Future,  Sullivan  W.  Jones. 
Jl.  Am.  Inst.  Architects,  vol.  7,  no.  3,  Mar.  1919,  pp.  119-122.  Analysis  of 
various  forms  of  existing  contracts  and  suggested  changes  in  policy  on  building 
loans.     From  address  before  Inst.  Elec.  Contractors. 

Dlsability.  Disability  Under  the  Compensation  Acts  —  I,  II,  III,  Chesla  C. 
Sherlock.  Am.  Mach.,  vol.  50,  nos.  10,  11  and  13,  Mar.  6,  13  and  27,  1919, 
pp.  445-448,  499-502  and  597-599.  Court  decisions  in  casc9i  nvolving  temporary 
disability. 

LIGHTING 

Gas  Lighting.  Modern  Gas  Lighting,  Philmer  Eves.  Gas  Indus.,  vol.  19,  no.  3, 
Mar.  1919,  pp.  70-72.     Practice  in  churches,  public  buildings,  etc. 

Illumination  Intensity.  Industrial  Illumination,  Geo.  K.  McDougall.  Jl.  Eng. 
Inst.  Can.,  vol.  2,  no.  3,  Mar.  1919,  pp.  210-215,  8  figs.  Review  of  general 
information  on  subject  and  data  of  foot-candle  intensity  for  various  classes 
of  work. 

Lighting  and  Production.  Four  Conclusive  Tests  of  Production  Value  of  Good 
Factory  Lighting.  Elee.  Rev.,  vol.  74,  no.  12,  Mar.  21,  1919,  pp.  449-451, 
4  figs.  Details  of  tests  conducted  by  Testing  Department  of  Commonwealth 
Edison  Company.  Average  increase  of  production  ranges  from  10  to  20 
per  cent. 

RECONSTRUCTION  AND  EXPORT  TRADE 

Belgium.  Reconstruction  in  Belgium.  Times  Eng.  Supp.,  vol.  15,  no.  532,  Feb. 
1919,  p.  69.  Requirements  in  tools;  disorganization  of  transport;  problem 
of  labor. 

Coal  Trade.  American  Opportunities  in  the  Foreign  Coal  Trade.  Coal  Age, 
vol.  15,  no.  11,  March  13,  1919,  pp.  486-488.     From  Colliery  Guardian. 

Electrical  Goods.  Electrical  Competition  in  Foreign  Markets,  Joseph  M.  Gold- 
stein. Elec.  World,  vol.  73,  no.  10,  Mar.  8,  1919,  pp.  468-471,  2  figs.  How 
the  industry  in  the  United  States  may  compete  with  Allegemeine  Elektrizitaets- 
Oesellschaft  of  Berlin,  which,  it  is  asserted,  has  dominated  the  world. 

Electrical  Goods  in  Japan.  Jl.  Electricity,  vol.  42,  no.  6,  Mar.  15,  1919, 
pp.  266-267.     Possibilities  of  American  trade. 

Financial  Aspect  of  Reconstruction.  The  Problem  of  Reconstruction.  South- 
western Elecn.,  vol.  14,  no.  11,  Jan.  1919,  pp.  14-16.  Financial  aspect  of 
problem. 

France.  The  Problem  of  Rebuilding  the  Devastated  Regions  of  France,  Jaen-Paul 
Alaux.  Jl.  Am.  Inst.  Architects,  vol.  7,  no.  3,  Mar.  1919,  pp.  115-117.  Visuali- 
zation of  extent  of  reconstruction  work  to  be  required. 

Great  Britain.  Reconstruction  in  Great  Britain  Following  the  War,  H.  BabLngton 
Smith.  Sci.  Monthly,  vol.  8,  no.  4,  Apr.  1919,  pp.  298-305.  Problems  of 
demobilization,  vocational  instruction  of  soldiers,  and  disposal  of  property  in 
reserve  for  military  purposes. 

Latin  America.  Some  Agencies  in  the  Development  of  Closer  Relations  with  the 
,._,  Countries  of  Central  and  South  America,  L.  S.  Rowe.  Sci.  Monthly,  vol.  8, 
n,        no.   4,   Apr.    1919,   pp.   320-322.     Effectiveness  of  international  organization 

based  on  moral  and  cultural  ties  between  nations.  ^ 

Market  for  Electrical  Goods  in  South  America  —  II,  Philip  S.  Smith. 

Elec.   World,  vol.  73,  no.  10,   Mar.  8,  1919,  pp.  479-481.     Notes  on  Bolivia, 

Ecuador  and  British  Guiana;  resumfi  of  South  American  conditions  as  a  whole; 

list  of  central  stations  in  Chile,  Urguay,  Ecuador  and  Peru. 

New  Engineering  Industries  (England).  New  Engineering  Industries.  Chem. 
News,  vol.  118,  no.  3070,  Feb.  14,  1919,  pp.  80-81.  Report  of  Committee  of 
Ministry  of  Reconstruction,  appointed  to  compile  list  of  articles  (suitable  for 
manufacture  by  those  with  engineering  trade  experience)  not  made  in  United 
Kingdom  before  war. 

Railway  Buying.  Railway  Buying  and  Industrial  Readjustment,  E.  B.  Leigh. 
Ry.  Age,  vol.  64,  no.  14,  Apr.  4,  1919,  pp.  879-881,  1  fig.  Shows  relation  of 
railway  purchases  to  general  business  conditions.  Address  delivered  before 
Natl.  Indus.  Conference  Board. 

Union  of  International  Associations.  International  Associations  and  After- War 
Constructions  (Les  associations  internationales  et  la  reconstruction  de  l'apres- 
guerre),  Paul  Otlet.  Revue  Generate  des  Sciences,  no.  4,  Feb.  28,  1919,  pp. 
114-119.  Work  done  by  the  Union  of  International  Associations  organized 
in  1910.     Probable  future  relations  of  the  Union  with  Science  and  Industry. 

SAFETY  ENGINEERING 

Accident  Prevention.  The  Limits  of  Accident  Prevention.  Eng.  &  Indus. 
Management,  vol.  1,  no.  5,  Mar.  13,  1919,  pp.  139-141,  3  figs.  Study  of  accident 
<  ;nises  in  iron  and  steel  industry  based  on  statistical  reports. 


The  Economies  of  Safety,  Lew  R.  Plamer.  Sci.  Mountly,  vol.  8,  no.  4, 
Apr.  1919,  pp.  350-355,  2  figs.  Plant  management  in  relation  to  accident 
prevention.  As  illustration  organization  of  Safety  Dept.,  U.  S.  Steel  Corp., 
is  quoted. 

Klevator  Accidents.  Elevator  Accidents  and  Their  Causes,  William  J.  Picard. 
Safety  Eng.,  vol.  37,  no.  3,  Mar.  1919,  pp.  117-123,  8  figs.  Statistical  charts 
and  data. 

Increasing  Cage  Safety,  Thomas  Price.  Coal  Age,  vol.  15,  no.  13,  Mar.  27, 
1919,  p.  570,2  figs.  Scheme  for  attaching  two  ropes  to  each  cage,  either  one 
of  which  is  capable  of  sustaining  load. 

Fire  Doors  and  Shutters.  Covering  Fire  Doors  and  Shutters  —  I.  Metal  Worker, 
vol.  91,  no.  13,  Mar.  28,  1919,  pp.  395-397  and  399,  16  figs.  Infromation  on 
size  of  sheets  to  use,  method  of  notching  and  bending  locks,  etc.,  in  conformance 
with  underwriters'  regulations. 

Statistics  of  Accidents.  Statistics  in  Accident  Prevention,  Evelyn  M.  Davi9. 
Elee.  World,  vol.  73,  no.  10,  Mar.  8,  1919,  pp.  476-477,  1  fig.  Analysis  of  1172 
cases  during  two-year  period  giving  data  on  days  lost  and  division  of  cost. 

Industrial  Accidents  in  the  United  States  Iron  and  Steel  Industry.  En- 
gineering, vol.  107,  no.  2771,  Feb.  7,  1919,  pp.  164-167,  7  figs.  Statistics 
giving  freiuency  and  severity  of  accidents. 

SALVAGE 

Motor  Shells.  Saving  Motor  Shells  from  the  Scrap  Heap  by  Welding.  Elec. 
Ry.  Jl.,  vol.  53,  no.  12,  Mar.  22,  1919,  pp.  581-586,  15  figs.  Different  steps 
in  thermit  method  of  welding  motor  sheila  as  used  by  large  electric-railway 
system;  suggestions  for  relining  crucibles  and  keeping  welding  tools  in  proper 
repair. 

Tool-Steel  Scrap.  Reclaming  High-Speed  Steel  Scrap,  Edwin  F.  Cone.  Iron 
Age,  vol.  103,  no.  13,  Mar.  27,  1919,  pp.  805-808,  6  figs.  Detection  and  sorting 
of  steel  scrap  from  nature  of  sparks  from  special  grinding  wheel. 

War  Material.  Salvage  of  War  Material.  Times  Eng.  Supp.,  vol.  15,  no.  532, 
Feb.  1919,  p.  70.     Organization  and  research. 

Waste  of  Industrial  Materials.  Common  Wastes  of  Industrial  Materials,  H. 
E.  Howe.  Indus.  Management,  vol.  57,  no.  4,  Apr.  1919,  pp.  303-307. 
Suggestions  in  regard  to  elimination  of  waste. 

TRANSPORTATION 

Crating.  Crating  Automobiles  for  Export,  J.  H.  Teagan.  Automotive  Industries, 
vol.  40,  no.  11,  Mar.  13,  1919,  pp.  570-571,  4  figs.  Combining  security  with 
minimum  waste  of  space. 

Light  as  Aid  to  Transportation.  Light  as  an  Aid  to  the  Transportation  of 
Material,  A.  L.  Powell  and  R.  E.  Harrington,  Tran.  Ilium.  Eng.  Soc,  vol.  14, 
no.  1,  Feb.  10,  1919,  pp.  1-17  and  (discussion)  pp.  17-23.  Argues  that  proper 
lighting  of  stations,  warehouses  and  piers  increases  their  capacity  which  depends 
on  speed  with  which  material  moves  through  them. 

Mine  Cars.  Standardized  Wagon  Designs,  J.  R.  Bazin.  Colliery  Guardian,  vol.  117, 
no.  3037,  Mar.  14,  1919,  p.  595.  Buffing  and  drawgear;  wheels  and  axles; 
axle  guards;  brakes;  body  work.     Paper  read  before  Inst.  Locomotive  Engrs. 

Rural  Transport.  Rural  Transport.  Times  Eng.  Supp.,  vol.  15,  no.  532,  Feb. 
1919,  pp.  67-68.     Suggestions  being  put  forward  to  effect  their  inprovement. 

Shop  Haulage.  Shop  Haulage  System  of  New  Design.  Iron  Trade  Rev.,  vol.  64, 
no.  12,  Mar.  20,  1919,  pp.  760-703,  13  figs.  Geometric  principle  employed  to 
enable  cars  to  trail  correctly  and  turn  sharp  corners  without  tracks;  hauling 
unit  is  tractor  capable  of  pulling  15  trucks. 

Industrial  Electric  Tractors  (Chariots  transporters  6!ectriques  pour  manu- 
tention),  Jacques  Deschamps.  Revue  Generate  de  l'ElectricitS,  vol.  5,  no.  5, 
Feb.  1,  1919,  pp.  171-174,  6  figs.  Describes  various  types  and  their  uses, 
also  the  Edison  accumulator  with  which  industrial  tractors  are  usually  operated. 

Truck  Transportation.  Concrete  Material  for  Army  Base  Hauled  by  Motor 
Trucks.  Eng.  News  Rec,  vol.  82,  no.  8,  Feb.  20,  1919,  pp.  366-368,  4  figs. 
Analysis  of  truck  performance  and  delivery  cost.  Equipment  considered 
was  utilized  for  stevedoring  and  haulage  at  South  Brooklyn  supply  unit. 

Economical  Motor  Transport.  Iron  Age,  vol.  103,  no.  11,  Mar.  13,  1919, 
pp.  693-694,  1  fig.  Experience  in  operation  by  large  organization  employing 
trucks  in  freight  haulage. 

Zoning.  Industrial  Zoning,  Herbert  S.  Swan.  Am.  Architect,  vol.  115,  no.  2258, 
Apr.  2,  1919,  pp.  500-503.  Considers  method  of  formulating  zoning  ordinance 
and  of  laying  out  several  business  and  factory  districts,  in  order  to  remove 
congestion  in  transportation. 

ELECTRICAL  ENGINEERING 

ELECTROCHE  MISTRY 

Electrolytes.  The  Effect  of  Some  Simple  Electrolytes  oil  the  Temperature  of 
Maximum  Density  of  Water,  Robert  Wright.  Jl.  Chem.  Soc,  vols.  115 
and  116,  no.  676,  Feb.  1919,  pp.  119-126,  1  fig.  Reported  from  experiments 
that  lowering  of  temperature  produced  by  highly  ionized  binary  electrolyte 
is  composed  of  two  separate,  independent  effects,  one  due  to  acid  radical  and 
other  to  basic  radical  of  electrolyte. 

Electrolytic  Dissociation,  S.  Arrhenius.  Chem.  News,  vol.  118,  no.  3069, 
Feb.  7,  1919,  pp.  61-64.  Discussion  of  analytical-chemistry  explanation  of 
dissociation. 

Electrolytic  Conductivity  in  Non-Aqueous  Solutions,  Henry  Jermain 
Maude  Creighton.  Jl.  Franklin  Inst.,  vol.  187,  no.  3,  March  1919,  pp.  313-318. 
Results  of  measurements  in  13  solvents  are  discussed  with  reference  to  viscosity, 
degree  of  association  and  dielectric  constant  of  solvent. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


105 


Electroplating.  Electro-Plating  on  Iron  from  Copper  Sulphate  Solution,  Oliver 
P.  Watts.  Gen.  Meeting  Am.  Electrochem.  Soc,  Apr.  3-5,  1919,  paper  7, 
pp.  fil-69.  Arsenic  antimony,  bismuth,  lead  and  tin  dipping  solutions  were 
tried.  Arsenic,  lead  and  antimony  solutions  said  to  be  effective  in  securing  a 
good  subsequent  electroplating  of  copper.  Bismuth  was  electro-deposited 
on  iron  using  a  preliminary  arsenic  or  antimony  dip,  and  nickel  on  alumimun 
by  using  a  ferric  chloride  dipping  solution. 

Remarkable  Pitting  of  Electroplating,  Oliver  P.  Watts.  Gen.  Meeting 
Am.  Electrochem.  Soc.,  Apr  3-5,  1919.  paper  5,  pp.  51-53,  1  fig.  Study  of 
irregular  pitting  in  some  lead  platings  led  writer  to  attribute  it  to  air  dissolving 
in  electrolyte  while  it  was  resting  over  night  and  cooling,  which  was  then 
expelled  as  minute  air  bubbles  on  work  when  bath  was  heated  up  by  passage 
of  current. 

Storage  Batteries.  Chemical  Phenomena  in  Lead  Storage  Batteries  (Recherches 
sur  le  fonctionnement  chimique  de  I'accumulateui  au  plomb),  Ch.  Fery. 
Bulletin  de  la  Societe  Francaise  des  Electriciens,  vol.  9,  no.  77,  Teb.  1919, 
pp.  85-96.  Study  of  what  are  termed  inconsistencies  of  double-sulphate  theory 
in  the  light  of  lows  of  electrolysis.  Also  in  Bulletin  de  la  Societe  d'Encourage- 
ment  pour  l'lndustrie  Nationale,  vol.  131,  no.  1,  Jan.-Feb.  1919,  pp.  92-9S. 

ELECTROPHYSICS 

A.  C.  Waves,  Harmonics.  Direct  Harmonic  Analysis  of  Alternating  Current  Waves 
by  Mechanical  or  Electrical  Resonance  (Sur  l'analyse  harmonique  directe  de 
l'onde  des  courants  alternatifs  par  resonance  mecanique  ou  electrique),  Andre 
Blondel.  Annales  de  Physique,  series  9,  vol.  10,  Nov.-  Dec.  1918,  pp.  195-354, 
47  figs.  Starting  out  to  measure  current  measurement  of  tension  is  effected 
by  branching  apparatus  to  terminals  of  non-inductive  rheostat  placed  in  scries 
in  circuit.  Writer  states  that  in  harmonic  analysis  mechanical  resonance  of 
vibrating  galvanometer  is  less  subject  to  errors  than  electrical  resonance 
method. 

Arc  Electrodes,  Temperature  of.  Temperature  of  Arc  Electrodes  (Determina- 
tion de  la  temperature  aux  electrodes  de  l'arc),  A.  Hagenbach  and  K.  Langbein. 
Archives  des  Sciences  Physiques  et  Naturelles,  year  124,  vol.  1,  Jan.-Feb. 
1919,  pp.  48-54.  Experiments  apparently  show  that  anodes  of  metallic  arcs 
(Ag.  Cu,  Fe,  Ni,  W)  become  heated  to  ebullition  temperature  but  not  the 
cathodes;  when  oxidation  of  metal  has  taken  place,  temperature  rises  to  ebulli- 
tion temperature  of  metallic  oxide. 

Circuits.  Properties  of  Electrical  Circuits  Considered  as  Having  No  Resistance 
(Sur  les  proprieles  des  cricuits  electriques  denu£s  de  resistance),  G.  Lippman. 
Revue  Generale  de  l'Electricite,  vol.  5,  no.  5,  Feb.  1,  1919,  pp.  163-105.  Ad- 
vantages of  disregarding  resistance  in  establishing  general  laws  of  electric  action 
in  long  circuits.  Writer  concludes  that  the  laws  thus  established  are  static 
laws.  Before  the  Academie  des  Sciences  Also  in  Comptes  rendus  des  seances 
de  l'Academie  des  Sciences,  vol.  168,  no.  2,  Jan.  13,  1919,  pp.  73-78. 

Cable,  Armored.  Effective  Resistance,  Impedance  of  Self-induction  and  Losses  of 
Power  in  a  Single-Phase  Armored  Cable  (Etude  de  la  resistance  effective,  de 
l'impeclance  de  la  self-induction  et  des  pertes  de  pusisance  dans  un  cable  arme 
monophasf),  R.  Bouzon.  Revue  Generale  de  l'Eleotricite,  vol.  5,  no  11, 
Mar.  15,  1919,  pp.  403-404,  4  figs.  Indicates  that  variations  of  these  quantities 
in  a  cable  armored  with  steel  covering  are  due  to  magnetization  of  steel  and 
therefore  cease  when  saturation  is  attained.  It  is  thus  that  hysteresis  losses 
are  separated  from  losses  due  to  Foucault  currents  and  Kelvin  effect. 

Influence  of  Insulation  on  the  Effective  Resistance  and  Reactance  of 
Cable  Armored  for  Third  Harmonics  (Sur  l'influence  de  1'enveloppe  sur  les 
resistance  et  reactance  effectives  d'un  cable  arme  pour  les  harmoniques  3), 
R.  Swyngedaun.  Revue  Generale  de  l'Electricite,  vol.  5,  jos.  5  and  8,  Feb.  1 
and  22,  1919,  pp.  165-166  and  283-284.  Experiments  on  similar  cables,  with 
and  without  insulation.  Feb.  22;  Results  of  tests  made  on  cables  havin 
three  conductors.  Also  i  n  Comptes  rendus  des  seances  de  l'Academie  des 
Sciences,  vol.  168,  nos  2  and  4,  Jan.  13  and  27,  1919,  pp.  87-88  and  230-232. 

Electrolytic  Safeguards  Against  Overcharge.  Electric  Discharge  on  the 
Surface  of  a  Solid  Electrolyte,  Was.  Sulejkin.  Phys.  Rev.,  vol.  13,  no.  3,  Mar. 
1919,  pp.  197-208,  5  figs.  Theory  of  electrolytic  safeguards  against  over- 
tension;  dependence  of  value  of  critical  tension  upon  the  concentration  of  the 
electrolyte  for  different  solutions;  photomicrographs;  behavior  of  aluminum 
anode  up  to  critical  tension  explained. 

IlAByoNics.  The  Determination  of  Harmonics  in  Circuits,  F.  T.  Iddings.  Elec. 
World,  vol.  73,  no.  11,  March  15,  1919,  pp.  525-526,  1  fig.  Method  of  determin- 
ing harmonics  in  alternating-current  power  circuit  which  cause  inductive  inter- 
ference with  a  telephone. 

Overhead  Limes.  Electrical  Constants  of  Overhead  Lines  (Costanti  elettriche  per 
il  calcolo  delle  condutture  aeree),  Renzo  Norsa.  Elettrotecnica,  vol.  5,  no.  33 
Nov.  25,  1919,  pp.  470-477,  10  figs.  Diagrams  and  tables  showing  values  of 
resistance,  impedance  and  reactance  of  various  circuits. 

Polyphase  Currents.  Theory  of  Polyphase  Currents  (Theorie  des  Courants  poly- 
phases),  Philippe  Banneux.  Societe  Beige  des  Electriciens,  vol.  32,  191.5-1916, 
1917-1918,  pp.  11-91,  8  figs.  Generalization  of  principles  involved  in  investi- 
gations with  two-phase  and  three-phase  currents.  A  trigonometric  series 
which  permits  addition  of  sines  of  arcs  in  arithmetical  progression  between  any 
two  limits  is  introduced  in  computations  and  expressions  for  electrical  quantities 
are  thereby  developed. 

Selecti  vity  or  Circuits.  Process  and  Device  for  Increasing  the  Selectivity  of  Electric 
Circuits  (Proc6d6  et  dispositifs  pour  accroitre  la  selectivite  des  circuits  eiectri- 
ques),  M.  I.  Pupin  and  E.  H.  Armstrong.  Revue  G£nerale  de  l'Electricite, 
vol.  5,  no.  7,  Feb.  15,  1919,  pp.  270-274,  10  figs.  No.  485533  and  20499. 
Object  is  to  increase  selectivity  of  circuits  which  are  the  seat  of  periodically 
variable  electric  vibrations,  particularly  of  radio-telegraphic  installations. 

Vacuum  Valves.  Schemes  and  Brief  Description  of  Apparatus  Using  the  Emission 
of  Electrons  from  a  Hot  Filament  (Schemas  et  description  sommaire  des  appareils 
utilisant  remission  d'eiectrons  provenant  d'un  filament  chaud).  Revue 
Generale  de  l'Electricite,  vol.  5,  no.  9,  Mar.  1,  1919,  pp.  332-334,  6  figs.  Des- 
cribes kenotron,  tungar,  pliotron,  audions,  dyuatron,  pliodynatron  and  other 
apparatus. 


Wehnelt  Tube.  The  Relation  of  Potential  Distribution  to  Hysteresis  Effect  in  the 
Wehnelt  Tube,  R.  A.  Porter.  Phys.  Rev.,  vol.  13,  no.  3,  Mar.  1919,  pp.  189- 
196,  7  figs.  Three  stages  in  discharge  of  vacuum  tube  with  CaO  cathode 
identified  and  potential  distribution  curves  for  one  pressure  and  heating  current 
are  obtained  for  each  stage. 

FURNACES 

Air-Tight  Furnaces.  English  Electric  Furnace  Developments,  F.  J.  Moffett 
Blast  Furnace  &  Steel  Plant,  vol.  7,  no.  4,  Apr.  1919,  pp.  169-170,  On  high 
efficiency  and  high  temperature  possibilities  aud  reduction  of  heat  losses  by 
air-tight  furnances. 

Arc  Furnaces.  Development  of  the  Electric  Arc  Furnace  (Perfezionamenti  nei 
forni  elettrici  ad  arco),  E.  Thovez.  Elettrotecnica,  vol.  5,  no.  33,  Nov.  25, 
1918,  pp.  477-4S1,  3  figs.  History  of  various  types,  particularly  Heroult 
and  Bassanese. 

Steel  Furnaces.  Iron  and  Steel  Electric  Furnaces,  J.  Bibby.  Electrical  Review, 
vol.  84,  no.  2150,  Feb.  7,  1919,  pp.  166-167,  2  figs.  Writer  advocates  single 
arc  for  steel  making.  (Continuation  of  serial).  Before  Manchester  Assn. 
Engrs. 

Uniformity  Temperature.  Temperature  Uniformity  in  an  Electric  Furnace.  John 
F.  Ferguson.  Chem.  &\ Metallurgical  Eng.,  vol.  20,  no  6,  March  15,  1919, 
pp.  283-288,  9  fig.  Method  of  manufacturing  laboratory  electric  furnaces  pro- 
ducing uniform  temperature  from  end  to  end  of  core. 

GENERATING  STATIONS 

Alternators  in  Parallel.  Operation  of  Alternators  Connected  in  Parallel  (Etude 
sur  la  marche  en  parall^le  des  alternateurs),  M.  de  Marchena.  Bulletin  de 
la  Societe  Francaise  des  Electriciens,  vol.  9,  no.  76,  Jan.  1919,  pp.  17-42,  2  figs. 
Study  of  conditions  under  which  existing  theories,  specially  the  researches 
of  Cornu.  Blondel  and  Boucherot  are  applicable.  Also  in  Revue  Generale 
de  l'Electricite,  vol.  5,  no.  11,  Mar.  15,  1919,  pp.  40.5-415,  2  figs. 

Canada.  Statistical  Analysis  of  the  Central  Electric  Stations  of  Canada.  Power, 
vol.  49,  no.  9,  March  I,  1919,  pp.  309-310.  Figures  showing  amounts  of  power, 
capital  invested,  salaries  and  wages  paid,  with  data  on  hydroelectric  power. 

Central  Stations  in  West.  Data  on  Central  Stations  in  the  West.  Jl.  Electricity, 
vol.  42,  no  5,  Mar  1,  1919,  pp.  215-2111.  Figures  issued  by  Bur.  of  Census, 
on  central  electric  light  and  power  stations  in  New  Mexico,  Oregon,  Nevada 
and  Utah. 

Hydroelectric  Plant.  A  Small  Hydroelectric  Installation.  E.  P.  Hollis.  Min. 
Mag.,  vol.  20,  no.  3,  Mar.  1919,  pp.  148-119,  2  tigs.  Plant  recently  laid  down 
in  Yorkshire. 

New  South  Wales.  Bulk  Supply  of  Electricity.  Commonwealth  Engr.,  vol.  (i, 
Jan.  1,  1919,  pp    185-186.     Industrial  development  at  Newcastle,  N.  S.  W. 

New  ZEALAND.  Hydro-Electric  Power  in  New  Zealand.  Commonwealth  Engr., 
vol.  8,  no  (i,  Jan.  1,  1919,  pp.  183  184.  Scheme  »f  hjdroelectric  development 
of  North  Island,  involving  expenditure  of  $67,500,000. 

GENERATORS   AND    MOTORS 

Armatures.  Design  of  Small  Direct-Current  Armatures,  C.  R.  VVvlies.  Elec. 
World,  vol.  7.!.  no.  12,  Mar.  22,  1919,  pp.  571-57.").  8  figs.  Methods  of  designing 
small  armatures  based  upon  both  test  data  and  theory  developed  for  larger 
machines. 

Asynchronous  Machines.  Asynchronous  Generators  and  Converters  (Generatrin 
asincrone  e  macchine  convertitrici),  Luigi  Lombardi.  Elettrotecnica,  vol.  6, 
no.  6,  Fel>.  25,  1919,  pp.  110-11 1,  1  tig.  Characteristic  curves  of  Gadda 
converters.     (Continued). 

Ball  Bearings.  The  Use  of  Ball  Bearing  for  Electrical  Machinery,  H.  M.  Trumbull. 
Can.  Machy,  vol.  21,  no.  2,  Jan.  !t,  1919,  pp.  35-38,  12  figs.  Argues  that  ball 
bearings  enable  builder  to  use  smaller  air  gap  and  enhance  efficiency  of  machines. 

Commutation.  Phonemena  of  Commutation  (Phenomencs  de  la  commutation), 
J.  Bezahuan.     Societi  i   Electriciens,  vol.  31,  Aug.-Dec.   1914,  pp. 

599-632,  1 1  fi<;s.  Experimental  determination  of  impedance  of  section  ford  rum 
drum  armature  and  its  mutual  induction  with  neighboring  sections  and  the 
fieldmagnets,  under  various  conditions;  oscillograms  showing  shane  and  simul- 
taneous values  of  tension  between  sections  and  current  under  brushes,  for 
various  arrangements  of  brushes  and  under  different  ratios  b/B. 

Cooling  of  Motors.  Cooling  of  Electric  Motors,  with  Special  Reference  to  Totally- 
Enclosed  Machines,  I'.  A.  Mossay.  Trail.  Min.  Inst.  Scotland,  vol.  40,  part  S, 
1918-1919,  pp.  163-175  and  (discussion)  pp.  175-177,  13  figs.  Classifies  and  dis- 
cusses efficiency  of  (a)  cooling-devices  external  to  totally  enclosed  motor; 
and  (b)  self-contained  cooling  devices.  Writer  prefers  totally  enclosed  type, 
of  motor  for  work  in  mines  and  chemical  factories. 

D.  C.  Generators.  Causes  of  Direct-Current  Generators  Failing  to  Build  Dp 
Their  Voltage,  Robin  Beach.  Power,  vol.  49,  no.  14,  Apr.  8,  1919,  pp.  519-521, 
5  figs.  Mentions  various  couses  why  a  machine  may  fail  to  come  up  to  voltage 
and  proposes  remedies. 

Effect  of  Interpoles  on  Commutation  of  Direct-Current  Machines,  R.  I. 
Witham.  Power,  vol.  49,  no.  9  and  10,  Mar.  4  and  11,  1919,  pp.  303-305  and 
358-360,  15  figs.  Purpose  of  interpoles  and  how  they  operate  to  effect  com- 
mutation. Mar.  11;  influence  of  interpoles  on  voltage  of  generators,  and  mi 
speed  of  motors. 

D.  C.  Motors.  The  Influence  of  the  Distribution  of  Losses  on  the  Efficiency  Curves 
of  a  Continuous  Current  Motor,  Thomas  Carter.  Elccn.,  vol.  82,  nos.  9  and 
10.  Feb.  28  and  Mar.  7,  1919,  pp.  217-219  and  275-277,  8  figs.  Graphs  of 
maximum  efficiency  and  corresponding  input  and  output  against  h,  with  various 
percentages  of  full  load  efficiency.  Mar.  7:  Maximum  output  which  can  lie 
got  from  a  motor  and  values  of  input  and  efficiency  at  which  it  occurs. 
(Concluded). 


106 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


The  Emcol  I).  C.  Motors.  Electrical  Review,  vol.  84,  no.  2153,  Feb.  18, 
1919,  pp.  250-251,  3  figs.  General  features  arrangement  of  air  circulation,  and 
temperature-rise  curves  of  50-hp.  motor. 

BlGH  Frequency  Alternators.  High  Frequency  Alternators  (Les  alternateurs  a 
haute  frequence),  Marious  Latour.  Bulletin  de  la  Societe  Franeaise  des 
Electriciens,  vol.  9,  no.  77,  Feb.  1919,  pp.  97-114,  is  figs.  Design  character- 
istics of  machines  capable  of  furnishing  directly,  without  supplementary  trans- 
formers, the  electromotive  force  necessary  for  feeding  antennae  in  wireless 
telegraphy. 

Induction  Motors.  Speed  Iiegulation  of  Induction  Motors  Coupled  in  Cascades. 
(Reglage  de  la  vitesse  des  motcurs  d'induction  par  couplage  en  cascade),  G. 
Darriius.  Revue  Generate  de  l'Electricite,  vol.  5,  no.  7,  Feb.  15,  1919,  pp. 
257-265,  13  figs.  Survey  of  present  designs.  Suggestions  to  develop  a  more 
general  process. 

Reconnecting  Induction  Motors,  A.  M.  Dudley.  Power,  vol.  49,  no.  11, 
March  IS,  1919,  pp  393-396,  6  figs.  Summary  of  principles  brought  out  in 
a  series  of  thirteen  articles  by  writer. 

Mill.  Motors.  Live  Roller  Motors  in  Steel  Works,  W.  VV.  Wood.  Electrician, 
vol.  82,  no.  10,  Mar.  7,  1919,  pp.  269-272,  4  figs.  Graphs  of  tests  made  on 
small  mill  motors  without  ingots  on  the  rollers  and  of  approximation  for  calculat- 
ing heating  effect  for  large  mill  motor.     From  Magnet   Mag. 

Large  Motors  for  Reversing  Mills.  Iron  &  Coal  Trades  Rev.,  vol.  98, 
no.  2663,  Mar,  11,  1919,  p.  311,  2  figs.  Reversing  mill  motors  of  Siemens 
Brothers,  Dynamo  Works,  Ltd.;  with  peak  load  of  19,000  hp.  Also  in  Electn. 
vol.  82,  no.  2130,  Mar.  14,  1919,  pp.  302-303,  4-figs. 

Nomenclature.  Motors  for  Electric  Installations  (Motors  primaires  pour  installa- 
tions eleotriques),  Societe  Beige  des  Electriciens,  vol.  31,  Aug. -Dec.  1914, 
pp.  636-643,  7  figs.  Hydroelectric  Nomenclature  proposed  by  the  Commission 
Electrotcchnique    Internationale. 

Tt'Rno-ALTERNATORS.  The  Determination  of  the  Efficiency  of  the  Turbo-Alternator, 
S.  F.Barclay,  and  S.  P.  Smith.  Engineering,  vol.  107,  no.  2775,  Mar.  7,  1919, 
pp.  322-3211,  11  figs.  Attempting  to  introduce  method  for  establishing  alternator 
efficiency  based  on  mesurement  of  actual  losses  on  load.  Writer  shows  that 
actual  losses  on  load  can  be  deduced  from  measurements  of  cooling  air  flowing 
to  alternator.     Paper  read  before  Instn.  Elec.  Engrs. 

Winding  Old  Armatures.  Winding  Coils  for  Old  Armatures.  Elec.  Ry.  Jl.,  vol.  53, 
no.  12,  Mar.  22,  1919,  pp.  578-580,  9  figs.  Suggests  that  additional  insulation 
is  necessary  at  corners  and  between  leads  where  clearance  with  core  is  small 
and  large  radius  bends  give  greater  flexbility  for  rewinding. 

LIGHTING  AND   LAMP    MANUFACTURE 

Report  of  the  Committee  on  Progress.  Tran.  Ilium.  Eng.  Soc.,  vol.  13, 
no.  9,  Dec.  30,  1919,  pp.  450-511.  Gas,  incandescent  lamps,  arc  lamps,  lamps 
for  projection  purposes,  street  lighting,  in* <rior  illumination,  fixtures,  photo- 
metry, and  physical  experiments. 

Hotels.  Illumination  Notes.  Hotel  Booms,  W.  F.  Little  and  A.  C.  Dick.  Tran. 
Ilium.  sEng.  Soc,  vol.  14,  no.  1,  Feb.  10,  1919,  pp.  45-52,  and  (discussion) 
pp.  52-59.  Survey  of  light  intensities  in  rooms  of  Twelve  New  York  City 
hotels.     Data  and  measurements  given  in  tabular  forms. 

Incandescent  Lamp  Manufacture.  Present  Status  of  the  Industry  of  Incan- 
descent Lamps  (Etat  actuel  de  l'industrie  des  lampes  a  incandescence),  A. 
Larnaude.  Houille  Blanche,  no  23-24,  Nov.-Dec,  1918,  pp.  356-357.  Abstract 
from  communication  presented  before  Soci6t6  Internationale  des  Electriciens. 

LEGISLATION.  Report  of  Committee  on  Lighting  Legislation,  L.  B.  Marks.  Tran. 
Ilium.  Eng.  Soc,  vol.  13,  no.  9,  Dec.  30,  1919,  pp.  524-527,  Digest  of  laws  on 

illumination. 

NOMENCLATURE.  Report  of  the  Committee  on  Nomenclature' and  Standards  of  the 
Illuminating  Engineering  Society  for  the  Year  1918.  Tran.  Ilium.  Eng.  Soc, 
vol.  13,  no.  9,  Dec.  30,  1919,  pp.  512-523.  New  and  revised  symbols,  coefficients 
and  definitions. 

Searchlights.  Searchlights,  Hugh  M.  Goo  ly.  Electrical  Review,  vol.  84,  no.  2153. 
Feb.  2S,  1919,  pp.  227-228,  3  figs.  Notes  on  the  various  designs  of  projector 
and  control  gear. 

Spherical  Candlepower.  Apparatus  for  the  Determination  of  the  Spherical  Candle- 
power  of  a  Source  of  Light,  J.  Sahulka.  Eleen.,  vol.  82,  no.  2128,  Feb.  28, 
1919,  pp.  255-256,  2  figs.  Apparatus  intended  to  simplify  usual  method  by 
obviating  necessity  of  constructing  Rousseau  curve.     From  Elektrotechnische 

Zeitschrift. 

Standards.  Illumination  and  Some  of  Its  Fundamental  Considerations,  H.  A. 
Tinson.  Tran.  South  African  Instn.  Elec.  Engrs.,  vol.  9,  part  11,  Dec.  1918, 
pp.  192-198.  Standards  of  exterior  and  interior  illumination  for  various  build- 
ings, roadways,  thoroughfares,  etc. 

Street  Lighting.  Street  Lighting  in  a  City  of  Average  Size,  C.  D.  Gray  and  E. 
Hagcnlocher.  Elec  World,  vol.  73,  no.  12,  Mar.  22,  1919,  pp.  575-578,  6  figs. 
Features  of  ornamental  system  installed  at  South  Norwalk,  Conn.,  said  to  be 
operated  with  low  maintenance  expense. 

Tungsten  Lamps.  Characteristic  Equations  of  Tungsten  Lamps  and  Their  Applica- 
tion to  the  Heteroehromous  Photography.  (Equations  caracteristiques  des 
lampes  a  filament  des  tungstene  et  leur  application  a  la  photometrie  hetero- 
chrorne),  G.  W.  Middlekauff  and  J.  F.  Skogland.  Revue  Generate  de  l'Electri- 
rite,  vol.  5,  no.  7,  Feb.  15,  1919,  pp.  252-256.  Investigation  conducted  by  the 
Bureau  of  Standards  concerning  comparison  of  standards.  From  Scientific 
Papers  of  the  Bureau  of  Standards. 

MEASUREMENTS   AND   TESTS 

Insulators.  Photographic  Study  of  Porcelain  Insulators,  Harold  G.  Tufty.  Elec. 
World,  vol.  73,  no.  6,  Feb.  8,  1919,  pp.  268-271,  2  figs.  Polarized  light  employed 
in  examination  of  thin  sections  of  insulators  some  of  which  had  been  properly 
fired,  while  others  were  underfired,  and  still  others  overtired. 


Lines.  Note  on  the  Tests  and  Measurements  of  Electrical  Lines  (Note  but  les  essais 
et  mesures  relatifs  aux  lignes  elcctriques),  L.  Mouchard.  Revue  Generate  de 
l'Electricite,  vol.  5,  no.  9,  Mar.  1,  1919,  p.  352,  1  fig.  Arrangement  suggested 
in  L.  Puget's  scheme  given  in  R.  G.  E.  Oct.  19,  1918,  pp.  563-565,  to  eliminate 
e,  which  is  not  considered  in  that  scheme. 

Magnetic  Testing.  Frequency  of  Current  Reversals  in  Magnetic  Testing,  A.  W. 
Smith.  Mich,  Technic,  vol.  31,  no.  1,  Mar.  1918,  pp.  18-24,  3  figs.  Effect  of 
various  methods  for  demagnetization. 

Photometry.  Photometric  Apparatus  for  Measuring  the  Illuminating  Value  of 
Fluctuating  Sources  of  High  Candlepower  (Flares,  Parachute  Lights,  etc.), 
A.  P.  Trotter.  Illuminating  Engr.,  vol.  11,  no.  11,  Nov.  1918,  pp.  253-259, 
3  figs,  and  (discussion)  vol.  11,  no.  12,  Dec.  1918,  pp.  269-276,  1  fig.  Method 
and  apparatus  devised  by  society. 


Curing  Electric  Troubles.     Motor  Age,  vol.  35, 
22-24,    11   figs.     General  testing  apparatus  for 


Repairmen's  Testing  Apparatus. 
no.  12,  Mar.  20,  1919,  pp. 
repairmen. 

Transformers,  Instrument.  Field  Testing  of  Instrument  Transformers,  H.  M. 
Crothers.  Elec.  World,  vol.  73,  no.  11,  March  15,  1919,  pp.  516-519,  2  figs. 
Experiences  with  the  Agnew  method  are  said  to  have  shown  it  to  be  valuable 
for  tests  conducted  at  place  of  installation. 

POWER   APPLICATIONS 

Heating.  Electric  Heating  in  Houses  (I.e  chauffage  a  I'e4ectricit6  des  maisons 
d'habitation),  Augustin  Frigon.  Revue  Trimestrielle  Canadienne,  vol.  4, 
no.  16,  Feb.  1919,  pp.  371-383,  1  fig.     Efficiency  and  cost. 

Difficulties  in  Electric  House  Heating,  Joseph  F.  Merrill.  Jl.  Electricity, 
vol.  42,  no.  5,  Mar.  1,  1919,  pp.  212-214.  Figures  showing  comparative  cost 
of  central  steam  heating  and  electric  heating.  Writer  concludes  electric  house 
heating  is  not  a  practicable  load  for  the  average  power  company. 

Principles  of  Inductive  Heating  With  High  Frequency  Currents,  E.  F. 
Northrup.  Gen.  Meeting  Am.  Electroehem.  Soc,  Apr.  3-5,  1919,  paper  8, 
pp.  71-159,  29  figs.  Theory  of  this  method  of  heating  and  accounts  of  methods 
employed  and  actual  results  obtained  in  tests  and  experiments  conducted  at 
Palmer  Phys.  Lab. ,  Princeton  Univ. 

Hospital.  Some  Electrical  Features  of  New  San  Francisco  Hospital.  Elec.  Rev., 
vol.  74,  no.  13,  Mar.  29,  1919,  pp.  493-496,  5  figs.  Municipal  institution  with 
power  plant,  silent-call  signals,  electric  elevators,  electric  clocks,  modern 
laundry  and  kitchen  equipment  electrotherapeutic  and  laboratory  apparatus, 
etc. 

Loading  Machinery.  Electricity  as  Applied  to  Bulk  Material  Handling  Boats. 
Freight  Handling  &  Terminal  Eng.,  vol.  5,  no.  3,  Mar.  1919,  pp.  102-105, 
10  figs.  History  of  application  of  electricity  to  loading  and  unloading  coal 
and  ore.     Paper  read  before  Soc.  Terminal  Engrs. 

Paper  Making.  Making  Paper  by  Electricity.  Jl.  Electricity,  vol.  42,  no.  6, 
Mar.  15,  1919,  pp.  260-261,  3  figs.      Outline  of  reservoir,  penstock  and  power 

plant. 

Quarrying.  Quarrying  and  Working  Stone  by  Electricity.  Stone,  vol.  40,  no.  3, 
Mar.  1919,  pp.  120-122,  2  figs.     Detail  of  Westinghouse  quarry  equipment. 

Steel  Plants.  Electric  Steel  Plant;  Features  of  Plant  Design,  W.  F.  Sutherland. 
Can.  Machy.,  vol.  21,  no.  10,  Mar.  6,  1919,  pp.  225-228,  8  figs.  Layout  of 
electrical  apparatus  in  a  large  electric-steel  plant. 

STANDARDS 

Lightning  Rods.  New  Standards  of  the  Swiss  Association  of  Electricians  (Les 
nouvelles  normes  de  l'association  Suisse  des  electriciens),  S.  Frid.  Industrie 
Electrique,  vol.  28,  no.  640,  Feb.  25,  1919,  pp.  72-73.  Relates  to  installation 
and  maintenance  of  lightning  rods. 

Polyphase  Voltages.  The  Standardisation  of  Polyphase  Voltages,  R.  Rudenberg. 
Elecn.,  vol.  82,  no.  10,  Mar.  7,  1919,  pp.  272-273,  2  figs.  Comparison  of  rcent 
suggestions  for  standardized  voltages.  From  Elektrotechnische  Zeitschrift, 
Nov.  24,  1918. 

TELEGRAPHY  AND  TELEPHONY 

Amplifiers.  The  Use  of  Impedance,  Capacity,  and  Resistance  Couplings  in  High- 
Frequency  Amplifiers,  J.  Scotf>Taggurt.  Wireless  World,  vol.  6,  no.  71, 
Feb.  1919,  pp.  628-633,  8  figs.  Receiving  circuits  without  intermediary  trans- 
formers or  oscillatory  circuits  between  the  valves. 

Vacuum-Tube  Amplifiers,  MacC.  Batsel.  Elec.  World,  vol.  73,  no.  12, 
Mar.  22,  1919,  pp.  568-570,  9  figs.  Detection  by  use  of  vacuum-tube  amplifiers 
of  weak  telegraphic  ground  currents  and  stray  telephonic  currents. 

Antenna.  Note  on  the  Fundamental  Wave  and  the  Harmonics  in  a  Homogenous 
Antenna  and  also  a  Non-Homogenous  Antenna  (Note  sur  l'onde  fondamentale 
et  les  harmoniques  dans  une  antenne  homog^ne  et  dans  une  antenne  non  homo- 
gene),  L.  Dubar.  Revue  Generate  de  l'Electricite,  vol.  5,  no.  8,  Feb.  22,  1919' 
pp.  284-289,  5  figs.  Conclusions  of  the  question  derived  on  article  R.  G.  E., 
vol.  4,  no.  11,  Sept.  14,  1918,  p.  363. 

Call  Letters.  International  Wireless  Administration.  Wireless  World,  vol.  6, 
no.  71,  Feb.  1919,  pp.  609-610.  Suggestion  in  regard  to  allocation  of  station 
call  letters. 

Direction  Finders.  Radio  Direction-Finding  Apparatus,  A.  S.  Blattcrman  Eleo. 
World,  vol.  73,  no.  10,  Mar.  8,  1919,  pp.  464-467,  11  figs.  Use  of  loop  antanna 
in  guiding  airplane  flight  and  general  principles  affecting  design  of  receiving 
loops. 

Field  Stations.  Recent  Development  is  Field  Station  Apparatus.  Wireless  World, 
vol.  6,  no.  72,  Mar.  1919,  pp.  656-662,  7  figs.  Technical  details  of  damped  and 
continuous  wave  transmitters  and  receivers. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


107 


Fires.  Fires  Caused  by  Hertzian  Waves  (Inecndies  provoques  par  les  ondes  hertzien- 
nes),  Georges  Le  Rov.  Genie  Civil,  vol.  74,  no.  7,  Feb.  15,  1919,  pp.  133-134, 
1  fig.  Industrie  Eleetrique,  vol.  2S,  no.  640,  Feb.  25,  1919,  pp.  78-79,  and 
Comptes  rendus  des  seances  dc  l'Academie  des  Sciences,  vol.  168,  no.  4,  Jan.  27, 
1919,  pp.  224-227,  1  fig.  Specially  constructed  Hertzian  resonator  with  which 
writer  studied  possibilities  of  fire  being  produced  by  wireless  waves  traversing 
iron  bodies  accidentally  disposed  in  form  of  resonator. 


German.     German    Wireless  in    Metz.      Wireless    World,  vol.   6,  no.   72, 
pp.  672-675,  6  figs.     Particulars  of  a  captured  enemy  installation. 


Mar.    1919, 


Heliograph.     Donath  Electric  Signaling   Mirror  i  Miroir  de  signalisation  eleetrique 

du  Doeteur  Donath).  Society  Beige  des  Electriciens,  vol.  31,  Aug-Dec.  1914, 
pp.  633-635,  3  figs.  Morse  signals  sent  out  by  periodic  lighting  and  extinction 
of  electric  lamp  provided  with  reflector,  which  it  is  said,  permit  message  to  be 
sent  to  distance  of  7  km. 

Land  Sets.  Continuous- Wave  Land  Radio  Sets.  Paul  T.  Weeks  and  Donald  G. 
Little.  Elec.  World,  vol.  73,  no.  13,  Mar  29,  1919,  pp.  627-630,  7  figs.  It  is 
claimed  that  present  development  in  radio-telegraphy  points  to  usefulness  of 
continuous-wave  sets  on  account  of  freedom  from  interference. 

Marconi  Eqcador  Station.  Equatorial  Wireless,  P.  Eisler.  Wireless  World, 
vol.  6,  no.  72,  Mar.  1919,  pp.  649-653,  5  figgs.  Equatorial  wireless  and  Marconi 
station  erected  at  Sta.  Elena,  Ecuador. 

Military  Radio.  Military  Radio  Communication,  A.  D.  Cameron.  Elee.  World, 
vol.  73,  no.  11,  March  15,  1919,  pp.  521-525,  3  figs.  Organization  of  a  wireless 
telephone  and  telegraph  system  of  the  signal  corps. 

Norwegian  Stations  Great  Wireless  Stations  of  the  World,  Julius  Galster.  Wireless 
World,  vol.  6,  no.  71,  Feb.  1919,  pp.  591-595,  6  figs.     Norwegian  radio  station. 

Photographs.  The  Design  and  Construction  of  Apparatus  for  the  Wireless  Trans- 
mission of  Photographs.  Wireless  World,  vol.  6,  no.  72,  Mar.  1919,  pp.  685-690, 
16  figs.     Details  of  the  various  apparatus  used.     (Continuation  of  serial i. 

Poulsen  System.  Poulsen  System  of  Radiotelegraphy  (II  sistema  di  radiotclegrafia 
"  Poulsen  "i,  G.  Pession  Elettrotecnica,  vol  6,  no.  7,  Mar.  5.  1919,  pp 
126-134,  IS  figs.  System  is  based  on  property  of  electric  arc  to  determine 
electrical  oscillations  in  circuit  comprising  capacity  and  self-inductance. 

Receivers.  Super-Sensitive  Receivers.  Wireless  World,  vol.  6,  no  71,  Feb.  1919, 
pp.  598-600,  2  figs.     Types  50  and  55  evolved  by  Marconi  Company. 

Telegraphs.  Ground  Telegraphy  in  the  World  War.  Willis  L.  Winter,  Jl.  Electricity, 
vol.  42,  no.  5,  Mar  1,  1919,  pp.  210-211,  3  figs.  Principles  of  ground  telegraphy 
and  conditions  of  operation. 

Telephones.  The  Sonority  of  Telegraph  and  Telephone  Lines  and  a  New  Type  of 
Damper  (La  Sonorita  del  Fill  telegrafici  e  telefonici  e  un  nuovo  tipo  di  sordinal. 
Elettricista,  vol.  8,  no.  1,  Feb.  15,  1919,  pp.  25-28,  7  figs  Instrument  which 
grips  hanging  wire  at.  predetermined  point  in  its  length. 

System  Protecting  Telephone  Lines  Against  Trolley  Wires  (Los  sistemas  de 
proteccion  contra  la  caida  de  los  hilos  telefonicas  sobre  las  lineas  de  los  tranvias 
clectricos),  Eng.  Aigouy.  Enerzia  Electrics,  vol.  21,  no.  2,  Jan.  2.",,  1919, 
pp.  17-20.  Answers  to  questionnaire  sent  out  to  railway  companies  by  Inter- 
national Union  of  Brussels.      (To  be  continued).      From  El"ctricien,  Paris. 

Cricuits  with  Zero  Mutual  Induction,  William  W.  Crawford.  Telephonv, 
vol.  76,  no.  13,  Mar.  29.  1919,  pp.  15-18,  11  figs.  Reduction  of  inductive  inter- 
ference in  telephone  circuits;  forms  of  constructions  and  calculations  and 
tentative  desitrn  for  greatest  refinement  of  balance  against  induction.  Paper 
before  Am.  Inst.  Elee.  Kngrs. 

The  Multiple  Interurban  Telephone  of  Strassburg  (Le  multiple  talephoni- 
que  interurbain  de  Strasbourg).  Revue  Generate  dc  I'Electricite,  vol.  •">,  no  9, 
Mar  1,  1919,  pp.  335-339,  2  figs.  Schemes  of  connections  and  account  of 
construction. 

Transmitters      Radio    Transmitters    of    Synchronous    Rotary    Spark-Gap    Type, 

Millard  C.  Spencer.  Elec.  Rev.,  vol.  7"4,  nos.  12  and  13,  Mar.  21  and  29,  1919, 
pp.  456-458  and  109-499,  11  figs.  Theory  of  simple  transmitter;  diagram  of 
equivalent  circuit  of  radio  transmitter;  use  of  Vector  diagram  lor  analyzing 
test  results.      First  and  second  articles. 

Undamped  Oscillations.       Undamped  Electrical  Oscillations  of  Short  Wave  Length 

(Oscillations  electriques  non  amorties  de  courte  longueur  d'onde),  Gut  ton 
and  Touly.  Comptes  rendus  des  seances  de  l'Academie des  Sciences, vol  16s, 
no.  5,  Feb.  3,  1919,  pp  -'71-274,  l  fig.  and  Revu.  Generate  de  I'Electricite,  vol  5, 
no.  11.  Mar.  15,  1919,  pp.  415-416,  1  fig.  Apparatus  developed  at  laboratories 
of  military  radio-telegraphy,  while  examining  application  of  lamp-valves  with 
three  electrodes  for  the  generation  of  long  waves  employed  in  wir<  less  telegraphy. 


Vacuum   Bulb.     On    Reading   on    Mr.    Nozoje's    "  Vacuum    Bulb" 
T.  Kikuchi.     Dcnki  Gakkwai  Zasshi,  no.  367,  Feb.   10,  1919. 


(in    Japanese) , 


TRANSFORMERS,    CONVERTERS,    FREQUENCY   CHANGERS 

Rectifier.  An  Electro- Magnetic  Alternating  Current  Rectifier,  George  F.  Haller 
Sci.  Am.  Supp.,  vol.  87,  no.  2248,  Feb.  1,  1919,  pp.  76-87,  15  figs.  Type-  designed 
for  construction  in  amateur  laboratory. 

Transformer  CONNECTIONS.  Transformer  Connections  for  Power  Transmission, 
Gordon  Kribs.  Power  House,  vol.  12,  no.  3,  Mar.  1919,  pp.  69-73,  19  figs. 
Transformer  connections  in  common  use  and  characteristics  of  resulting 
circuits. 

Tr  insformer  Mounting.  Standardization  of  Transformer  Mounting,  W.  C. 
Blackwood.  Elec.  World,  vol.  73,  no.  12,  Mar.  22,  1919.  pp.  578-581,  9  figs. 
Tables  and  drawings  specifying  methods  of  hanging  and  spacing  the  units 
mounted  on  poles  or  on  consumers'  premises. 


TRANSMISSION,    DISTRIBUTION,   CONTROL 

Electricity  Supply.  A  New  Era  in  Power  Transmission,  Louis  Bell.  Elec.  World, 
vol.  73,  no.  13,  Mar.  29,  1919,  pp.  631-632.  Believes  that  development  of  water 
power,  establishment  of  stations  at  mines  and  wider  interconnection  are  necessary 
for  proper  industrial  development  of  the  country  for  the  social  betterment  of 
labor. 

The  Past,  Present,  and  Future  of  Electricity  Supply.  Electrical  Review, 
vol.  84,  no.  2150,  Feb.  7,  1919.  pp.  163-165,  Problem  dealt  with  on  a  national 
basis.     Discussion  at  meeting  oi  Manchester  Assn.  Engrs. 

Projects  of  Greal  Distribution  Systems  of  Electrical  Energy  in  Germany, 
Holland  and  Sweden  1  Les  projets  de  creation  de  tres  grands  reseaux  de  distri- 
bution d'energie  eleetrique  en  Allemagne,  Eollande  ef  Suede).  Revue  Generate 
de  I'Electricite,  vol.  5,  no.  9,  Mar.  1,  1919,  pp.  353-354.  Official  communication 
of  the  French  Government 

Electricity  Supply  at  Birmingham.  Eleo.  Rev.,  vol.  84,  no.  2151,  Mar.  7, 
1919,  pp.  255-257,  4  figs.  Installation  of  additional  generating  plant  of  two 
5000-kw.  B.T.H.  turbo-alternators. 

Line.  Reliability'  on  a  Transmission  Line  (in  Japanese),  M.  Shibuzawa.  Dcnki 
Gakkwai  Zas-hi,  no.  367,  Feb.  10,  1919. 

Poles.  Extending  the  Life  of  Wood  Poles.  Charles  R.  Hartc.  Elec.  Ry.  JL,  vol.  53, 
no.  12.  .Mar.  22,  1919,  pp.  554-559,  13  figs.  Description  of  various  methods 
used  and  discussion  of  their  relative  advantages,  based  on  manner  in  which 
different  preservatives  keep  out  and  destroy  germs. 

Potential  Regulators.  Compensated-Typo  Potential  Regulators,  Arthur  H. 
Ford,  Paul  E.  Mead  and  Guy  W.  Thomas  Elec.  World,  vol.  73,  no.  13,  Mar. 
29,  1919,  pp.  620-623,  13  figs.  Connections  for  using  compensated  potential 
regulators  for  power  factor  and  voltage  correction  at  load;  tests  to  determine 
dependence  of  action  of  regulator  upon  influence  of  line  constants. 

Power  Circuits.  Determination  of  Econmical  Power  Circuits,  P.  O.  Reyneau. 
Elec.  World,  vol.  73,  no.  10,  Mar,  8,  1919,  pp.  471-473,  3  figs  Method  of 
deriving  curves  showing  when  two  circuits  become  more  economical  than  one 
as  load  increases  Fixed  charges  are  balanced  against  saving  of  line  loss  when 
new  conductors  are  added. 

stations.  A  Yea--  of  the  Automatic  Substation  at  Butte,  E.  J.  Nash.  Elec. 
Ry.  Jl.  vol.  53,  no.  12,  Mar.  22,  1919,  pp.  565-567,  6  figs.  Maintenance  cost 
of  first  year 

Static  Condenser  Installation  at  the  Soughton  Sub-Station  of  the  Brockton 
Edison  Company,  W.  A  Forbush.  Stone  &  Webster  .11.,  vol.  24,  no.  3,  Mar. 
1919,  pp.  195-199.  3  figs.  How  Edison  Electric  Illuminating  Co.  solved  the 
problem  of  feeding  new  sections  in  district  supplied  by  system  already  loaded 
to  capacity. 

[GNITIQN    \PPARATUS 

Ignition  ok  Gases.  The  Ignition  of  Explosive  Gases  by  Electric  Sparks.  John 
David-Morgan.  Jl.  Chem  Soc.no  675,  Jan.  1919,  pp.  94-104,  6  figs.  Experi- 
ments with  low-tension  sparks  under  various  magnetic  1 litions. 

Pit'.  1    Ignition  Apparatus,    P.    M.   Heldt.  Automotive  Industries,  vol.  40, 

no.    11,    March    13,    1919,    pp.   578-579,   3   tigs.      Resistance    to  thermo-craking 
and  shock  and  gas-tightness  of  plugs. 

I.  Gaps,  Sci.  \m  Supp.  vol.  87,  no.  2256,  Mar.  29,  1919,  p.  198. 
Suggestions  concerning  the  construction  and  use  of  the  plugs.  From  The 
Auto. 

The  Operation  and  Design  of  Sparking  Plugs  —  II,  II.  Warren.  Auto- 
mobile Engre  .  vol.  9.  no.  121,  Mar  1919,  pp.  91-97,  21  figs.  I  letails  of  manu- 
facture of  various  types. 

VARIA 

International     Electrotechnii  m.     Commission.    The     International     Electro- 
hnical    Commission    'La   comision    electrotecnica   internacional),    German 
Niebuhr.     Boletin  de  la    \  Argentina   de   Electro-Tecnicos,   vol.   4, 

no.  10,  Oct,  1918,  pp.  840-850,  1  fig.     History  development  and  work.     (Con- 
tinuation of  sen 

PhtSIOLOOH  is  of  CURRENTS.      Physiological   Ability  to  Stand  Alternating 

Current  of  High  Frequencies  Up  to  100, 000  Cycles  per  Second  (La  tolerance 
dque  a  ['intensity  des  courants  alternates  iaisse  a  la  frequence  de 
100,000  cycles  par  Beconde),  A.  E.  Kennelly  and  E.  F.  W.  Alexanderson. 
Soeiete  Beige  des  Electriciens,  vol.  32,  1919-1917-1918,  pp.  92-100,  2  figs. 
Pi  its  are  reported  as  indicating  thai  a  person  can  stand  30  milliamneres  at 
1  l.oon  cycles  and  increasigly  up  to  590  rniUiamperes  at  100,000  cycles  between 
BO  and  11.000  cycles  no  marked  difference  was  found  and  from  5  to  30 
rniUiamperes  are  quoted  as  expressing  general  results  obtained. 

MUNITIONS  AND  MILITARY  ENGINEERING 

Aberdeen  Ordnance  Pro  vino  Ground.  History  of  the  Ordnance  Proi  ing '  (round — 
III,  F.  P.  f.indh.  Am.  Macb.,  vol  50,no  l3,Mai  27,  1919,  pp.  607-611,  4  figs. 
Development  of  railway  artillery,  meteorological  work  and  airplane  bombing. 
Concluding   article. 

-1  ruction  Division.  The  Construction  Division  of  o»r  Army,  George  W. 
Fuller.  Eng.  News-Rec,  vol.  82,  no.  9,  and  10,  Feb.  27  and  Mar.  20,  L919, 
pp.  416-419  and  562-564,  Organization  and  work  accomplished.  Mar.  20: 
Details  of  Organization;  plea-for  continuance  as  independent  unit  of  military 
establishment. 

TRAINS,     VrmORED.      Armored    Trains    for    Coast    Defense.      Engineer,    vol.    127,    no. 
1    Feb    1  I,  1919,  pp.  150-162,  6  figs.      Engine  is  in  middle  of  Iraitn,  infantry 
vans  on  either  side  of  engine,  and  gun  carriage  a1  ends. 

Engineering  Activities.  Civil  Engineering  in  the  War,  George  K.  Scott- Moncrieff. 
Times  Eng  Supp.,  vol.  15,  no.  532,  Feb.  1919,  pp  65  66  Rapidity  in  erecting 
of  construction  work. 

Engineering  Achievements  of  the  Army,  Mech.  Eng.,  vol.  41,  no.  4,  Apr. 
1919,  pp   372-374,  5  figs.     Activities   in  railroading  bridges,   searchlights,  map 

production  and  forestry  operations. 


108 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Fire  Control.  On  a  New  Application  of  Viscosity  fsur  une  application  nouvelle 
<ie  la  viscosity),  Georges  Claude.  Comptcs  rendus  des  seances  de  l'Academie 
dcs  Sciences,  vol.  168,  no.  5,  Feb.  3,  1010,  pp.  274-276,  2  figs.  Apparatus 
utilizing  viscous  liquid  for  regulating  firing  of  projectiles. 

Gas  Water.  The  Development  Division,  Chemical  Warfare  Service,  U.S.A.,  F.  M. 
Dorsey.  Jl.  Indus.  &  Eng.  Chemistry,  vol.  II,  no.  4,  Apr.  i,  1019,  pp.  281- 
287,  8  figs.  How  development  division  developed  gas  masks  for  protection  of 
American  soldiers. 

Production  of  Gas  Defense  Equipment  for  the  Army,  Bradley  Dewey, 
Jl.  Indus.  &  Eng.  Chem.,  vol.  II,  no.  3,  Mar.  1,  1019,  pp.  185-197,  20  figs.  Plant, 
organization,  divisions  and  operations  involved  in  manufacture  of  gas  masks. 

Gun  Manufacture.  How  the  155- Mm.  Howitzer  Is  Made  —  VII,  J.  V.  Hunter. 
Am.  Mach.,  vol.  50,  no.  13,  Mar.  27,  1919,  pp.  587-593,  23  figs.  Methods 
used  in  producing  breech  mechanism,  with  reference  to  tolerances  permitted. 

Making  the  U.  S.  75- Millimeter  Field  Gun,  Erik  Oberg.  Machy.,  vol.  25, 
no.  7,  Mar.  1910,  pp.  624-630,  27  figs.  Methods  developed  by  Wisconsin  Gun 
Co.  in  producing  light  field  artillery.     First  article. 

Manufacturing  the  4.5-inch  British  Howitzer  —  III.  J.  H.  Garnett. 
Machinery,  vol.  13,  no.  335,  Feb.  27,  1919,  pp.  589-596,  22  figs.  Austin  Motor 
Company's  methods  of  production. 

Gunnery.  Notes  on  Gunnery,  O.  A.  Randolph.  Univ.  Colo,  Jl.  Eng.,  vol  15, 
no.  2,  Jan.  1019,  pp.  20-28,  6  figs.  Classification  of  guns  and  projectiles; 
interior  ballistics;  factors  which  influence  the  trajectory. 

Guns,  Long-Rangb.  A  121-Mile  Gun,  J.  Bernard  Walker.  Sci.  Am.,  vol.  120, 
no.  13,  Mar.  29,  1919,  pp.  312-313  4  figs.  Theoretical  study  of  a  10-in.  gun 
with  a  range  of  121.3  miles. 

Guns,  Naval.  Heavy  Naval  Gun  is  Given  Field  Mounting,  C.  M.  McCrea.  Iron 
Trade  Rev.,  vol.  64,  no.  11,  Mar.  13,  1919,  pp.  707-709,  3  figs.  Caterpillar 
mounting  of  7-in.  naval  gun. 

Illuminating  Engineering.  The  Illuminating  Engineer  at  War,  George  II.  Stiekney. 
Tran.  Ilium.  Eng.  Soc,  vol.  13,  no.  9,  Dec.  30,  1918,  pp.  439-447.  Reviews 
work  of  society  during  war. 

Monitors.  The  British  Monitors  Engineer,  vol.  127,  no.  3294,  Feb.  14,  1919,  pp.  143- 
145,  7  figs.     Purpose  and  details  of  ships. 

Mounts  for  Large  Guns.  Heavy  Field  Pieces  with  Mobile  Mount  C.  L.  McCrea. 
Mech.  Eng.,  vol.  41,  no.  4,  Apr.  1910,  pp.  375-376,  1  fig.  On  design  and  con- 
struction of  caterpillar  mount  of  high-power  7-in  gun  by  Navy  Bureau  of 
Ordnance. 

Railway  Mounts  for  Large  Naval  Guns.  Ry.  Rev.,  vol.  64,  no.  13,  Mar.  29, 
1919,  pp.  477-480,  5  figs.  History  of  organization,  construction  details  and 
work  of  naval  batteries  in  France. 

Making  Naval  Gun  Mounts,  Franklin  D.  Jones.  Machy.,  vol.  25,  no.  7, 
Mar.  1919,  pp.  600-605,  12  figs.  Special  tools,  gages  and  fixtures  used  at  the 
plant  of  the  Mead- Morrison  Mfg.  Co.  for  construction  of  1000  complete  mounts 
for  4-in.  guns  U.  S.  Navy.     Second  installment. 

Munition  Plants.  How  a  Munitions  Plant  Was  Built  and  Operated  in  Canada, 
Using  Tons  of  Copper  and  Zinc  Each  Day.  Brass  World,  vol.  15,  no.  3,  Mar. 
1919,  pp.  71-73,  3  figs.     Organization  work  of  Imperial  Munitions  Board. 

Paravane.  The  Protection  of  Ships.  Against  Mines,  Engineer,  vol.  127,  no.  3207, 
Mar.  7,  1919,  pp.  222-224,  5  figs.  Arrangement  of  Paravanes,  or  towed  devices 
for  cutting  mine  mooring  wires,  on  a  merchant  ship.     First  article. 

The  Mysterious  Paravane,  William  Washburn  Nutting.  Int.  Mar.  Eng., 
vol.  24,  no.  4,  Apr.  1919,  pp.  289-293,  7  figs.  How  machine  countered  German 
mines. 

Projectiles,  Special.  Curious  Projectiles.  Sci.  Am.  Supp.,  vol.  87,  no.  2215, 
Jan.  11,  1919,  pp.  28-29,  6  figs.  Specimens  of  German  and  Austrian  production, 
such  as  Gebauer  projectile  that  discharges  small  shells  to  rear,  Burst  projectile 
for  use  on  masked  batteries,  etc.     From  Science  et  Vie. 

Psychological  Service.  The  Measurements  and  Utilization  of  Brain  Power  in  the 
Army.  Science,  vol.  44,  no.  1262,  March  7,  1919,  pp.  221-226.  History  of 
psychological  service;  methods  of  measuring  intelligence;  summary  of  results. 
(To  be  concluded) . 

Railway  Troops.  Work  of  American  Railway  Forces  in  France,  O.  C.  F.  Randolph. 
Ry.  Age,  vol.  64,  no.  14.  Apr.  4,  1919,  pp.  889-890.  Review  of  problems  en- 
countered by  Sixteenth  Engineers  in  building  transportation  facilities. 

The  Canadian  Railway  Troops'  Work  on  the  Western  Front,  Herbert 
Forder.  Can.  Ry.  &  Mar.'  World,  no.  253,  March,  1919,  pp.  liy-120,  3  figs? 
Army  organization  with  particular  reference  to  duties  and  achievements  of 
railway  troops. 

Shell  Manufacture.  Manufacture  of  Steel  Shells  (La  fabrication  des  obus  allonges 
en  acier),  Ch.  Dantin.  Genie  Civil,  vol.  74,  no.  3,  Jan.  IS,  1919,  pp.  41-45, 
10  figs.  Heat-treating  process  at  Couzon  foundry,  near  Rive-de-Gier  (Loircl. 
Other  processes  in  manufacture  of  shells  have  been  described  in  G6nie  Civil, 
vol.  72,  no.  21,  Nov.  20,  1915,  p.  321. 

Sound  Detectors.  Hunting  Submarines  with  a  Sound  Detector,  Brewster  S.  Beach. 
Sei.  Am.,  vol.  120,  no.  14,  Apr.  5,  1910,  pp.  335  and  353-354,  3  figs.  Device 
which  permits  detection  of  direction  of  a  sound  hv  shifting  it  from  one  ear  to 
the  other.  Also  in  Elec.  Rev.,  vol.  74,  no.  13,  Mar.  29,  1919,  pp.  500-505, 
5  figs. 

Sici'LY  Bases.  The  Boston  Armv  Supply  Base. —  General  Features  of  Project, 
Frederic  H.  Fay.  Jl.  Boston  Soc.  Civil  Engrs.,  vol.  0,  no.  3,  Mar.  1919,  pp.  67-76. 
Historical  account  of  development 

The  Boston  Armv  Supply  Base. —  Construction  Features,  Charles  R. 
Gow.  Jl.  Boston  Soc.  Civil  Eng.,  vol.  6,  no.  3,  Mar.  1019,  pp.  77-113,  31  figs. 
Warehouse,  wharves,  wharf  shed,  pier  shed,  power  plant,  administration 
building,  railroads,  road  and  underground  work. 

The  Boston  Armv  Supply  Base. —  General  Data,  Charles  M.  Spofford. 
Jl.  Boston  Soc.  Civil  Engrs.,  vol.  6,  no.  3,  Mar.  1919,  pp.  125-137.  Purpose, 
location,  area  of  site  and  buildings. 


The  Brooklyn  Army  Base.  Freight  Handling  &  Terminal  Eng.,  vol.  5, 
no.  3,  Mar.  1919,  pp.  94-97.  Considerations  influencing  selection  of  site  and 
construction  features. 

Swords.  On  Japanese  Swords  fin  Japanese),  Kuiichi  Tawara.  Jl.  Soc.  Mech.  Engrs., 
Tokyo,  vol.  22,  no.  54,  Nov.  1918. 

Training    Engineering    Officers.  Training    Officers    for    the    Naval    Auxiliary, 

Gregor  S.  Affleck.      Wisconsin  Engr.,  vol.  23,  no.  6,   Mar.   1919,  pp.  202-205. 

Outline   of  six-months   course  intended   for   training   engineering,   officers   for 
auxiliary  service  in  Navy. 

Transport.  Modern  Armies  and  Modern  Transport.  Ry.  Gaz.,  vol  30,  nos.  4  and 
8  Jan.  24-and  Feb.  21,  1910,  pp.  123-124  and  295-298,  1  fig.  Work  of  South- 
Eastern  &  Chatham  Ry.  during  war  Feb.  21;  War  work  of  Great  Northern 
and  Lond.,  Brighton  &  South  Coast  ralways. 

CIVIL  ENGINEERING 

BRIDGES 

Concrete  Arch  Bridges  in  Canada.  Concrete  Arch  Bridges  in  Canada.  Contract 
Rec,  vol.  33,  no.  14,  Mar.  26,  1919,  pp.  275-279,  8  figs.  Historical  review 
of  Canadian  bridge  building  and  reference  list  of  reinforced  concrete  arch  spans. 

Concrete  Slab  Bridge.  Re-Inforced  Concrete  Slab  Bridge  Design,  Based  on  Tests 
of  Full-Sized  Slabs,  A.  T.  Goldbeck.  Can.  Engr.,  vol.  26,  no.  10,  March  6, 
1910,  pp.  280-281,  2  figs.  Tests  were  conducted  at  Bureau  of  Public  Roads. 
From  Public  Roads. 

Design.  Bridge  Engineering  Surveyor,  vol.  55,  no.  1412,  Feb.  7,  1919,  pp.  129-130. 
On  future  loads  and  dangers  of  faulty  design. 

Erection.  Cantilever  Erection  of  Draw  in  Open  Position  While  Old  Draw  Serves  as 
Fixed  Span,  Eng.  News  Rec.,  vol.  82,  no.  12,  Mar.  20,  1919,  pp.  567-569,  6  figs. 
Swing-span  part  of  Union  Pacific  Bridge  over  Missouri  at  St.  Joseph;  old  span 
during  work  carried  traffic. 

Biidee  Substructure  Construction  with  Concrete  Caissons  Sunk  by  Open 
Excavation  Method,  L.  W.  Scov.  Eng.  &  Contracting,  vol.  51,  no.  13,  Mar.  26, 
1919,  pp.  317-310,  3  figs.  Experiences  of  Chicago,  Burlington  &  Quincy 
R.  R.  Paper  presented  before  Western  Soc.  Engrs. 

Highway.  Ccncrcte  and  Steel  Bridges,  John  W.  Towle.  Better  Roads  &  Streets, 
vol.  8,  no.  10,  Oct.  1918,  pp.  371-372.  Economic  advantages  of  good  roads. 
Address  delivered  before  North  Carolina  Good  Roads  Assn. 

Painting.      Maintenance  and  Painting  of  Highway  Bridges,  Charles  D.  Snead.     Eng. 

6  Contracting,   vol.    51,    no.  13,   Mar.    26,    1919,    pp.  306-307.     Classification 
of   structures   according   to   structural    conditions;    maintenance   and   cost   of 

painting. 

Railway  and  Highway  Bridge.  Move  Bridge  Spans  136  Feet  Endwise  on  Car 
Trucks,  Eng.  News  Rec,  vol.  82,  no.  11,  Mar.  13,  1910,  pp.  530-532,  4  figs. 
Combined  railway  and  highway  bridge  of  the  Union  Pacific  Ry. 

Strengthening.  Strengthening  Railway  Bridges,  W.  J.  Doak.  Commonwealth 
Engr.,  vol.  6,  no.  6,  Jan.  1,  1019,  pp.  191-197,  10  figs.  Details  of  various 
bridges  erected  throughout  Queensland,  Australia.  Paper  read  before  Inst. 
Civil  Engrs. 

Track-Elevation  Bridge.  Omaha  Track-Elevation  Bridges  Vary  in  Type  to  Meet 
Local  Conditions.  Egr.  News  Rec.,  vol.  82,  no.  8,  Feb.  20,  1919,  pp.  380-382, 
3  figs.     Types  of  bridge  superstructure  and  floor  of   Missouri  Pac.  R.  R. 

Vertical-Lift  Bridge.  Mechanical  Features  of  Vertical-Lift  Bridge,  J.  A.  L. 
Waddell.  Mech.  Eng.,  vol.  41,  no.  4,  Apr.  1919,  pp.  379-381,  4  figs.  Details 
of  a  260-ft.  double-track  lift  span  at  Louisville,  Ky. 

Viaducts.  Design  and  Construction  of  Reinforced  Concrete  Viaducts  on  North 
Toronto  Subdivision.  Canadian  Pacific  Railway,  B.  O.  Eriksen  and  H.  S. 
Deubelbeiss.     Can.   Ry.    &    Mar.    World,  no.  253,    March  1919,  pp.   109-113, 

7  figs.     Dimensions,  details,  and  method  of  caluculating  moments  in  towers. 

BUILDING   AND   CONSTRUCTION 

Arch  Analysis.  Arch  Analysis  by  a  Method  Using  Variable,  Elastic  Weights, 
F.  J.  Dulude.  Eng.  News  Rec,  vol.  82,  no.  10,  March  6,  1919,  pp.  471-473, 
3  figs.  Tabular  form  intended  to  simplify  computation  of  summations  required 
in  solution  of  arch  problem  by  influence  lines. 

Architects.  Does  the  Architect  Function  as  He  Should?  Robert  D.  Kohn.  Am 
Architect,  vol.  115,  no.  2253,  Feb.  26,  1910,  pp.  291-296.  Resume  of  program 
of  Post- War  Committee  on  Architectural  Practice,  Am.  Inst.  Architects. 

Automobile  Storage  Structure.  The  New  Automobile  Centre,  Social  Hall  Avenue, 
Salt  Lake  City.  Am.  Architect,  vol.  115,  no.  2252,  Feb.  19,  1919,  pp.  281-287, 
13  figs.     Reinforced-ccncrete  3-story  structure  used  for  storage  of  automobiles. 

Barracks.  A  Barracks  Built  in  a  Hurry,  Parker  R.  Whitney.  Univ.  Colo.  Jl. 
Eng.,  vol.  15,  no.  2,  Jan.  1919,  pp.  11-19,  4  figs.  Main  barracks  built  for 
Students'  Army  Training  Corps  to  accommodate  350  men. 

Brick.  Shallow  Brick  Stand  Up  Well  on  Cement-Sand  Base.  Eng.  News  Rec, 
vol.  82,  no.  8,  Feb.  20,  1919,  pp.  378-379,  4  figs.  Service  given  by  patching 
bricks  on  ramps  of  Pa.  Station,  N.Y. 

Dry  Dock.  Building  a  Floating  Dry  Dock  in  Well  Laid  Out  Yard.  Eng.  News 
Rec,  vol.  82,  no.  12,  Mar.  20,  1919,  pp.  552-554,  6  figs.  Cableway  assisted 
by  whirler  and  derrick  car  keeps  heavy  timbers  ready  for  carpenter  crews; 
large  band  saws  and  cutoff's;  frame  handled  on  two-way  roller  system. 

Elevators.  Floating  Pneumatic  Grain  Elevators.  Engineer,  vol.  127,  no.  3296. 
Feb.  28,  1919,  pp.  206-208,  7  figs.  Elevators  have  a  maximum  capacity  of 
about  100  tons  per  hour  each,  when  working  in  wheat. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


109 


Chicago  &  North  Western  Ry.  Co's  Grain  Elevator,  W.  H.  Finley.  Eng. 
World,  vol.  14,  no.  6,  Mar.  15,  1919,  pp.  15-19,  5  figs.  Handling  capacity  in 
1,766,000  bu.  per  day.  Location  permits  grain  to  be  received  and  shipped 
both  by  rail  and  water. 

Engine  House.  A  Rectangular  Reinforced  Concrete  Engine  House.  Ry.  Age. 
vol.  64,  no.  14,  Apr.  4,  1919,  pp.  891-892,  3  figs.  Design  to  replace  old  brick 
and  timber  building  in  location  where  space  for  expansion  was  restricted. 

Factory.  Modern  Factory  Construction,  B.  A.  Williams.  Aeronautics,  vol.  16, 
no.  280,  Feb.  26,  1919,  pp.  226-227,  3  figs.  Example  illustrates  use  of  Reliance 
standard  steel  sashes. 

Building  a  Home  for  an  Industry.  Am.  Architect,  vol.  115,  no.  2257, 
Mar.  26,  1919,  pp.  467-475,  15  figs.  Studies  and  projected  design  of  buildings 
of  dye-manufacturing  concern  are  presented  as  illustration  of  procedure  in 
designing  an  industrial  structure. 

Flat-Slab  Construction.  Design  of  Exterior  Panels  in  Flat  Slab  Construction, 
Albert  M.  Wolf.  Eng.  World,  vol.  14,  no.  6,  Mar.  15,  1919,  pp.  11-14,  5  figs. 
Details  of  spandrel  strips  in  flat-slab  floors;  examples  of  typical  interior  and 
exterior  panels  in  accordance  with  Acme  design  standards. 

Floors.  Some  Pointers  on  How  to  Finish  a  Concrete  Floor,  William  McGinnis. 
Eng.  News  Rec,  vol.  82,  no.  10,  March  6,  1919,  pp.  477-478.  Notes  on  use 
of  screens  and  treatment  of  aggregate  and  surface. 

Fondations.  Anchor  Bolts  for  Foundations,  Terrell  Croft.  Natl.  Engr.,  vol.  23, 
no.  4,  Apr.  1919,  pp.  175-179,  11  figs.  Dimensions  and  weights  of  materials 
used.     (To  be  continued) . 

Hotels.  The  Hotel  Pensvlvania,  New  York.  Am.  Architect,  vol.  115,  no.  2253' 
Feb.  26,  1919,  pp.  297-306,  14  figs.  Said  to  be  largest  in  world. 

Housing.  Quantity  House  Production  Methods,  Construction  Branch,  Emergency 
Fleet  Corporation.  Am.  Architect,  vol.  115,  no.  2254,  Mar.  5,  1919,  pp.  533- 
358,  20  figs.     Organization  of  Housing  Section.     (To  be  continued). 

Suggested  Solution  of  Housing  Problem.  Contract  Rec,  vol.  33,  no.  6, 
Feb.  5.  1919,  pp.  119-121.     Advanced  by  British  Roy.     Sanitary  Inst. 

Tilbury  Housing  —  Present  and  Future.  Surveyor,  vol.  55,  no.  1415, 
Feb.  28,  1919,  pp.  159-161,  9  figs.  Scheme  providing  for  building  worker's 
homes  rapidly. 

The  Preparation  of  Housing  Schemes,  A.  G.  Wheeler.  Surveyor,  vol.  55, 
no.  1415,  Feb.  28,  1919,  p.  162.  Suggestions  to  Municipal  engineers  and 
surveyors.     (Concluded). 

A  Chepstow  Housing  Scheme,  William  Dunn  and  W.  Curtis  Green.  Jl. 
Roy.  Inst.  British  Architects,  vol.  26,  no.  2,  Dec.  1918,  pp.  25-38  and  (discussion) 
pp.  38-43,  6  figs.  Site  is  about  28  acres  in  extent.  Details  of  layout  of  streets, 
number  of  housing  per  acre  and  other  particulars  are  given. 

Housing:  The  Architects'  Contribution,  Raymond  Unwin.  Jl.  Roy. 
Inst.  British  Architects,  vol.  26,  no.  3,  Jan.  1919,  pp.  49-59  and  (discussion) 
pp.  60-64,  13  figs.  Various  types  of  houses  are  examined  from  point  of  view  of 
convenience  and  comfort. 

Financing  the  Expected  Boom  in  the  Building  Industry  —  III.  Am. 
Architect,  vol.  115,  no.  2251.  Feb.  12,  1919,  pp.  241-243.  Efforts  of  Govern- 
ment authorities  to  encourage  building  construction. 

The  Preparation  of  Housing  Schemes,  A.  G.  Wheeler.  Surveyor,  vol.  55, 
nos.  1412  and  1413,  Feb.  7  and  14,  1919,  pp.  127-128  and  144.  Recommenda- 
tions to  municipal  engineers  and  surveyors.     (To  be  concluded). 

Mortar  Under  Pressure.  Injecting  Mortar  Under  Pressure  (Les  appareils  pour 
l'lnjection  du  mortier  sous  pression),  L.  Biette.  G6nie  Civil,  vol.  74,  no.  7, 
Feb.  15,  1919,  pp.  121-126,  15  figs  Features  and  operation  of  various  types 
with  reference  to  their  utilization  in  the  construction  of  Paris  subway. 

Hotel  Lincoln,  Indianapolis,  Ind.  Am  Architect,  vol.  115,  no.  2251, 
Feb.  12,  1919,  pp.  238-240,  11  figs.  Situated  on  triangular  lot  measuring 
150  ft.  and  187  ft.  street  fronts. 

Roofs.  Zinc  as  a  Roof  Covering,  William  Hutton.  Metal  Worker,  no.  2360,  Mar  21, 
1919,  pp.  370-371,  5  figs.  Suggestions  based  upon  practice  in  European 
contries. 

School.  The  Scarboro-on-Hudson  School,  Welles  Bosworth.  Am.  Architect,  vol. 
115,  no.  2258,  Apr.  2,  1919,  pp.  477-480,  4  figs.     Architectural  feature*. 

Methods,  Economies  and  Standardization  in  Preparation  of  Plans  for 
School  Buildings,  Clarence  E.  Dobbin.  Eng.  &  Contracting,  vol.  51,  no.  13, 
Mar.  26,  1919,  pp.  313-314,  1  fig.  Plea  for  uniform  practice.  From  paper 
presented  before  Mun.  Engrs.  of  City  of  N.  Y. 

Sheet  Steel.  A  Structural  Material  Made  of  Thin  Sheet  Steel.  Am.  Architect, 
vol.  115.  no.  2251.  Feb.  12,  1919,  pp.  249-254.  12  figs.  Describes  joists  studs, 
sills  and  caps  made  of  said  material  embedded  in  concrete. 

St  \ndardization.  The  Standardization  of  Building  Products,  Robert  D.  Kohn. 
Am.  Architect,  vol.  115,  no.  2258,  Apr.  2.  1919,  pp.  498-500.  Advocated  as  means 
to  insure  production  speed  in  housing  work. 

Storage  Tanks.  Storage  Tanks  made  of  Reinforced  Concrete,  F.  W.  Frerichs. 
Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  5,  March  1,  1919,  pp.  234-236,  3  figs. 
Details  of  large  installation  of  concrete  tanks;  tests  on  permeability  for  water 
and  ammoniacal  liquor;  drawings,  construction,  and  costs.  Before  Chicago 
meeting.  Am.  Inst.  Chem.  Engrs. 

Design  and  Construction  Features  of  Concrete  Oil  Storage  Tanks,  C.  W. 
Van  Dyke  Eng.  &  Contracting,  vol.  51.  no.  13.  Mar.  26,  1919,  pp.  304-305, 
4  figs.     Particulars  of  182,000-gal.  fuel-oil  tank  of  American  Brakeshoe  Co. 

Structures,  Theory  of.  On  a  New  Principle  in  the  Theory  of  Structures,  George 
F.  Swain.  Proc.  Am.  Soc.  Civil  Engrs.,  vol.  45,  no.  3,  Mar.  1919,  (paper  and 
discussion),  pp.  75-91,  13  figs.  Mathematical  formula  to  determine  angular 
rotation  at  a  point,  derived  by  a  method  analogous  to  that  used  for  finding 
the  deflection  for  any  point  of  a  structure  in  any  given  direction. 

Swimming  Pools.  Swimming  Pools  for  Public  Schools,  C.  E.  Dobbin.  Am.  Architect , 
vol.  115,  no.  2253,  Feb.  26,  1919,  pp.  319-328,  8  figs.     Arrangement  and  details. 

Warehouse.  Industrial  Building  Construction  in  Trafford  Park.  Engineer,  vol.  127, 
no.  3292,  Jan.  31,  1919,  pp.  98-100,  11  figs.  Warehouse  with  capacity  of 
10.000  tons  of  frozen  produce,  erected  to  comply  with  the  requirements  of 
Ministry  of  Food. 


CEMENT   AND   CONCRETE 

Blended  Portland  Cement.  An  Investigation  of  Blended  Portland  Cement, 
School  of  Mines  &  Metallurgy,  University  of  Missouri,  vol.  4,  no.  4,  May. 
1918,  pp.  1-76,  33  figs.  Study  of  behavior  of  sand  blended  cement.  From 
tests  at  Mo.  School  of   Mines. 

Cement  gun.  Tests  on  Cement  Gun  Products.  Bryan  C.  Collier.  Contract  Rec, 
vol.  33,  no.  10,  March  5,  1919,  pp.  216-218.  Modulus  of  rupture  determined 
for  slabs  having  various  ages. 

Consistency  Measurement.  Concrete  Consistency  Measured  bv  New  Device, 
Herbert  A  Davis.  Eng.  News  Rec,  vol.  82,  no.  13,  Mar.  27,  1919,  pp.  603-605, 
6  figs.  Method  developed  for  construction  of  concrete  ships  determines  amount 
of  water  to  use  in  field  operations. 

Flue  Dust.  Double  Salts  of  Calcium  and  Potassium  and  Their  Occurrence  in  Leaching 
Cement  Mill  Flue  Dust,  E.  Anderson.  Jl.  Indus.  &  Eng.  Chemistry,  vol.  11, 
no.  4,  Apr  1,  1919,  pp.  327-332,  3  figs.  Formation  of  potassium  penta-calcium 
sulfate. 

Holland.  New  Dutch  Instructions.  Relative  to  Reinforced  Concrete  Construction 
(Les  nouvelles  instructions  hollandaises  relatives  aux  constructions  en  beton 
arme).  Genie  Civil,  vol.  74,  no.  9,  Mar.  1,  1919,  pp.  171-173,  10  figs.  Regula- 
tions published  by  the  Roy.  Inst.  Engrs. 

Mixing.  Effect  of  Quantity  of  Mixing  Water  and  Curing  Conditions  on  the  Strength 
and  Wear  of  Concrete.  Eng.  &  Contracting,  vol.  51,  no.  13,  Mar.  26,  1919, 
pp.  309-312,  9  figs.  Deductions  obtained  from  tests  made  at  Lewis  Inst., 
Chicago. 

Pneumatic  Concreting.  The  Pneumatic  Method  of  Concreting,  H.  B.  Kirland. 
Jl.  Western  Soc.  Enger.,  vol.  23,  no  5,  May  1918,  pp.  319-349  and  (discussion), 
pp.  349-355,  23  figs.  Method  consists  in  blowing  batches  of  concrete  through 
a  pipe  from  a  central  point  of  supplies  to  their  place  in  the  concrete  forms. 

Precast  Construction.  Concrete  Moulding  Plant,  Pennsylvania  R.  R.  Ry.  Rev., 
vol.  64,  no  12,  Mar.  22,  1919,  pp.  425-432,  14  figs.  Facilities  placed-in  operation 
for  the  purpose  of  manufacturing  precast  reinforced-concrete  members  for 
erection  of  buildings  and  construction  of  bridges,  and  also  for  turning  out 
concrete  fence  posts  and  telegraph. 

Quick-Hardening  Cement.  The  Hydraulic  Properties  of  the  Calcium  Aluminates, 
P.  H.  Bates.  Jl.iAm.  Ceramic  Society,  vol.  1,  no.  10,  Oct.  1918,  pp.  679-696, 
5  figs.  Tests  are  reported  to  have  shown  that  it  is  possible  to  make  cements 
giving  24  hours  strengths  as  high  as  those  developed  by  Portland  Cements  in 
in  28  days.  This  quick-hardening  cement  is  said  to  consist  of  calcium  aluminatc 
high  in  alumina  (55  to  75  per  cent). 

Reinkorced-Concrete  Structures.  Theory  of  Reinforced-Concrete  Structures 
'  'alculo  de  estructuras  de  hormigon  armado),  Julio  R.  Castineiras.  Univer- 
sidad  Nacional  de  la  Plata,  Publicacioncs  de  la  Facultad  de  Cienias  Fisicas, 
Matematieas  y  Astronomicas,  vol.  1,  no.  35,  May  1918,  pp.  373-454,  55  figs. 
Formula?  and  theorems  applicable  to  beams  under  simple  flexure.  (Continuation 
of  aerial). 

RQNTOBCING  Elements.  New  Accepted  Form  of  Reinforcing  Metal  in  Concrete 
(Sur  une  nouvelle  forme  canoniquedes  massifs  amies),  Charles  Rabut.  Comptes 
rendus  des  seances  de  1'Academie  de  Sciences,  vol.  168,  no.  1,  Jan.  6,  1919, 
pp.  50-53.     Value  of  plates  in  reinforcing;  claimed  advantages  over  bars. 

Slag  Concrete  Blast  Furnace  Slag  in  Concrete  and  Reinforced  Concrete,  J.  E. 
Stead  Eng.  World,  vol.  14,  no.  6.  Mar  15,  1919,  pp.  25-27.  Oxidation  of 
sulphides  in  slag;  conditions  under  which  slag  concrete  has  failed;  suggestions 
for  production  of  reinforced  concrete. 

Underground  Work.  The  Use  of  Concrete  in  Underground  Work,  Chem.  Eng. 
&  Min.  Rev.,  vol.  11,  no.  125,  Feb.  5,  1919,  pp.  130-132,  3  figs.  Work  done 
by  Wallaroo  and  Moonta  Mining  &  Smelting  Co.,  Ltd. 

Underwater  Work.  Methods  of  Depositing  Concrete  under  Water.  Eng.  & 
Contracting,  vol.  51,  no.  13,  Mar.  26,  1919,  pp.  307-308.  Report  submitted 
at  convention  of  Am.  By.  Eng,  Assn. 

Wasteful  Construction.  Useless  Waste  in  Concrete  Construction  Due  to  Legal 
Requirements,  W.  Stuart  Tait.  Am.  Architect,  vol.  115,  nos.  2250  and  2251, 
Feh.  5  and  12  1919,  pp.  211-212  and  254-256.  Uuling  for  column  design 
adopted  by  Am.  Concrete  Inst.  Feb.  12:  Comparison  of  concrete  regulations 
with  Lloyd's  factors  of  safery  for  ship  structures. 

EARTHWORK,    ROCK    EXCAVATION,   ETC: 

Cofferdams.  Cofferdam  and  River  Wall  Construction,  T.  E.  Thain.  Practical 
Engr.,  vol.  59,  no.  1672,  Mar.  13,  1919,  pp.  124-127,  16  figs.  Particulars  of 
dam  designed  for  dock  works,  where  it  is  proposed  to  dam  up  a  dock. 

Dams.  The  East  Canyon  Creek  Dam,  A.  F.  Parker.  Proc.  Am.  Soc  Civil  Engrs., 
vol.  45,  no.  3,  Mar.  1919.  Papers  and  Discussions,  pp.  93-113,  4  figs.  Design 
and  construction  of  arched  concrete  dam. 

Conditions  of  Stability  and  Suggested  Design  for  Wooden  Dam  Built 
on  Sand.  Eng.  &  Contracting,  vol.  51,  no.  II,  Mar.  12,  1919,  pp.  261-262. 
Dam  is  to  be  built  on  very  permeable  sand. 

Recent  Multiple  Arch  Dams,  John  S.  Eastwood.  Jl.  Electricity,  vol.  42, 
no.  6,  Mar.  15,  1919,  pp.  263-266,  3  figs.     Data  on  four  structures  of  this  type. 

Dredge,  Hydraulic.  Operating  a  Hydraulic  Dredge  Under  Difficulties,  Albert, 
8  Fry.  Eng.  News  Rec,  vol.  82,  no.  9,  Feb.  27,  1919,  pp.  410-414,  7  figs. 
F'xcavation  used  to  dig  out  log-filled  earth  in  channel  which  had  been  filled  up 
by  slipping  of  spoil  banks. 

Excavation,  Balancing.  Economic  Balancing  of  Highway  Excavation  by  a  Semi- 
Graphic  Method,  Dudley  S.  Babcock.  Eng.  News-Rec,  vol.  82,  no.  8,  Feb.  20, 
1919,  pp.  361-364,  6  figs.  Device  called  "  trace  curve  "  used  in  designing 
Storm  King  Highway  of  N.  Y.  State  Highway  Dept. 


110 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Fills.  Dump  Cars  ami  Wagons  Enlarge  Railway  Fills.  Eng.  News-Rec,  vol.  82, 
no.  9,  Feb.  27,  1919,  pp.  419-120,  2  figs.      Methods  of  raising  and  widening  fills. 

Tunnel,  Hudson  River.  Vehicular  Tunnels  under  the  Hudson  River.  Martin 
Schreiber.  .11.  Franklin  Inst.,  vol.  187,  no.  3,  Mar.  1919,  pp.  273-288 
9  figs.  Necessity  of  constructing  proposed  tunnel  is  emphasised  principally 
by  the  fact  that  out  of  a  total  of  40,000  miles  of  terminal  railway  within  the 
metropolitan  area,  29,000  miles  are  on  the  Jersey  side.  Views,  details,  and 
location  of  various  projects  for  tunnel  and  bridge  are  given. 

Tunnels.  Principles  and  Scientific  Rules  for  Designing  Long  Tunnels  Under  Water 
Courses  (Principos  et  regies  scientifiques  pour  l'etablissement  des  longs  tunnels 
sous  nappe  d'eau),  Charles  Rabut.  Comptes  rendus  des  stances  dp  1  Academic 
des  Sciences,  vol.  168,  no.st,  Jan.  27,  1919,  pp.  220-221.  Subordination  of  plans, 
profile,  and  all  other  details  of  project  to  preventing  inundation,  or  in  case  it 
happens,  to  avoid  loss  of  human  life  by  providing  suitable  means  such  as 
accessory  exploration  galleries,  etc. 

Regulations  for  Constructing  Long  Tunnels  Under  Water  Courses  (Regies 
a  suivre  pour  l'etablissement  des  longs  tunnels  soils  nappe  d'eau),  M.  Lecornu. 
Genie  Civil,  vol.  74,  no.  0,  Feb.  8,  1919,  p.  114.  Rules  intended  to  prevent 
inundation.     Read  before  the  Academie  des  Sciences. 

ROADS   AND    PAVEMENTS 

Asphai.tic  Concrete  Pavements.  Two  Types  of  Hard  Surface  Roads  Successfully 
Employed  in  New  Hampshire,  Frederic  E.  Everett.  Mun.  &  County  Eng., 
vol.  56,  no.  3,  Mar.  1919,  pp.  80-81.  Service  given  by  asphaltic  concrete 
pavement. 

Bituminous  Pavements.  Efficiency  of  Bituminous  Surfaces  and  Pavements.  Under 
Motor  Truck  Traffic,  Prevost  Hubbard.  Mun.  &  County  Eng.,  vol.  56,  no.  3, 
Mar.  1919,  pp.  98-100.  Rates  increasing  efficiency  of  bituminous  types  as 
follows:  Bituminous  surfaces,  bituminous  macadam  bituminous  concrete, 
sheet  asphalt  and  asphalt  block.  Also  in  Good  Roads,  vol.  17,  no.  11,  Mar.  15, 
1919,  pp.  117-119;  Can.  Engr.,  vol.  20,  no.  10,  Mar.  1919,  pp.  117-119. 

Brick  Pavements.  Present  Status  of  Brick  Pavements  Constructed  with  Sand 
Cushions,  Cement  Mortar  Beds  and  Green  Concrete  Foundation,  Wm.  M. 
Acheson.  Mun.  &  County  Eng.,  vol.  56,  no.  3,  Mar.  1919,  pp.  103-10.3. 
Changes  in  design  since  1915. 

Bureau  of  Public  Roads.  Operations  of  the  Bureau  of  Public  Roads  Under  the 
Federal  Aid-Road  Act,  P.  St.  J.  Wilson.  Good  Roads,  vol.  17,  no.  9,  Mar.  1, 
1919,  pp.  97-98.  What  has  been  done  in  regard  to  individual  federal  aid 
projects.     Presented  at  convention  Am.  Road  Builders'  Assn. 

Canada.  Roads  in  Coleman  Township,  H.  J.  Routly.  Can.  Engr.,  vol.  26,  no.  10, 
Mar.  6,  1919,  pp.  274  and  286-287,  4  figs.  History,  developments,  improvements 
and  organization  of  personnel.     Ontario  Land  Surveyors. 

Chicago.  Recent  Developments  in  Design  and  Construction  of  Pavements  in 
Chicago,  H.  J.  Fixmer.  Mun.  &  County  Eng.,  vol. '56,  no.  3,  Mar.  1919,  pp. 
92-94,  2  figs.     Layout  of  central  concrete-mixing  plant. 

Cost-Keeping.  Cost-Keeping  for  Highway  Contractors,  Albert  B.  Gillette.  Can. 
Engr.,  vol.  26,  no.  10,  Mar.  6,  1919,  pp.  282-283.  Recommends  securing  daily 
reports  that  show  the  total  unit  cost  of  every  item  on  which  contractor  has 
bid  a  unit  price.     Before  Convention  of  the  Am.  Road  Builders'  Assn. 

Some  Points  to  Observe  in  the  Construction  of  Concrete  Roads,  William 
W.  Cox.  Mun.  &  County  Eng  ,  vol.  56,  no.  3,  Mar.  1919,  pp.  105-106.  Con- 
cerning drainage,  preparation  of  sub-grade,  selection  of  materials,  workman- 
ship and  designing. 

Dustless  Roads.     Smooth  Dustless  Roads  Maintained  by  Gang  System.  Eng.  News 
Rec,  vol.  82,  no.   11,    Mar.   13,   1919,  pp.  526-528,'  3  figs.     Bituminous  carpet 
-4 placed  on  macadam  highways  said  to  prove  satisfactory  metal  on  such  roads. 

England.  Highway  Work  in  Nottinghamshire  During  the  War,  J.  Cracroft  Haller. 
Surveyor,  vol.  55,  no.  1410,  Jan.  24,  1919,  pp.  47-48.  Description  of  recon- 
struction and  maintenance  of  roads  in  the  county  of  Notts  from  1915-1918. 

Financing.  Efficient  Methods  of  Promoting  Bond  Issues,  S.  E.  Bradt.  Good 
Roads,  vol.  17,  no.  13,  Mar.  29,  1919,  pp.  139-140.  Considerations  generally 
taken  up  in  issuing  state  bonds  for  highway  construction. 

Drainage.  Drainage  Methods  for  Country  Roads.  Contract  Rec,  vol.  33,  no.  6, 
Feb.  5,  1919,  pp.1 10-1 14,  2  figs.  Discussion  of  foundations  and  drainage  suitable 
to  various  soils  found  in  highway  construction. 

Foundations.  Road  Foundations,  Drainage  and  Culverts,  Geroge  Hogarth. 
Contract  Rec.,  vol.  33,  no.  10,  March  5,  1919,  pp.  197-199,  19  figs.  Examples 
of  various  constructions.  Also  in  Can.  Engr.,  vol.  26,  no.  10,  Mar  6,  1919 
pp.  284-285,  6  figs. 

Good  Roads.  The  Road:  Its  Paramount  Importance,  J.  H.  A.  MacDonald  Better 
Roads  &  Streets,  vol.  8,  no.  10,  Oct.  1918,  pp.  376-379.  Military  value  of 
good  roads. 

The  Interrelationship  of  Highways,  Railways  and  Waterways,  George 
H.  Pride.  Good  Roads,  vol.  17,  no.  12,  Mar.  22,  1919,  pp.  127-128.  Presented 
at  convention  Am.  Road  Builders'  Assn. 

GRADE  Crossings.  Grade  Crossing  Elimination  in  New  York  City,  William  L. 
Selmer,  Mun.  Engrs.  Jl.,  vol.  5,  no.  3,  Mar.  1919,  pp.  1-21,  10  figs.  Progress 
made  by  Public  Service  Commission  for  First  District  during  the  11)^  years 
of  its  existence. 

Granite  Block  Pavements.  Some  Suggestions  on  the  Proper  Construction  of 
Granite  Block  Pavements,  Albert  T.  Rhodes.  Mun,  &  County  Eng.,  vol.  56, 
no.  3,  Mar.  1919,  pp.  106-110,  7  figs.  Suggestions  based  on  differences  of 
production  in  Northern  and  Southern  quarries. 

Indiana.  Provisions  of  Proposed  Indiana  Highway  Law.  Good  Roads,  vol.  17, 
no.  7,  Feb.  15,  1919,  pp.  58-60.  Summary  of  test  of  bill  introduced  in  Indiana 
Senate  pr  viding  for  establishment  of  state  highway  commission,  state  system 
of  highways  and  state  highway  fund. 


Kansas.  Some  features  of  Highway  Work  in  Kansas,  M.  W.  Watson.  Mun.  & 
County  Eng.,  vol.  56,  no.  3,  Mar.  1919,  pp.  86-88,  3  figs.  State  Highway 
Commission  created  by  legislature. 

Labor.  Sources  of  Supply  of  Unskilled  Labor  for  Highway  Work.  Good  Roads, 
vol.  17,  no.  10,  Mar.  8,  1919,  pp.  Ill  and  114-115.  From  reports  of  state 
highway  departments,  city  departments  and  contractors,  it  is  stated  that 
there  will  be  sufficient  supply  of  unskilled  labor  for  highway  projects  during 
coming  season  and  at  wages  lower  than  those  prevailing  during  season  of  1918 
Committee  report  of  Am.  Road  Builders'  Assn.  Also  in  Eng.  News  Rec, 
vol.  82,  no.  10,  Mar.  6,  1919,  pp.  466-467. 

Macadam  Road  Be  construction.  Ruilding  New  Concrete  Shoulders  to  Preserve 
the  Old  Macadam  Boads  of  Marylamd,  Johu  N.  Mackall.  Mun.  &  County 
Eng.,  vol.  56,  no  3,  Mar  1919,  pp.  79-80,  3  figs.  Preserving  old  macadam 
roads  constructed  before  coming  of  extremely  heavy  motor  traffic  of  to-day. 

The  Reconstruction  of  Worn  Out  Macadam  Upon  a  State  Road  in  Rhode 
Island,  I.  W.  Patterson.  Mun.  &  County  Eng.,  vol.  56,  no.  3,  Mar.  1919. 
pp.  81-83.  1  fig.  Difficulties  encountered  in  reconstructing;  imperfect  drainage; 
resurfacing  macadam  roads  built  originally  with  coarse-grained  granite. 

.Maintenance.  System  Without  Red  Tape  Makes  Success  of  Day  Labor  Road 
Maintenance.  Eng.  News  Bee,  vol.  82,  no.  8,  Feb.  20,  1919,  pp.  384-386, 
3  figs.      Weekly  return  form  to  show  status  of  each  job. 

Methods  of  Maintaining  Highway  Systems  Prior  to  Construction  by 
State  or  County,  Frederic  E.  Everett.  Good  Roads,  vol.  17,  no.  13,  Mar.  29, 
1919,  pp.  137-138.  Practice  followed  at  New  Hampshire.  Paper  presented 
before  Am.  Road  Builders'  Assn. 

Mictiigan.  Low  Hauling  Cost  and  No  Waste  of  Material  on  Construction  of  Michigan 
Roads.  Better  Roads  &  Streets,  vol.  8,  no.  10,  Oct.  1918,  pp.  380-381,  1  fig 
Layout  of  Lake  Shore  road  job;  number  of  men  required;  material-handling 
system. 

Repairs.  Repairing  Pavement  Openings.  Mun.  Jl.,  vol.  46,  no.  12,  Mar.  22,  1919, 
pp.  215-218,  2  figs.  Practices  of  various  cities  as  to  methods  of  restoring 
pavements. 

Streets.  Street  System;  Their  Relation  to  Highways  Outside  of  Urban  Districts, 
Nelson  P.  Lewis.  Good  Roads,  vol.  17,  no.  9,  Mar.  1,  1919,  pp.  99-100.  Con- 
cerning exit  from  a  city  to  system  of  roads  outside  it.  Presented  at  convention 
Am.  Road  Builders'  Assn. 

Street  Cleaning.  Recommended  Procedure  in  Cleaning  Streets  in  Rochester, 
N.  Y.,  James  W.  Routh.  Mun.  &  County  Eng.,  vol.  56,  no.  3,  Mar.  1919, 
pp.  90-91.  Criticism  of  common  methods  of  street  cleaning  with  reference  to 
conditions  in  Rochester. 

Surfaces.  Build  Permanent  Road  Surfaces,  R.  Crawford  Muir.  Contract  Rec, 
vol.  33,  no.  10,  March  5,  1919,  pp.  200-204,  17  figs.  Analysis  of  methods  of 
constructing  the  various  types  of  surfaces;  importance  of  gaging  amount  of 
future  traffic. 

Temperature  of  Road  Surfaces.  High  Relative  Temperatures  of  Pavement 
Surfaces,  G.  S.  Eaton.  Eng.  News-Rec,  vol.  82,  no.  13,  Mar.  27,  1919,  pp. 
633-634,  3  figs.  Observations  made  by  engineer  of  Universal  Portland  Cement 
Co.  on  surface  temperatures  of  various  types  of  surfacing  and  variation  between 
these  surfaces  and  adjacent  localities. 

Virified  Brick.  Vitrified  Brick.  Construction  for  Heavy  Motor-Truck  Traffic, 
W.  M.  Acheson.  Eng.  News-Rec,  vol.  82,  no.  10,  March  6,  1919,  pp.  467-468. 
Advantages  claimed  for  brick  pavements  of  monolithic  type. 

Width.  Wider-Pavements  Needed  by  Motor  Vehicles  at  Curves,  G.  S.  Eaton.  Eng. 
News-Red.,  vol.  82,  no.  10,  March  6.  1919,  pp.  461-462,  3  figs.  Graph  of 
theoretical  and  recommended  widths  of  lane  for  various  radii. 

SANITARY  ENGINEERING 
Camp  Drainage.     Camp  Drainage  and  Sanitation  W.  H.  Beswick.     Jl.  Roy.  Sanitary 
Inst.,  vol.  39,  no.  2,  Oct.  1918,  pp.  70-74.     Outline  of  work  done  at  Salisbury 
Plain  Camps. 

Garbage  Disposal.  Baltimore  Adopts  Feeding  Method  for  Garbage  Disposal. 
Eng.  &  Contracting,  vol.  52,  no.  11,  March  12,  1919,  pp.  258-259,  1  fig.  Specifi- 
cations of  city  of  Baltimore  garbage  Disposal.  Also  in  Mun.  &  County  Eng., 
vol.  56,  no.  3,  Mar.  1919,  pp.  96-98. 

Suggestions  for  Improvements  in  Apparatus  and  Appliances  for  Dealing 
with  House  Refuse,  James  Jackson.  Surveyor,  vol.  55,  no.  1415,  Feb.  28, 
1919,  pp.  180-181.  Concerning  the  assignation  of  special  charges  and  daily 
removal  of  refuse. 

Sewage  Disposal.  Sewage  Disposal  Works  at  London,  Ontario,  Willis  Ohipman. 
Can.  Engr.,  vol.  26,  no.  10,  March  6,  1919,  pp.  269-274,  12  figs.  Two-story, 
non-reversible  sedimentation  tanks  and  enclosed  filters  with  fixed  spray  nozzle. 

St.  Catherine's  Relief  Sewage  System,  D.  H.  Fleming.  Contract  Rec, 
vol.  33,  no.  8,  Feb.  19,  1919,  pp.  178-181,  12  figs.  Details  of  tunnels,  man- 
holes, etc. 

Sewage  Disposal  at  Manchester.  Surveyor,  vol.  55,  no.  1408,  Jan.  10,  1919, 
pp.  17-18.     Activated  sludge  investigations;  results  of  operation. 

Sewers.  Rideau  River  Intercepting  Sewer,  Ottawa,  L.  McLaren  Hunter.  Can. 
Engr.,  vol.  36,  no.  1,  Jan.  2,  1919,  pp.  105-106  and  111,  6  figs.  Map  showing 
areas  drained;  method  of  supporting  pipe  under  fill;  operation  in  laying  40-in. 
concrete  pipe. 

Street  Cleaning.  Street  Cleaning  Methods.  Mun.  Jl.,  vol.  46,  no.  6,  Feb.  8, 
1919,  pp.  101-104,  4  figs.  Sweeping  by  machine  and  hand,  flushing  and  sprinkl- 
ing.    Report  of  Bochester  Bureau  of  Municipal  Besearch.     (To  be  continued). 

WATER   SUPPLY 

Conduct  Design.  Economical  Section  of  Water  Conduct  for  Power  Development, 
Gary  T.  Hutchinson,  Meeh.  Eng.,  vol.  41,  no.  4,  Apr.  1919,  pp.  369-371,  2  figs. 
Method  of  determining  economical  section  of  water  conduit  for  supplying 
water  to  a  power  plant. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


111 


Factory  Water  Supply.  What  It  Pays  to  Enow  About  Factory  Water  Supply, 
Charles  L.  Hubbard.  Factory,  vol.  22,  no.  3,  March  1919,  pp,  153-455,  3  fags. 
On  insuring  against  well  going  dry. 

Flood  Control.     Colorado  River  Flood  Control  by  Storage,  E.  ( '.  La  Hue.     Eng. 
News  Rec,  vol.  82,  no.  1U,   Mach  0,  lyi'J,  pp.  456-461,  7  figs.     It  is  cla 
that  reservoirs  at  various  sites  would  so  cut  flood  at  Yuma  as  to  control  Imperial 
Valley. 

Freezing  or  Reservoir.     The  Freezing  of  a  Reservoir  Outlet  Works,  Gilbert  Christ  Le. 
Surveyor,  vol.  55,  no.  140*,  Jan.  10,  1919,  pp.  19-20,  -'  figs.     Operations  to  re 
supply.     Paper  before  Instn.   Water  Engrs. 

Railway  Water  Supply.  Modern  Water  Supply  Plant  on  Southern  Railway 
System.  Railroad  Herald,  vol.  23,  no.  3,  Feb.  1919,  pp.  52-51,  1  tig.  Sedimen- 
tation basin  of  2,500,000  gal.  capacity,  installed  to  provide  improved  water 
supply  for  operation  of  locomotives. 

Water  Treatment.  Results  of  Application  ot  Chloramine  Process  to  Catskil] 
(Esopus)  Water  of  New  York  City,  Frank  E.  Hale.  Eng.  &  Contracting,  vol.  51, 
no.    11,    March    12,    1919,  pp.   202-204,   3  figs.      Pi  ,   ;>   m   combining 

bleach  with  ammonia  just,  before  applying  to  the  water  treated. 

Chlorine  Absorption  and   the  (  Ihlorination  ol   Water.      Abel    Wolnian  and 
Linn  II.  Enfllow.     Jl.  Indus.    &  Eng.  Cluin.,  vol.   11,  no.  3,    Mar.    1.   1919,  pp. 
209-213,  3  tigs.      Results  of  the  study   of  the 
in    Maryland. 

Design  and  Performance  of  the  Iron  Removal  Plant   for   Laundry    Water 
at  State  School,  Sparta,  Wis.,  W.  G.  Kirchoffer.      Mun.  &  County  Ei 
no.  3,  Mar.  1919,  pp.  88-90,  3  tigs.     Removal  ol  iron  from  deep-well  water  by 
aeration,  coke  and  treated  sand  hltcr. 

Water- Works    Operation.      Water     Works    Operation:     Reservoir     Maintenance. 

Mun.  JL,  vol.  l(i,  no.  6,  Feb.  S,  1919,  pp.  105-107,  1  lig.  Collection  <.i  sediment 
in  reservoirs  and  methods  of  removing  it. 

WATERWAYS 

C\nalS.  Construction  of  a  Lateral  Canal  at  Allier  (.Construction  d'uu  canal  lateral 
a  1' Allier),  Rene  Travernier.  Ilouille  Blanche,  nos.  23-24,  Nov -Dee.  191s, 
pp.  337-33S.  Study  of  a  joint  commission  ot  the  Departments  of  Allier  and 
Puy  de  Dome. 

The  Rhone-Rhine  Canal  (Le  canal  du  Phone  au  Rhin).  Iluille  Blanche, 
nos.  23-24,  Nov. -Dec.  1918,  pp.  334-330.  History  ot  project.  Prom  Bulletin 
Hebdomadaire  de  la  Navigation  et  dee  Ports  Man  tunes,  Aug.  4  and  1 1,  pits. 

The  Chef. Hydraulic  -  atribution  a  la  determination  du  regime 

hydraulique  Tu   Cher),  P.    Morin.     Revue   Generate  de  1'Elcctncite,    vol 
no.  11,   Mar.  15,  1919,  pp.  417-418,  3  ligs.      Concerning  supplying  Berry  canal 
at  point  near  bridge  from  Cher  to  Montlucon. 

Floods.  On  the  Gradually  Varying  Movement  and  the  Propagation  of  Floods 
(Sur  le  mouvement  graducllemeut  varie  et  la  propagation  des  lond 

Maillet.    Comptes  rendus  des  seances  de  l'Acadernie  di      -  .   vol.    168, 

no.  5,  Feb.  3,   1919,  pp.  266-268,      Suggests,  no.  5,  Feb.  3,   1919,  pp 
Suggests  modification  of  Boussinesq's  equations. 

Inland   Waterway's.      What  the  Government  Did  in  Inland   Waterway  Navigation. 
Eng.    News-Rec,   vol.   82,   no.    10,    March   0,    1919,  pp.   480-481.     Abstract   ol 
Director  General  of  Railroads'  report  on  progress  made  dnnng  1918  on  n 
ways  taken  over  by  his  administration. 

Mississippi  Riveb.     Revival  of  Mississippi  River  frame-     111.   M.  von  Pat 

Int.  Mar.  Eng.,  vol.  24,  no.  4,  Apr.  1919,  pp.  295-297.  I  Sgs.  Structural  features 
of  barge  terminal  at  St.  Louis;  arrangements  ol  cargo-handling  machinery. 

Stream  Flow.     Stream  Flow  and  Percolation  Water,  Samuel  Hall.     Surveyor,  vol 
nos.  1408  and  1409.  Jan.  10  and  17,  1919,  pp.   15-16  ami    I 
of  supply  due  to  percolation.      Paper  before  Instn.    Water  En 

Stream    Regulation.     Meteorology   and   Stream    Regulation,    W.    I  uson. 

Can.  Engr.,  vol.  36,   no.    1,  Jan.   2.    1919,  pp  .101-103,    1   fig.      ('hart   showing 
direct  effect  of  weather  on  flow  and  indirect  effect  through  pn 
growth;   utilization  of  data  concerning   wind,    temperature,   precipitation   and 
barometer  records  in  fighting  forest  fares. 

RECLAMATION   AND    IRRIGATION 

Concrete.     Concrete  Box  Flume  Carried  A  restle,  A.    W.  Collins. 

Eng.  News  Rec,  vol.  82,  no.  10,  March  o,  1919,  pp.  163-464,  2  ligs.  Substitu- 
tion  of  concrete  for  steel  in  irrigation  system  at  Hawaii. 

Ditch.  Hydraulic  Efficiency  of  a  Drainage  Ditch  for  Five  Different  <  lhannel  <  kmdi- 
tions,  C.  E.  Ramser.  Eng.  News  Rec,  vol.  82,  no.  11,  Mar.  13,  1919,  pp.  522- 
523,  5  figs.     Data  of  various  channels. 

Drainage.     Land  Drainage  in  Cambridgeshire.  Engineer,  vol.  127,  n-  i   21, 

1919,  pp.  174-176,  10  figs.     Details  of  work  on  river  and  feu  improvement. 

Irrigation  Canal  Cleaning.  Removing  Algie  from  a  California  Irrigation 
Canal,  E.  Court  Eaton.  Eng.  News  Rec,  vol.  82,  no.  8,  Feb.  20,  1919,  pp. 
382-383,  1  fig.     Rotary  screen  with  water  jet  and  heavy  dose  of  agent. 

Morocco.  The  Hydraulic  Wealth  of  Occidental  Morocco  (Les  richesses  hydrauli- 
ques  du  Maroc  Occidental),  P.  Penet.  Houille  Blanche,  nos.  23-21,  Nov  .-Dec. 
1918,  pp.  338-351,  8  figs.  Possible  industrial  utilization;  utilization  of  waters 
in  agriculture;  suggested  program  of  study. 

Reclamation  Work.  Reclamation  Work  on  the  Key  System,  Chas.  Christopher. 
Traction,  vol.  15,  no.  3,  Mar.  15,  1919,  pp.  189-190  and  194-195,  4  figs.  Instal- 
lation of  electromagnet  and  Brownhoist  for  handling  scrap  material. 

SURVEYING 

Point  Determination.     Errors  in  Position  of  a  Point  (Sur  les  erreurs  de  situ: 

d'un  point),  Alf.  Guldberg.  Comptes  rendus  des  seances  de  l'Acadernie  des 
Sciences,  vol.  168,  no.  3,  Jan.  20,  1919,  pp.  153-155.  Concerning  probability 
of  error  in  position  of  point  determined  by  rectangular  coordinates  in  series 
of  continuous  observations. 


GENERAL  SCIENCE 

CHEMISTRY 

Analysis.  .Votes  on  Chemical  Standards  and  Their  Bearings  on  the  Unification  of 
Analysis.  C.  H.  Ridsdale.  Jl.  Soc.  Chem.  Indus.,  vol.  38,  no.  3,  Feb.  15,  1919, 
pp.  15T-25T  and  (discussion)  pp.  25T-20T.  General  study  of  discrepancies 
in  chemical  analysis,  and  writer's  experiences  on  the  preparation  and  issue  of 
analytical  steel  standards,  both  private  and  prepared  on  wider  basis. 

Tin-  Accurate  Determination  of  Carbon  Monoxide  in  Gas  Mixtures,  J. 
Ivor  Graham.  Jl.  Soc.  Chem.  Indus.,  vol.  38,  no.  2,  Jan.  1919,  pp.  10T-14T, 
2  figs.  Methods  ot  determination  by  means  of  iodine  pentoxide,  based  on 
reaction  3CO+l2-<  >5    =C02+l2. 

Colloids.  The  Degree  ot  Dispersion  of  Colloids  and  Its  Determination,  George 
King.  Jl.  Soc.  Chem.  Indus.,  vol.  38,  no.  2,  Jan.  31,  1919,  pp.  4T-7T.  I'ltra- 
miscroscopic  methods  of  determining  dispersion  in  colloids. 

Properties  of  the  Colloid  State  and  Their  Application  ot  Industry,  W.  C. 
McC.  Lewis.  Jl.  Soc.  Chem.  Indus.,  vol.  38,  no.  2,  Jan.  31,  1919,  pp.  1T-4T. 
Holds  Laplace's  fondemental  assumption  in  regard  to  field  of  attraction  round  a 
molecule  as  ineffective  lor  explaning  colloidal  phenomena. 

Element,      ["he  Classification  of  the  Chemical  Elements,  Ingo,   W.  D.  Hackh.     Sci. 
Am.  Supp.,  vol.  87,  no.  2253,   Mar.  8,  1919,  pp.  146-149,  3  tigs.      Presents  three 
According  to  increasing  atomic  number  or  atomic  weight;  a. 
periodic  spiral  ol  bending  pevodie  chain  so  that  elements  of  similar 

properties  come  together;  and  tabular  arrangement  representing  a  "  chart  of 
matter  "  where  position  ot  clement  indicates  the  properties. 

The  Conception  ot  the  Chemical  Element  as  Enlarged  by  the  Study  of 
Radioactive  change,  Frederick  Soddy.  Jl.  Chem.  Soc.,  no.  057,  Jan.  1919, 
pp.  1-20,  2  ligs.  Tiai. -mutational  character  of  radioactive  change;  history 
ot  the  analysis  of  matter;  radioactive  change  and  the  periodic  law;  origin  ol 
actinium;  different  vari  otopes  and  hetorotopes. 

Flavoring  Matters.  The  Chemistry  of  Flavoring  Matters,  Francois  Barral.  Sci. 
Am.  Supp.,  vol.  S7,  nos.  2251  and  2252,  Feb.  22  and  Mar.  1,  1919,  pp.  114-115 
and  134-135.  Relationship  between  constitution  of  a  body  and  its  taste. 
From  Revue  Scientifique. 

Gas   Reactions.     The  Influence  of   Temperature  on   Homogeneous  Gas   Reactions, 

orge   W.  Todd.      Lond  ,   Edinburgh  and  Dublin  Phil.   Mag.,  vol.  37,  no.  218, 

Feb.    1919,  pp.  221-230.      Deduction  from    Maxwell's  distribution  theory  of  an 

expression  ot  the  numbei   ol   gas  molecules  per  cc.  having  velocities  greater 

than  an  assumed  \  alue. 

Nitrous  Vapors.  Constitution  ol  Nitrous  Vapors  (Sur  la  constitution  fes  vapours 
nitreuses),  P.  Jolebois  and  A.  Sanfourche.  Comptes  rendus  des  stances  de 
l'Acadernie  des  Sciences,  vol.  168,  no.  4,  Jan.  27,  1919,  pp.  235-237.  Laboratory 
examination  ol  under  which   NOa  and  air  unite    to  form  N2  03  and 

subsccquent  phenomena  followini  ition. 

luction  of  Tungstic  Oxide,  ( '.  W.  Davis.  Jl.  Indus.  & 
Eng.  Chem.,  vol.  ll.no.  3,  Mar.  1,  1919,  pp  201-204.  Result  of  experimental 
work. 

WaI  i  i\    in    GELATINE.      Investigations  on   the   Absorption  of    Water  by 

latine,   Edith   B.   Shreve.  Jl.   Franklin   [nsl  .   vol.    1  s7.   no.  3,   March   1919, 

pp.  319-337.      Work  on  imbibii  lomil  colloidal  phenomena.      It  is  reported  that 

wit!.  ire  range  of  10  to  35  deg      Cen1    heat  favors  the  imbibition 

of  water  by  gelatine,  although  reaction  is  exothermic. 

MATHEMATICS 

Continuous   Fractions.     On   Two  Extensions  of  Algebraic  Continuous  Fractions 

(Sur  den  Igebriq >),    \1.   A.  Angelesco. 

Comptes  '  anees  de  l'Acadernie  des  Sciences,  vol.  168,  no.  5,  Feb.  3, 

1919,  pp.  262  266      Concerning  Hermite's  generalization  of  continuous  fractions. 

Dim  benttation.     Differentiation  with  Respect  to  a  Function  of  Limited  Variation, 

I'.  J.   Daniell.      Iran.  Am.    Math.  Soc.,  vol.    19,  no,    I,  Oct.   1918,  pp.  353-302. 

Definition  ol  derivatr  'ding  to  Stieltje's  integral  as  generalized  by 

Leb  omptes  rendus  des  seances  de  l'Acadernie  des  Sciences,  vol.  150, 

-oi.     Fundamental  property  of  derivative  is  proved   by  means  of 

modificat  ion  ol   S  orem. 

.  uons.     Irregular  Singularities  of  Linear  Differentia]  Equations  (Sur  les  singu- 

laritcs  irregulieres  des  equations  differentielles  uneaires),  Ren£  Gamier.     Comp- 

i  p  l'Acadernie  des  Sciences,  vol.  108,  no.  3,  Jan.  20, 

1919,   pp.    112-111      Extends   to   linear  differential  equations  of  any  order, 

prop  i  iblished   tor  equations  of  second  order  in  Comptes  rendus, 

vol.  Kil,  1917,  p.  265  and  vol.  100,  1918,  pp.  103  and  002. 

On   Equations  with   Partial   Derivatives   (Sur  les  equations  aux  derivees 
partiellcs),    II.    Duport.     Comptes   des   seances   de  l'Acadernie    des    Sciences, 
vol.    108,    no.    1,   Jan.   6,    1919,   pp.   45-46.     Generalization  of  integration   of 
equation, 

-  Differential  Equations  with  a  Boundary  Condition, 
Minfu  Tah  Ilu.  Tram  Am  Math.  Soc,  vol.  19,  no.  4,  Oct.  1918,  pp.  363-407. 
Treated  as  limit  of  system  of  n  tincar  differential  equations  of  first  order. 

Concerning  The  Zeros  of  the  Solutions  of  Certain  Differential  Equations, 
William  Benjamin  Lite.  Trau.  Am.  Math.  Soc.,  vol.  19.  no.  4,  Oct.  1918, 
pp.  311-352.  Discusses  oscillation  of  solutions  of  various  types  of  linear  equa- 
tions of  second  order.  Claims  that  Kneser's  conclusions  ( Mathematische 
Annalcu  vol.  12)  hold  when  m  is  restricted  merely  to  being  less  than  n. 

Algebraic  Solutions  of  Differential  Equations  of  the  First  Order  (Sur  les 
solution;;  algeol  ■  nations  differentielles  du  premier  ordre), Jules  Drach. 

Comptes  rendus  des  seances  de  l'Acadernie  des  Sciences,  vol.  168,  no.  4,  Jan.  27, 
1919,  pp.  212-215.  Conditions  under  which  X  cly  —  Tdx  =0  possesses  algebraic 
particular  solutions. 

tions.  Approximation  Polynomials  and  the  Existence  of  Derivatives  (Sur  les 
polynomcs  d'approximation  et  l'existence  des  dcrivCies),  Paul  Montel.  Comptes 
rendus  des  Seances  de  l'Acadernie  des  Sciences,  vol.  168,  no.i4,  Jan.  27,  1919, 
pp.  215-217.  Theorem  extablishing  relation  between  differential  properties  of 
function  to  order  of  nearest  approximation  u  (n)  of  this  function  by  polynomial 

of  degree  inferior  or  equal  to  n. 


112 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


.  Fundamental  Geometric  Magnitudes.  Fundamental  Geometric  Magnitudes  of 
Euclidian  Space  (Lea  geometries  fondamentales  de  l'espace  euclidien),  Hm6 
ill'  Saussure.  Archives  dea  Sciences  Physiques  ct  Naturelles,  year  124,  vol.  1, 
Jan.-Fcb.  1919,  pp.  29-17.  Study  of  figures  possible  in  one-dimensional  space 
and  of  quantitatives  of  two  and  three  parameters.     (To  be  continued). 

Implicit  Functions.  Implicit  Functions  (Sur  les  fonctions  de  lignes  implicitcs), 
Paul  Levy.  Comptes  rcndus  des  stances  de  1'Academic  des  Sciences,  vol.  168, 
no.  3,  Jan.  20,  1919,  pp.  149-152.  Conditions  under  which  inversion  of  point 
transformation  is  constant  and  uniform. 

Integration.  On  the  Analytical  Extension  of  the  Integrals  of  Certain  Systems  of 
Equations  to  the  Linear  Partial  Derivatives  (Sur  le  prolongement  analytique 
des  integrates  de  certains  gystemes  d'equations  aux  derivees  partielles  lineares), 
M.  Riquier.  Comptes  rendus  des  seances  de  l'Academie  des  Sciences,  vol.  His, 
no.  3,  Jan.  20,  1919,  pp.  144-147.  Considers  as  illustrative  example  case  of 
five  independent  variables  in  seven  arbitrary  functions. 

Quadbies.  On  the  Deformation  of  Quadries  (Sur  la  deformation  des  quadrlques), 
C.  Guichard.  Comptes  rendus  des  seances  de  I'Acadtmie  des  Sciences,  vol.  168, 
no.  4,  Jan.  27,  1919,  pp.  200-204.  Homographic  transformation  of  parametric 
functional  quantic.      Determination  of  integral  systems  by  Laplace's  method. 

Ruled  Surfaces.    Trajectories  and  Flat  Points  on  Ruled  Surfaces,  J.  K.  Whittemore. 

Bui.  Ain.  Math.  Soc,  vol.  26,  no.  5,  Feb.  1919,  pp.  223-229.  Determination 
of  point  of  ruled  surface,  with  real  rulings,  where  curvature  of  every  normal 
section  is  zero. 

Spiral  Minimal  Surfaces.  Spiral  Minimal  Surfaces,  .1.  K.  Whittmore.  Tran. 
Am.  Math.  Soc,  vol.  19,  no.  4,  Oct.  1918,  pp.  315-330.  Study  of  Minding 
parallels  and  meridians  of  minimal  surfaces  with  reference  to  Z  axis. 

PHYSICS 

Acoustics.  New  Value  of  Velocity  of  Sound  in  Open  Air  (Sur  vine  nouvelle  determi- 
nation de  la  vitesse  du  son  a  l'air  libre),  Ernest  Esclangon.  Comptes  rendus 
des  stances  de  l'Academie  des  Sciences,  vol.  168,  no.  3,  Jan.  20,  1919,  pp.  165- 
167.  From  various  outside  measurements  under  different  conditions  writer's 
value  reduced  to  15  dcg.  cent,  in  dry  air  becomes  339.9  m.  per  sec,  1115.15  ft. 
per  sec 

Tables  of  the  Zonal  Spherical  Hermonic  of  the  Second  Kind  Q\  (z)  and 
(V  (i),  A.  G.  Webster  and  Willard  Fisher.  Proe.  Natl.  Acad.  Sciences,  vol.  5,  no.  3, 
Mar.  15,  1919,  pp.  79-82.  Tables  prepared  in  connection  with  investigations  in 
regard  to  submarines. 

Aggregation.  Investigations  Dealing  with  the  State  of  Aggregation.  Part  IV. — 
The  Flocculation  of  Colloids  by  Salts  Containing  Univalent  Organic  Ions,  S.  P>. 
Schryver  and  Nita  E.  Specr.  Proe.  Roy.  Soc,  vol.  90,  no.  B631,  Feb.  17, 
1919,  pp.  400-414.  Deals  with  surface  tension  of  solution  and  relationship 
between  this  property  and  capacity  of  salts  for  flocculating  colloids. 

Critical  Phenomena.  Critical  Phonomcna,  William  R.  Fielding.  Chem.  News, 
vol.  117,  no.  3063,  Dec.  20,  1918,  pp.  379-383.  Attempt  to  obtain  general 
formula  connecting  critical  temperature  of  a  gas  and  its  critical  pressure. 

Crystallography.  Molecular  Orientations  in  Physics  and  in  Crystallography, 
Albert  Perrier.  Sci.  Am.  Supp.,  vol.  87,  nos.  2245  and  2246,  Jan.  11  and  18, 
1919,  pp.  18-19  and  46-48,  1  fig.  Investigations  of  matter  based  on  funda- 
mental concepts  of  anisotropy.  Address  before  Helvetian  Soc  Nat.  Sciences, 
Zurich.     From  Minutes  of  Swiss  Soc.  Sci.  Research,  vol.  2,  1917. 

Structure  of  Crystals  in  Thin  Layers:  New  Experimental  Determination 
of  Molecular  Magnitudes  (Structure  des  cristaux  en  lames  tres  minces;  nouvelle 
determination  expfrimentale  des  grandeurs  moleculaires),  Rene  Marcelin. 
Annales  de  Physique,  series  9,  vol.  10,  Nov.-Dec.  1918,  pp.  189-194.  Principle 
of  measures  is  as  follows:  a  crystalline  filmis  compared,  in  white  parallel  light, 
with  quartz  birefringent  plate  placed  between  two  nicols;  tickness  of  quartz 
plate  is  modified  until  it  present  same  appearance  as  first  crystal. 

Electrons.  Movements  of  Small  Particles  With  and  Against  Light  Rays.  Engineer- 
ing, vol.  107,  no.  2771,  Feb.  7,  1919,  pp.  180-181,  5  figs.  Ehrenhaft's  investiga- 
tions with  particles  of  solids  and  liquids  are  said  to  demonstrate  that  the 
electronic  charge  is  not  the  ultimate  unit  of  electricity.  From  Annalcn  der 
Physik,  July  12,  1918,  pp.  81-132. 


Flame  Propagation.  The  Propagation  of  Flame  Through  Tubes  of  Small  Diameter 
—  II,  William  Payman  and  Richard  Vernon  Wheeler.  Jl.  Chem.  Soc,  no.  675, 
Jan.  1919,  pp.  36-45,  2  figs.  Experiments  to  determine  the  safety  practice  in 
testing  miners'  lamps. 

Gravitation.  Experimental  Researches  on  Gravitation  (Recherches  exptrimentales 
sur  la  gravitation),  V.  Crtmieu.  Comptes  rendus  des  seances  de  l'Academie 
des  Sciences,  vol.  168,  no.  4,  Jan.  27,  1919,  pp.  227-230,  1  fig.  Investigation  of 
electromagnetic  field,  Hertzian  field,  and  plane  of  polarization  of  light,  in 
vicinity  of  50-kg.  led  cylinder  rotating  1200  r.p.m.,  undertaken  to  examine  rela- 
tion between  gravitation  and  electromagnetism,  which  theories  hold  are  both 
properties  of  ether. 

Hail  Storms.  Atmospheric  Electric  Effects  and  Hailstorms,  R.  T.  A.  Innes.  Tran, 
South  Africa  Inst.  Elec  Engrs.,  vol.  9,  part  10,  Oct.-Nov.  1918,  pp.  184-185. 
On  prevention  of  hail. 

Inflammability  of  Gas  Mixtures.  The  Inflammation  of  Mixtures  of  Ethane 
and  Air  in  a  Closed  Vessel:  The  FOffeets  of  Turbulence,  Richard  Vernon 
Wheeler.  Jl.  Chem.  Soc,  no.  675,  Jan.  1919,  pp.  81-94,  (i  figs.  Survey  of 
experimental  research  by  other  investigators  and  account,  of  results  obtained 
by  writer 

Magneto-Striction.  Magneto-Striction  with  Special  Reference  t<>  Pure  Cobalt. —  I, 
Howard  A.  1'idgeon.  Phys.  Rev.,  vol.  13,  no.  3,  Mar.  1919,  pp.  209-337,  15 
figs.  Experimental  curves  for  Wiedemann  effect  in  specimens  of  pure  cobalt 
wire,  ancf  for  the  purpose  of  comparison,  results  are  also  shown  for  specimens 
of  iron  and  nickel  subjected  to  the  same  heat  treatment;  hysteresis  curves 
for  iron,  nickel  and  cobalt. 

The  Dilution  Limits  of  Inflammability  of  Gaseous  Mixtures.  Part  III. 
The  Lower  Limits  of  Some  Mixed  Inflammable  Gacse  with  Air.  Part  IV. 
The  Upper  Limits  of  Some  Gases,  Singly  and  Mixed,  in  Air,  Hubert  Frank 
Coward,  Charles  William  Carpenter  and  William  Payman.  .11.  ('hem.  Soc, 
no.  675,  Jan.  1919,  pp.  27-36,  4  figs.  Accuracy  of  Le  Chatelier's  formula  in 
calculating  lower  limits  of  inflammability;  formula  of  an  additive  character 
for  the  case  of  upper  limits  of  inflammability. 

Oscillation.  On  a  Theorem  of  Oscillation,  William  F.  Osgood.  Bui.  Am.  Math. 
Soc,  vol.  25,  no.  5,  Feb.  1919,  pp.  216-221.  Concerning  Bocher's  theorem 
involving  continuous  and  monotonic  functions. 

On  the  Vibrations  of  Elastic  Shells  Partly  Filled  with  Liquid.  Sud- 
hansukumar  Banerji.  Phys.  Rev.,  vol.  13,  no.  3,  Mar.  1919,  pp.  171-188, 
3  figs.  Problem  considered  in  relation  to  theory  of  c="  musical  glasses." 
Principle  of  method  used  in  similar  to  that  adopted  by  Lord  Rayleigh  in  treating 
two-dimensional  cases  of  long  cylinder  completely  filled  with  liquid. 

Radioactivity.  Some  Photometric  Tests  of  the  Brightness  of  Radio-Active  Self- 
Luminous  Materials,  W.  C.  Clinton.  Illuminating  Engr.,  vol.  11,  no.  11, 
Nov.  1918,  pp.  260-262,  3  figs.  Tests  consisted  in  viewing  the  luminous  sample 
through  small  slit  in  while  surface  illuminated  by  a  glow-lamp  maintained 
at  a  fixed  P.  D.  and  screened  by  suitable  green-glass  filter. 

Radium  and  Radio-Activity  —  I,  Charles  H.  Viol.  Sci.  Am.  Supp.,  vol.  87, 
nos.  2256  and  2257,  Mar.  29  and  Apr.  5,  1919,  pp.  194-195  and  214-215- 
Consideration  of  physical  and  chemical  aspects.  Presented  before  Phila. 
Section,  Am.  Chem.  Soc,  Apr.  5:  Physical  and  chemical  aspects  of  problem. 
(To  be  continued). 

Thermodynamics.  Formula  for  Latent  Heat  of  Vaporization  of  Liquid  (Formule 
donnant  la  ehaleur  de  vaporisation  d'un  liquide),  E.  Aries.  Comptes  rendus 
des  stances  de  l'Academie  des  Sciences,  vol.  168,  no.  4,  Jan.  27,  1919,  pp.  204-207. 
Modification  of  Clausius'  equation  by  entropic  relations,  co-volumes  estering 
as  functions  of  temperature. 

The  Thermal  Conductivity  of  Air,  E.  O.  Hercus  and  I.  H.  Lady.  Proe. 
Roy.  Soc,  vol.  95,  no.  A  668,  Jan.  1,  1919,  pp.  190-210,  4  figs.  Attempt  to 
establish  absolute  value  of  thermal  conductivity  of  air  by  eliminating  in  experi- 
mentation flow  of  heat  by  conviction. 

Entropy  and  Probality  (Entropie  et  Probability),  R.  Fortrat.  Revue  Gtnerale 
des  Sciences,  vol.  30,  no.  3,  Mar.  13,  1919,  pp.  135-140.  Problem  is  examined 
from  point  of  view  of  statics  and  the  proposition  is  advanced  that  the  evolution 
of  an  isolate  physical  system  (having  constant  energy  involved)  follows  succes- 
sive stages  of  increasing  probability. 


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159 


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157  St.  James  St. 


BRASS    AND    IRON    FOUNDERS 

ST.   JOHN,    N.B. 

WINNIPEG 


TORONTO 

Harvard  Turn  bull  &<:<>., 
207  Excelsior  Life  Bldg. 

LONDON,  England 


VANCOUVER 


DURBAN,  South  Africa 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA  165 


Bedford   Construction  Company 

Limited 


(P.  PAGANO,  Pres. 


(FORMERLY  CAVICCHI  &  PAGANO) 
V.  J.  CAVICCHI,  Vice-Pres.  and  Gen'I.  Mgr.  J.  J.  HERBERT,  Sect.-Treas.) 


RAILROAD     CONTRACTORS 

NOW  OPERATING: 

Construction  of  Dry  Dock  &  Shipyards  at  Halifax,  N.S. 
Construction  of  Dry  Dock,  Shipyards  &  Breakwater  at 
Courtney  Bay,  East  St.  John,  N.B. 

OFFICES    AT 

HALIFAX,     N.S.     &     EAST     ST.     JOHN,     N.B. 


COOK   CONSTRUCTION   CO.   Limited 

&  WHEATON  BROS. 

BUILDERS  OF 

HALIFAX    OCEAN 
TERMINALS    RAILWAY 


OFFICES 


Montreal,  Que. 
St.  Paul,  Minn. 
Sudbury,  Ont. 
Halifax,    N.S. 


TOWER    ROAD    BRIDGE 
144  foot  span  over  cut  which  la  65  feet  deep.    Suspension  Bridge  also  shown. 


166        JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


GEO.  W.  SADLER 

GEO.  F.  HAWORTH 

WALTER  J.  SADLER 


ESTABLISHED    1876 


Cable  Address    "  SADLER  " 
Western  Union  and   Private  Codes 


SADLER  &  HAWORTH 

TANNERS  &  MANUFACTURERS  OF 

OAK    LEATHER    BELTING 

Lace  Leather,  Belt  Dressing,  Belt  Cement,  Belt  Fasteners 


i  < 


LEATHER,  LIKE  GOLD,  HAS  NO  SUBSTITUTE. " 


Factories  at  MONTREAL,  TORONTO. 

Branches:  ST.  JOHN,  N.B.,  CALGARY,  WINNIPEG,  VANCOUVER. 


XURNBULL 

Automatic  Control  Design 

as  used  in  the  smaller  type  of  public  buildings  and 
apartment  houses. 

We  have  developed  this  particular  design  to  a  high 
point  of  practical  efficiency.  It  is  absolutely  fool- 
proof,—  perfected  so  that  a  child  can  run  it  without 
danger  to  himself  or  the  elevator. 

The  Turnbull  Automatic  Control  Elevator  warrants 
your  consideration. 

Estimates,  plans  and  prices  on  this  and  other  designs 
sent  free  on  request. 


lURMWIX  ELEVATOR 

MANUFACTURING  CO  TORONTO 

202  Mappin  Building,  Montreal 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA         167 


Si 


ACID  AND  BASIC  OPEN  HEARTH 

STEEL    CASTINGS 

FERRO-ALLOY  STEEL  CASTINGS 


MANGANESE  -  STEEL     TRACKWORK 


CANADIAN   STEEL  FOUNDRIES 

LIMITED 
Transportation  Building,  Montreal 


STEEL 

BRIDGES 

RAILWAY 

Mti_/^P 

jp  ■  - 

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TRUSS  AND 
GIRDER    SPANS 

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THROUGH, 

DECK  AND 

SWING   TYPES 

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HIGHWAY 

THROUGH 
TRUSS,  DECK 
AND  SWING 
SPANS,  BEAM 

SPANS  AND 
HAND  RAILS 


THE    MARITIME    BRIDGE    COMPANY,    LIMITED,  New  Glasgow      -       Nova  Scotia 


STEEL  PLATE  CONSTRUCTION 


Oil  Storage,  Gasoline  Tanks,  Air  Receivers, 
Pneumatic  Water  Supply  Tanks,  Smoke 
Stacks,  Boiler  Breeching,  Riveted  Steel 
Pipe,  Bins  and  Hoppers.  Heavy  and  light 
steel   plate  construction  erected  anywhere. 


We  invite  your  inquiry. 


THE 


TORONTO  IRON  WORKS 

head  office:  LIMITED  wokks: 

ROYAL  BAMBLDG.      TORO  NTO  CHERRY  STREET 


168 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE     OF    CANADA 


JENKINS  BROS.  LIMITED 


HEAD    OFFICE  AND  WORKS 

103  St.  Remi  Street, 

MONTREAL,  P.Q. 

CANADA 


EUROPEAN    BRANCH 

6  Great  Queen  St., 
Kings  way, 

LONDON,  W.C.  2 
ENGLAND 


Manufacturers  of  JENKINS  BROS'  VALVES, 

Packing  and  other  Mechanical  Rubber  Goods 


Yarrows  lx? 

Associated  with  YARROW  &  Co.,  Glasgow. 

SHIPBUILDERS,  ENGINEERS, 

SHIP  REPAIRERS, 

IRON  &  BRASS  FOUNDERS 

MARINE  RAILWAY,  3000  TONS  D.W.  CAPACITY. 

ESQUIMALT    DRY    DOCK,    480    FT.    X    65    FT. 

Modern  facilities  for  quick  despatch  of  ship  repair  work. 

ADDRESS:   P.O.   Box    1595,    VICTORIA,    B.C.,    CANADA. 


—  The  — 

Spraco  Pneumatic  Painting  Equipment 

Does  the  Work  of  3-12  Painters 


The  Modern  Way  to  Paint.       Paint  Economy. 
Better  Results. 


Labor  Economy. 


Whether  the  job  requires  the  outside  painting  of  a  vessel  or  interior  painting 

in   factories,   bridge  work  or     structural    work,   the  Spraco   Pneumatic 

Painting  Outfit  may  be  depended  upon  to  save  considerable  money. 

The  saving  is  so  material  that  the  outfit  pays  for  itself  on  any  fair  sized  jcb. 

SPRAY  ENGINEERING  CO. 

BOSTON,  MASS. 

Canadian  Agents  :     Rudel-Belnap  Mach'y  Co.  Ltd.     95  McGill  St.,  Montreal. 
26  Adelaide,  St.   West,  Torcnto,   tsr.e€z 


Hydraulic  Turbine  Plants 
Water  Works  Pumps 

Pumps  for  Cold  Storage  Plants 
"  Improved  "  Stock  Pumps 
Acid  &  Lime  Water  Pumps 

Boving  Hydraulic  &  Engineering  uZteT 

LINDSAY,   ONT. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


169 


THOMAS  and  BETTS 


Outlet   Boxes  and   Conduit   Fittings 


■4a 


S 


This  line  consists  of  the  following: 

T  &  B  Drawn  Steel  Outlet  Boxes  in  round  or  octagon  shape  with  a  variety  of  covers  for  any  purposes. 

T  &  B  Flexible  Conduit  Connectors  both  straight  and  angle. 

T  &  B  Locknuts  and  Bushings. 

T  &  B  Split  Connectors  for  rigid  pipe. 

T  &  B  Adjustable  Conduit  Hangers  for  suspending  iron  conduit  from  I   Beams. 

T  &  B  Watertight  floor  boxes. 

T  &  B  Fixture  Studs. 

T  &  B  Cast  Iron  Weatherproof  Boxes 

T  &  B  Flexible  Steel  Amored  Conductors. 

Your  file  is  not  complete  without  a  Thomas  and  Betts  catalog.        Let  us  send  you  one  to-day. 


Northern  Electric  Company 


LIMITED 

Montreal 

Toronto 

Regina 

Halifax 

London 

Calgary 

Ottawa 

Winnipeg 

Vancouver 

ST.GABWEl*  ,r,lGAue»&     £J-     ' 


N.D.DE5ANGE3 


QUEBEC 


Manufacturers  find 
their  power  costs 
much  reduced  when 

Shawinigan  Power 

supplants  steam 
power.      •  .  '     •  .  • 


BROUCHTON 


EA3TANCUS 


THE  SHAWINIGAN  WATER  &  POWER  COMPANY 

POWER  BUILDING,  MONTREAL 


170        JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


ENGINES-BOILERS-MACHINERY 

MARINE,  STATIONARY,  PORTABLE 


/'■ 


X 


ROBB     ENGINEERING     WORKS,     Limited 


WORKS:  AMHERST,  N.S. 


HEAD  OFFICE:   MONTREAL,  P.O.  Box  780,  Phone  Westmount  6800 


REINFORCED    CONCRETE    LINING    OF 
CONNAUGHT    TUNNEL- ROGERS    PASS,    GLACIER     B.C. 


The  double-tracked  Con- 
naught  Tunnel  at  Glacier  is 
the  largest  tunnel  in  North 
America.  From  portal  to  por- 
tal it  measures  five  miles. 

The  work  being  done,  that  of 
reinforcing  with  concrete,  is 
being  carried  out  with  no 
obstruction  to  traffic,  trains 
passing  and  repassing  through 
on  their  way  to  and  from  the 
coast  while  the  many  workmen 
proceed  with  their  work. 

—  Bv  — 


CARTER-HALLS-ALDINGER  Co.,  Limited 

ENGINEERS    &    BUILDERS  WINNIPEG 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


171 


THE  DEVOE  ELECTRIC   SWITCH   COMPANY 

DEVOE  STANDARD  COMBINATION  GENERATOR 
AND  FEEDER  PANELS 


H  WE  ARE  EQUIPPED  TO  BUILD  SPECIAL  SWITCHBOARDS 
TO  ANY  SPECIFICATIONS.  AS  SPECIALISTS  IN  THIS  LINE, 
WE  ARE  ABLE  TO  PRODUCE  ALL  KINDS  OF  SWITCH- 
BOARDS AT  REASONABLE  PRICES. 

HWHEN  SPECIFYING  INSIST  ON  DEVOE  SWITCHBOARDS. 

f  SEND  US  YOUR  SPECIFICATIONS  AND  WE  WILL  QUOTE 
YOU  PRICE. 

•(WRITE  TO-DAY  FOR  OUR  NEW  CATALOGUE  NO.  8. 


THE  DEVOE  ELECTRIC  SWITCH 


COMPANY 


414  Notre  Dame  West 


MONTREAL 


WATEROUS    STEAM    ROLLERS 


THE  WATEROUS  ENGINE  WORKS,  CO.,  Limited 


When  both  time  and  labor  are 
at  such  a  premium,  a  saving  as 
shown  in  the  photograph  makes 
the  WATEROUS  Roller  a  worth- 
while investment.  Capable  of  hand- 
ling any  road-making  job  from  the 
first  breaking  up  of  the  old  road  to 
the  last  fine  rolling  of  the  new 
surface. 

When  not  used  for  rolling  it  can 
be  utilized  for  hauling  rock,  crushed 
stone  'or  tools  from  the  quarry  or 
railroad  to  road. 

It  forms  an  ideal  tractive  power 
for  this  sort  of  work.  The  speed  is 
right  and  there  are  no  extra  mecha- 
nical adjustments  necessary  for  the 
change. 

Its  double  cylinder,  double 
crank  engine  make  dead  centres 
impossible  and  give  all  necessary 
power  for  pulling  itself  out  of  holes 
or  up  steep  grades. 

The  WATEROUS  Roller  is  the 
most  efficient,  economical  road 
maker  that  can  be  bought. 


BRANTFORD,  Canada. 


MORE  THAN  200  IN   USE 
IN  CANADA 


172 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


*?9&9ft»e 


SIMPLICITY 


S 


The  modern  ball  bearing  is  at  once  one  of  the  simplest  of 
contrivances  and  one  whose  successful  manufacture 
involves  more  difficulties,  complexities  and  refine- 
ments than  any  other  product  of  extensive 
manufacture. 

Each  item  in  its  make  up  is  dependent  upon  highly 
specialized  processes  from  the  raw  material  up,  and  is 
subject  at  every  step  to  the  most  exacting  require- 
ments. Special  steels,  by  special  treatment  and 
processes,  are  worked  step  by  step  from  the  ingot  to 
the  finished  bearing. 

In  a  daily  production  of  thousands  of  units  limitations  of 
accuracy  must  be  adhered  to  which  elsewhere  are  to 
be  found  only  in  such  work  as  astronomical 
instruments.  This  has  been  accomplished  by  develop- 
ing tools  and  instruments  of  wonderful  delicacy  and 
precision  to  supplement  the  uncertainties  of 
handwork. 

A  Gurney  Ball  Bearing— such  a  simple  thing— two  race- 
rings,  a  few  balls  and  a  separator :  Yet  only  a  few 
years  ago  just  that  simple  thing  could  not  have 
been  made. 


SEND      FOR      CATALOG. 


GURNEY    BALL    BEARING   COMPANY 

Conrad  Patent    Licensee 

JAMESTOWN  -  -  NEW  YORK. 

409 

©URNE 


"Cast  Iron  Pipe  has  the  greatest  resistance  to  corrosion. 
It  is  by  far  the  most  economical  in  results." 


WE  MANUFACTURE 


BELL  and   SPIGOT  and 

FLANGED  CAST  IRON   PIPE, 

SPECIALS  and  CASTINGS 

of  all  kinds 

CAR  WHEELS 


INQUIRIES    SOLICITED 


Canada  Iron  Foundries,  Limited 

Head  Office,  MONTREAL 

Works    at:    Fort   William,    Ont.,    St.    Thomas,  Ont., 
Hamilton,  Ont.,  Three  Rivers,  P.Q. 


PRODUCTS 

Backed 

EFFICIENT 

STEEL  STRUCTURES 

BUILDINGS— Offices, 

Warehouses  and  Industrial 

Plants,  etc. 
BRIDGES—  Railway, 

Highway,      Swing      and 

Bascule,  etc. 
CRANES  —  Electric    and 

Hand  Power,  Travelling, 

TOWERS— Transmission    Poles    and 
Towers,  etc. 

Plate  and  Tank  Construction 
PLATE  WORK— All  kinds.  Boilers  and 

Riveted  Pipe. 
STEEL   TANKS  — All    kinds;    Water 
Supply    Tanks    and    Towers,    Steel 
Stand    Pipes,     Smoke    Stacks,    Pen- 
stocks, Bins  and  Hoppers,  etc. 
Forglngs 
Elevator    and   Power  Transmission 

Machinery,    Upset    Rods 
Recent  installation  of  Hydraulic  Up- 
setting Equipment  capable  of  Upsetting 
rods  up  to  4  in.  diameter. 
Equipment 
MINING  EQUIPMENT—  Mine  Cars, 
Buckets,  Melting  Pots,  Screens,  Coal 
and  Coke  Handling  Equipment,  etc. 
RAILWAY  EQUIPMENT-Turntables, 
Frogs  and  Switches,  Snow  Plows,  etc. 
Reinforcing    Steels 
Plain  Rounds,  Squareand Twisted,  Bent 
to  Specifications  for  Beams,  Stirrups,  etc. 


jWanitofaa  ffirtbge 

OF   QUALITY 


by 

SERVICE 

Shipbuilding 

Ships'  Bolts  and  Spikes, 
Plain  and  Galvanized, 
General  Forgings,  Tanks, 
Tail  Shafts,  Propellors, 
Fastenings,  etc. 
Contractors'    Supplies, 

Castings 
Grey    Iron,    Semi-steel 
Chilled  and  Electric  Steel 


Miscellaneous 

Equipment  for  Rolling  Mills,  Pulp  and 
Paper  Mills,  Oil  Refineries,  Saw  Mills, 
Packing  Houses,  Stables,  Jails.  Tank 
and  Silo  Rods  and  Lugs,  Galvanized 
Pump  Rods,  Survey  Stakes,  etc.,  etc. 
Ornamental  Iron  Work,  Fire  Escapes, 
etc.  Bolts,  Nuts,  Washers,  Spikes, 
Rivets,  etc.  Pole  Line  Hardware,  Plain 
and  Galvanized.  Pole  Saw  Frames, 
Cordwood  Saw  Frames,  Saw  Mandrels, 
Pump  Jacks,  Single  and  Double 
Gear. 

Galvanizing  Plant, 

Road  Building  and  Earth 

Handling  Equipment 

Cast  Iron  Culvert  Pipe,  Gravel  Screen- 
ing Plants,  Road  Drags  and  Levellers 
Steel  Drag  Scrapers,  Reinforcing  Steel 
for  Concrete  Work,  Highway  Bridges, 
Catch  Basin  Covers,  Sewer  Manhole 
Covers,  etc.,  etc. 


—  iron  OTorfes;  Htmtteb 


WINNIPEG 


CANADA 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA  173 


"  Performed  Perfectly  On  Her  Trials " 


BUILT     BY 


CANADIAN   INGERSOLL  -  RAND   CO.,  Limited 


SYDNEY  SHERBROOKE 

WINNIPEG 


MONTREAL 
NELSON 


TORONTO  COBALT 

VANCOUVER 


174         JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


NATIONAL  IRON  CORPORATION,  Limited 

Head  Office,  Works  and  Docks :— TORONTO 


Every  size  for  Water,  Gas,  Culvert  or  Sewer,  Carried  in  Stock  at 
Lake  or  Rail  Shipments  TORONTO,  PORT  ARTHUR  and  MONTREAL 


MADE 

IN 

CANADA 


From 

British 

Stock 


GENUINE  OAK 
LEATHER  BELTING 


D.K.  McLAREN  Limited 

Head  Office  and  Factory  : 

351  St.  James  Street,  Montreal. 

Branches  :— TORONTO,    VANCOUVER,    ST.  JOHN,  N.B. 


B.  J.  Coghlin  Co.  Limited 

MANUFACTURERS  OF  ALL  KINDS 

SPRINGS 


OFFICE  and  WORK. 


j  Ontario  St.  East 

(    DARLING  and  DAVIDSON 

MONTREAL 


MILTON  HERSEY  COMPANY  Ltd. 

INDUSTRIAL  CHEMISTS,  ENGINEERS  &  INSPECTORS 

MONTREAL  WINNIPEG 

Analyses  and  Tests  of  all  Materials  Including  Steel,  Brass,  Coal,  Oils, 
Water,  Ores,  Sands,  Cement. 

Specialists   for  Industrial  Chemical   Problems,  Cement  and  Asphalt 
Construction  Work,  Steel  Inspection  and  Water  Supply. 

"The  Largest  and  Best  Equipped  Commercial  Laboratories  la  Canada" 
ESTABLISHED  27  YEARS 


The  GOLDIE  &  McCULLOCH  Co.  Limited 

Builders  of  Horizontal  and  Vertical  Stationary  Steam  Engines,   Marines  Engines, — Steam  Turbines, — Return  Tubular  and 

Water  Tube  Boilers, — Vertical  Marine  Pumps, — Horizontal  Reciprocating  Feed  Pumps, — REES  RoTURBo 

Patent  Pressure  Chamber  Centrifugal  Pumps  and  Air  Pumps. 

Jet  and  Surface  Condensers,— REES  RoTURBo  and  "CONTRA-FLO"  Condensers. 
Heaters,  —  Tanks,  —  Stacks,  —  Special    Plate    Work,  —  SAFES    and    VAULTS. 


Catalogues,    Photogranhs   and   detailed    information  gladly  supplied  on  request. 


Head     Office     and     Works 


TORONTO  OFFICE: 
Suite  1101-2, 
Bank  of  Hamilton  Bld'g. 


WESTERN  BRANCH: 

248  McDermott  Ave., 

Winnipeg,  Man. 


:—     GALT,     ONT.,      CANADA 

QUEBEC   AGENTS  BRITISH  COLUMBIA  AGENTS: 

Ross  &  Greig,  Robt.  Hamilton  &  Co., 

400  St.  James  St.,  Montreal,  Que.  Vancouver,  B.C. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF     CANADA 


175 


li i  ,,[V'  ,  .iini[)n  Friimnrjpmiiimiiairniiiimiiiiiiu'i;:'ifliii>ii"iiiit] jihuii 

WE    MAKE 

STEEL 
TANKS 

OF       ALL        KINDS 


Head  Office  : 
SHERBROOKE,  Que. 


MacKINNON  STEEL  CO.,  LIMITED. 


WE  ALSO  DESIGN, 
MANUFACTURE  and 
ERECT 

STRUCTURAL 
STEEL    WORK 

OF    EVERY    DESCRIPTION 


Montreal  Office: 
4-04  New  Birks  Building 


OVER-WAY    CARRIER    SYSTEMS 


BULLDOG  STEEL 
JOIST  HANGERS 

They  never  let  go !  Stronger  than 
malleable.  All  sizes  and  styles 
for  all  kinds  of  work.  Save 
space  and  time  in  erection.     :    : 


MADE 

I  N 
CANADA 


Copy  of  160- 
page  catalog 
showing    very 

complete  line  *»»..«, 

of  Door  Hangers,  Fire  Doors,  Garage  Hardware.    Our  Carrier  Systems 
and  kindred  material  on  request. 

RICHARDS  -  WILCOX   CANADIAN.    CO   LTD. 


"R=W" 

TROLLEYS 

are  best 

for  all 

SLIDING 

DOORS. 


Specified  by  leading  architects  and 
engineers  throughout  Canada  and  the 
United  States.     "A  hanger  for  any  door 


LONDON 


MONTREAL        that  slides' 


FETHERSTONHAUGH  &  CO.  PATENT  SOLICITORS 
The  old  established  firm.    Patents  and  Trade  Marks  Everywhere. 

Head  Office:  Royal  Bank  Bldg.,  Toronto 
Ottawa  Office:   5  Elgin  St. 

Offices  throughout  Canada.  Booklet  free. 


JAMES,  LOUDON    &   HERTZBERG,    Ltd. 

CONSULTING  ENGINEERS 


36  Toronto  Street 


TORONTO,  CAN. 


Water  Supply  and  Purification;  Sewerage  Systems; Municipal  and  Trade  Waste 

Disposal  Plants;  Incinerators;  Pavements;  Bridges  and    Structural  work, 

including  Reinforced   Concrete  and  Architectural  Engineering. 


Wickes  Vertical  Water  Tube  Boiler 

Ever  cleaned  a  boiler,  lamed  your  back,  bruised  your  knees  and 
skinned  your  elbows  doing  it  ? 

Two  men  can  open,  wash,  close  and  fill  the  WICKES  in  five  hours. 
Turbine  in  ten  hours. 

Ask  for  bulletin  "Reducing  cost  in  the  Boiler  Room"  sent  free. 

THE  WICKES  BOILER  CO. 

SAGINAW        -        MICHIGAN,  U.S.A. 

SALES  OFFICES: 


Man  stands  erect  while  cleaning 


New  York  City,  17  lo  West  St.  Bldg. 
(  hicago,  76  West  Monroe  Street. 
Pittsburgh,  1218  Empire  Bldg. 


Boston,  201  Devonshire  Street. 
Detroit,  1116  Penobscot  Bldg. 
Seattle,  736  Henry  Bldg. 


Steel  Cased  Setting 
Increases  Efficiency 


176 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Robert  W.  Hunt 
President 


Charles  Warnock 
Gen'l  Mgr.  &  Treas, 


Robert  W.  Hunt  &  Co. 

Limited 

CONSULTING  and  INSPECTING  ENGINEERS, 
CHEMISTS  and  METALLURGISTS 

Expert  inspection  and  tests  of  all  structural  materials  and  mechanical 
equipment. 

REPORTS  ON  PROPERTIES  AND  PROCESSES 

Head  Office  and  Laboratories:    McGILL  BUILDING,  MONTREAL 

Branches:  Toronto  Vancouver  London,  England 


LOOK  FOR  THE 

"R  SHIELD" 

WATERMARK 


Like  the  sterling 
mark  in  silver,  the 
Karat  mark  in  gold 
so  the  Watermark 
in  paper. 


Bond,  Writing  and  Ledger   Papers 

containing  the  "R  shield"  watermark  are  backed  by  our 
reputation.  Insist  on  this  Watermark  and  you  get  quality. 


THE  ROLLAND  PAPER  CO.,  Limited 

MONTREAL 


J.  M.  ROBERTSON 

LIMITED 

Consulting  Mechanical  and 

Electrical  Engineer 


625  Corlstlne  Building 


MONTREAL 


Arthcr  Surveyor,  C.E.       R.  DeL.  French,  C.E. 

ARTHUR  SURVEYER  &  CO. 

Consulting  Engineers 
274  Beaver  Hall  Hill  MONTREAL 


A.M.E.I.C. 


Ass.  A.I.E.E. 


DeGASPE  BEAUBIEN 

B.Sc. 

Consulting  Engineer 

Tel.  M.  8240 

28  Royal  Insurance  Building,        MONTREAL 


209  Beaver  Hall  Hill 
MONTREAL 


Phone 
UPTOWN  5624 


MONTREAL  BLUE  PRINT  CO. 

Photo  reductions  from  Plans,  Blue  Prints, 
Etc.,  Etc. 

BLUE    PRINTING   IN  ALL   ITS  BRANCHES, 
DRAUGHTING,  ETC. 


A.  B. 
SEE 

MONTREAL 


ELECTRIC 
ELEVATOR 
COMPANY 

OF  CANADA 
LIM ITED 

—    TORONTO 


CHIPMAN  &  POWER 

Civil  Engineers 
TORONTO       WINNIPEG 

WILLIS  CHIPMAN  GEO.  H.  POWER 


DOMINION  ENGINEERING 

AND  INSPECTION  COMPANY 
Testing  Engineers  and  Chemists 

Mill,  shop,  field  inspections  of  bridges  and  structural 

steel  work.  Iron  and  steel  pipe. 

Testing  of  cement  and  metals. 

Industrial  Chemistry.         Metallurgy  a  Specialty. 

320  Lagauchetlere  St.  W.,  Montreal,  Que. 

Branches:  Winnipeg  and  Toronto 


James  Ewing,  E.  S.  M.  Lovelace,  B.A.Sc, 

M.E.I.C.  M.E.I.C. 

Altheod  Tremblat,  A.M.E.I.C. 
Mem.  Board  of  Directors  Q.L.S. 

EWING,  LOVELACE  &  TREMBLAY 

Civil  Engineers  and  Land  Surveyors 

Surveys,  Plans,  Maps,  Estimates  and  Reports,  Rail- 
way  Location,  Bd.  of  Ry.  Commission   Plans, 
Power  and  Industrial  Sites,  Municipal  Work, 
Town  Planning,  Subdivisions. 
lilRK.S'  BUILDING,     14  PHILLIPS  SQUARE, 
Tel.  Upt.  1100  MONTREAL 


GEO.   K.   MCDOUGALL,    B.Sc, 

CONSULTING  ELECTRICAL 
ENGINEER 

Illuminating    Engineering,    Industrial    Elec- 
trical Installations,  High  Tension 
Power  Transmission,  etc. 


Drummond  Building, 
MONTREAL 


Telephone: 
Uptown  823- 


IPROMPTLY  SECUREDI 

In   all  countries.  Ask  for  our  INVEN- 
TOR'S ADVISER, which  will  be  sent  free. 
MARION  &  MARION, 
364   University  St.,    Montreal. 


Walter  J.  Francis,  C.E. 
M.E.I.C. 
M.Am.Soc.C.E., 
M.Inst.C.E. 


F.  B.  Brown,  M.So., 
M.E.I.C. 
Mem.Am.Soc.M.E., 

Mem. A.I.E.E. 


Walter  J,  Francis  &  Company 

Consulting  Engineers 

Head  Office:  260  St.  James  St..  Montreal 

Cable  Address:  "WALrRAN,  Montreal."  W.U.Code 

Long  Distance  Telephone:  Main  5643. 


R.  S.  &  W.  S.  LEA 

Consulting  Engineers 

Water   Supply,    Sewerage   and    Drainage:    Water 
Purification:  Disposal  of  Sewage  and  Refuse; 
Water  Power  Developments  and  Power 
Plants.    Reports,  Designs,  Super- 
vision of  Construction. 
New  Birks  Building,  Telephone, 

MONTREAL,  QUE.  UPTOWN  783. 


M.E.I.C. 


Mem.  Inst.  Civil  Engrs. 
Mem.  Am.  Soc.  C.E. 


RUDOLPH  HERING,  D.Sc. 

Consulting  Engineer 
Water  Supply,  Sewage  and  Refuse  Disposal 

170  Broadway,  New  York,  N.Y. 


RESEARCH     BUREAU 

REPORTS  BY  EXPERTS  ON  SCIENTIFIC. 

TECHNICAL  AND   INDUSTRIAL 

DEVELOPMENT. 

SPECIAL  RESEARCHES  ARRANGED. 

PATENTS,    TRADE  MARKS,    ETC. 

hanbury  a.  budden  cable  address 

812  Drummond    Bldg.,  "Brevet" 
Montreal 


JOHN  S.  METCALF  CO.,  Limited 

Desionino  and  Constructing  Engineers 

GRAIN     ELEVATORS 

Wharves  and  Power  Plants 

54  St.  Francois  Xavier  Street,  Montreal,  Que. 

103  South  La  Salle  Street,  Chicago,  111. 

36  Southampton  St.,  Strand,  London,  W.C.,  Eng. 

395  Collins  St.,  Melbourne,  Australia 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


177 


^ 


DUNLDP 
Gibraltar  RedSpecial 

BELTING 


Y   Belting    Stability 


There  has  been   such    uniformity  of 
satisfaction  following  the  selection  of 

DUNLOP 

"Gibraltar  RedSpecial" 

—"THE     ORIGINAL     RED     RUBBER     BELT"— 


that  we  feel  our  quarter- century 
policy  of  "Keep  the  Quality  Up  as 
Well  as  the  Production"  is  being 
amply  rewarded. 

"Gibraltar  RedSpecial"  faces  any  kind 
of  a  test  unflinchingly.  The  man  who 
wishes  to  talk  power,  "duck,"  or  elasticity 
can  find  ample  sway  for  his  talents  in  a 
comparison  of  "Gibraltar  RedSpecial" 
with  any  other  belting. 

Minimum  loss  of  power,  Mastery  of 
heavy  loads  and  jerky  strains,  Highest 
quality  of  friction  uniting  the  plies,  Ade- 
quate weight,  No  Stretching — these  are 
some  of  the  virtues  of  Dunlop  "Gibraltar 


RedSpecial"  Belting,  proven  in  thousands 
of  cases  of  actual  use  on  Main  Drives  in 
Pulp  and  Paper  Mills,  Saw  and  Lumber 
Mills,  Mines,  Steel  Plants,  etc.;  in  fact, 
in  any  and  every  kind  of  transmission 
work. 

The  Dunlop  Unreserved  Guarantee 

If  you  have  a  difficult  drive  anywhere  in  your 
factory  drop  a  line  to  our  Head  Office,  or  to  our 
nearest  branch,  and  we  will  send  a  man  expe- 
rienced in  belt  engineering  to  consider  your  re- 
quirements. If  it  is  an  instance  where  "Gi- 
braltar RedSpecial"  Belting  may  be  suitably 
employed  we  will  recommend  its  use;  and  we 
will  stand  behind  our  recommendation  with  the 
fullest  guarantee  ever  issued  by  a  firm  pro- 
ducing rubber  products. 


Dunlop  Tire  &  Rubber  Goods  Co.,  Limited 

Head  Office  and  Factories:  TORONTO.        BRANCHES  IN  THE  LEADING  CITIES- 


Makers  of  Tires  for  all  Purposes,  Mechanical  Rubber  Products  of  all  kinds, 

and  General  Rubber  Specialties. 


178 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


INDEX   TO    ADVERTISERS 


PAGE 

A.  B.  See  Electric  Elevator  Co. 176 

Apex  Steel  Corporation 4, 178 

The  Barrett  Co 159 

DeGaspe  Beaubien 176 

Hanbury  A.  Budden 176 

Bedford  Construction  Company 165 

John  Bertram  &  Sons,  Limited 3 

Boving,  Hydraulic  &  Engineering  Co 168 

Canada  Cement  Co.,  Limited 8 

Canada  Iron  Foundries,  Limited 172 

Canadian  Fairbanks-Morse  Co.,  Limited 10 

Canadian  Ingersoll-Rand  Co.,  Limited 7, 173 

Canadian  Steel  Foundries,  Limited 167 

Carter-Halls-Aldinger 170 

Chipman  &  Power 176 

B.  J.  Coghlin  Co.,  Limited 174 

Conte  Hermanos 161 

Cook  Construction  Co.,  Limited  &  Wheaton  Bros 165 

Devoe  Electric  Switch  Co 171 

Dominion  Bridge  Co.,  Limited 160 

Dominion  Copper  Products  Co.,  Limited      (Inside  Back  Cover) 

Dominion  Engineering  and  Inspection  Company 176 

Dominion  Iron  &  Steel  Co.,  Limited  (Outside  Back  Cover) 

Dunlop  Tire  &  Rubber  Goods  Co.,  Ltd 177 

Ewing,  Lovelace  &  Tremblay 176 

Fetherstonhaugh  &  Co 175 

Walter  J.  Francis  &  Company 176 

The  Goldie  &  McCulloch  Co.,  Limited 174 

Gurney  Ball  Bearing  Co 172 

Rudolph  Hering,  D.Sc 176 

Milton  Hersey  Company,  Limited 174 

R.  W.  Hunt  &  Co 176 

James,  Loudon  &  Hertzberg,  Limited 175 

Jenkins  Bros.  Limited 168 


PAGE 

C.  E.  Johansson,  Inc 6 

R.  S.  &  W.  S.  Lea 176 

Ludlum  Steel  Company 5 

MacKinnon  Steel  Co.,  Limited 175 

Main  Belting  Company 178 

Manitoba  Bridge  and  Iron  Works  Limited 172 

Marion  &  Marion 176 

The  Maritime  Bridge  Company,  Limited 167 

T.  McAvity  &  Sons,  Limited 164 

Geo.  K.  McDougall,  B.Sc 176 

John  S.  Metcalf  Co.,  Limited 176 

D.  K.  McLaren,  Limited 174 

Modern  Printing  Co (Inside  Back  Cover) 

Montreal  Blue  Print  Co 176 

T.  A.  Morrison  &  Co 178 

National  Iron  Corporation 174 

Northern  Electric  Company,  Limited 169 

Nova  Scotia  Construction  Co.,  Limited 163 

Nova  Scotia  Steel  &  Coal  Co.,  Ltd 162 

Pratt  &  Whitney  Co.,  Limited (Inside  Front  Cover) 

Richard-Wilcox  Canadian  Co.,  Ltd 175 

Robb  Engineering  Works,  Ltd 170 

J.  M.  Robertson  Ltd 176 

Rolland  Paper  Co.,  Limited 176 

Sadler  &  Haworth 166 

The  Shawinigan  Water  &  Power  Company 169 

Spray  Engineering  Co 168 

Arthur  Surveyer  &  Co 176 

Toronto  Iron  Works 167 

Turnbull  Elevator  Mfg.  Co 166 

Waterous  Engine  Works  Co 171 

The  Wickes  Boiler  Co 175 

Yarrows  Limited 168 


Apex  Walloon 
Welding  Wire 

The  highest  quality  welding  wire  made 

Low  melting  point. 
Free  from  lime  or  slag. 
High  Tensile  strength. 
Every  Rod  perfectly  sound. 
Always  uniform. 


SWEDISH     WELDING      ROD 
OXY-ACETYLENEand 

Electric  Welding 


FOR 


Delivery  f.o.b.  New  York. 
Complete  stock  all  sizes  and  lengths. 


Apex  Steel  Corp. 


50  Church  St., 
New  York  City 


Warehouse,  Brooklyn,  N.Y. 


Canadian 
Representatives: 


Richard  James&Cs.Reg'diS&^^Slri: 


Telephone  Main  4860 


ANACONDA  for 
CONVEYORS 

Heat,  acid  and  waterproof 
LEVIATHAN    FOR    TRANSMISSION 

Main  Belting  Company 

OF    CANADA    LIMITED 

10  St.  Peter  St.  MONTREAL 


"  MICHIGAN" 

WOOD       STAVE 

PIPE 

for    Waterworks,    etc. 

T.  A.  MORRISON  &  CO. 

(MORRISON  QUARRY  CO.— R.  F.  DYKES.  SUPT.) 

204  ST.  JAMES  STREET,     MONTREAL 


DOMINION  COPPER  PRODUCTS  COMPANY  Limited 

MANUFACTURERS  OF 

SEAMLESS   BRASS, 
BRONZE  and  COPPER  TUBING 

IN    ALL  COMMERCIAL  SIZES  AND  GAUGES 


Office  and  Works :    LACHINE,  QUE.,  Canada. 
P.O.  Address:  MONTREAL,   QUE.  Cable  Address:  " DOMINION.' 


Thim  Journal  ia  printed  by 


W? 


c7WODERN 
PRINTING 

Company 

MONTREAL'S       HlQH       GRADE       PRINTERS 

QUALITY      -       SERVICE       -      SATISFACTION 

ASK  FOR  OUR  PRICES  BEFORE  PLACING  YOUR  ORDERS  FOR  PRINTING 
39  DOWD  STREET  MONTREAL  TEL.  MAIN  112 


toaofiogMcooocwooopooooooonooopop 


DOMINION  IRON  &  STEEL  CO.  Limited 

*  Head  Offices  and  Works :    SYDNEY,  N.S. 

BOOOOOOOUUUUOUUUUJUUXILO^ 


<JHANUFACTURRRS     OF 

PIG  IRON,  Basic  and  Foundry  Grades. 

BASIC  OPEN  HEARTH  STEEL, 
BLOOMS. 

BILLETS  and  SLABS. 

STEEL  RAILS — All  sections  up  to  and  including  100  lbs.  per 
Lineal  Yard. 


STEEL  BARS — Rounds,  Flats,  Squares,  Reinforcements  Bars* 
Plain  or  Twisted. 


WIRE  RODS— All  qualities,  in  Gauges  No.  5  to  g". 


WIRE — Plain,    Annealed,    Galvanized,     Coil     Spring,     and 
Barbed  Fence. 


WIRE  NAILS— All  Standard  and  Special  Patterns. 


AMMONIUM  SULPHATE 
SULPHURIC      ACID 


BENZOL,  TOLUOL,  SOLVENT  NAPHTHA 


iflnHHnnT^www,*,,,w,u''',|""',w^ 


SYDNEY,  N.S. 


SALES    OFFICES 

1 12  St.  James  St.  MONTREAL,  P.Q. 


THE  JOURNAL  OF 
THE  ENGINEERING  INSTITUTE 

OF  CANADA 


TO  FACILITATE  THE  ACQUIREMENT  AND  INTERCHANGE 
OF  PROFESSIONAL  KNOWLEDGE  AMONG  ITS  MEMBERS. 
TO  PROMOTE  THEIR  PROFESSIONAL  INTERESTS,  TO 
ENCOURAGE  ORIGINAL  RESEARCH.  TO  DEVELOP  AND 
MAINTAIN  HIGH  STANDARDS  IN  THE  ENGINEERING 
PROFESSION  AND  TO  ENHANCE  THE  USEFULNESS 
OF  THE  PROFESSION  TO   THE  PUBLIC." 


JUNE  1919 


PUBLISHED  MONTHLY  BY  THE  ENGINEERING  INSTITUTE  OF  CANADA, 

AT  176  MANSFIELD  STREET,  MONTREAL 

oL  II  No.  6 


SMALL  TOOLS 


P.  &  W.  Adjustable 
BLADE   REAMERS 


These  reamers  have  eccentric  relief 
and  can  be  set  to  size  without  regrinding. 
They  are  unexcelled  for  design  and 
simplicity  and  ease  of  adjustment 
The  eccentrically  relieved  blades  are 
stronger  than  others,  do  not  chatter, 
and  produce  a  smoother  hole.  The 
hand,  shell  and  fluted  chucking  reamers 
have  interchangeable  nuts,  screws  and 
wrenches.  The  bottom  of  a  hole  can 
readily  be  faced.  By  a  simple  adjust- 
ment of  the  blades  the  reamers  can 
easily  be  set  to  size  without  regrinding. 


PROMPT  SERVICE 


U  assured  at  our  nearest  store,  where 
P.  &  W.  Small  Tools  are  carried  In  stock. 
Always  order  P.  &  W.  Small  Tools. 


Precision  Machine  Tools  Standard  and  Gauges 


PRATT  &  WHITNEY  CO. 

OF  CANADA,  LIMITED 


MONTREAL 
728  Drummond  Bldg. 


Works  :    DUNDAS,    ONTARIO 


TORONTO 
1002  C.P.R.  Bldg. 


WINNIPEG 
1205  McArthnr  Bldg . 


VANCOUVER 
B.C.  Equipment  0». 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA  3 


Befjtfiam 

Machine  Tools 

EQUIPMENT  FOR 

Locomotive  and  Car  Shops 
Structural  Steel  Shops 
General  Machine  Shops 


WE    MANUFACTURE    A    COMPLETE    LINE   OF    TOOLS    FOR 

FABRICATING  STEEL  PLATE  AND  SHAPES 

FOR    SHIPBUILDING 

LET    US    SEND    YOU    PHOTOS    AND    ESTIMATES 


The  John  Bertram  &  Sons  Co.,  Limited 

Dundas,  Ontario,  Canada 

MONTREAL                       TORONTO                          VANCOUVER  WINNIPEG 

723  Drummond  Bldg.             1002  C.P.R.  Bldg.             609  Bank  of  Ottawa  Bldg.  1205  McArthur  BIdg. 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


APEX  DUPLEX  HIGH  SPEED  STEEL 

SUPERIOR  HIGH  SPEED  STEEL 

SUPERIOR  HIGH  SPEED  STEEL  TOOL  HOLDER  BITS 

DUPLEX  TOOL  HOLDER  BITS 

EXTRUSION  DIE  STEEL 

O.  N.  S.   (Oil-Hardening  Non-Shrinkable)  STEEL 

CHROME-VANADIUM  STEEL 

BALL  STEEL 

HOT  DIE  STEEL 

CHROME  NICKEL  STEEL 

TUNGSTEN  FINISHING  STEEL 

TAP  STEEL 

SUPERIOR  HIGH  SPEED  STEEL  DRILL  RODS 

VALVE  STEM  STEEL 

SPECIAL  TOOL  STEEL 

EXTRA  TOOL  STEEL 

EXTRA  DRILL  ROD 

STANDARD  TOOL  STEEL 

STANDARD  DRILL  ROD 

MANGANESE  TOOL  STEEL 

MINING  DRILL  STEEL 

CRUCIBLE  SPRING  STEEL 

OPEN  HEARTH  SPRING  STEEL 

CRUCIBLE  MACHINERY  STEEL 

OPEN  HEARTH  MACHINERY  STEEL 

WALLOON  WELDING  WIRE 

FILLER  RODS 

Complete  Stock  Standard  Sizes 


APEX  STEEL  CORPORATION 


50  Church  Street,  New  York  City 


Warehouse,  Brooklyn,  N.  Y. 


Representatives:  Richard  James  &  Co.  Reg'd, 

Telephone  Main  4860 


704   Power    Building, 
MONTREAL,  Canada 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


Picking  the  right  kind  of 
tool  steel  by  the  aid  of  the 
new  LUDLUM  text-book 


Costly  tools  must  be  made  of  the  right  steel  or 
they  are  useless.  We  have  compiled  and  pub- 
lished at  great  expense  a  complete  book  on  this 
subject — 160  pages. 

Do  you  wish  to  know  the  effect  of  alloys  in  steel 
— the  correct  method  of  forging,  hardening,  temper- 
ing, annealing? 

Have  you  use  for  accurate  calculation  tables  and 
much  valuable  information? 

We  will  send  you  a  copy  gratis  on  request,  to  a 
buyer  or  user  of  tool  steel. 


"  Prompt  ship- 
ments  from 
warehouse  stock 
at  Watervliet, 
N.V.,  or  lietroit, 
Mich.  —  handled 
through  our 
District    Offices" 


MOHAWK  EXTRA 

HIGH  SPEED  STEEL 

POMPTON 

CARBON  TOOL  STEEL 

ALBANY 

ALLOY  TOOL  STEEL 

ONEIDA 

OIL  HARDENING  TOOL  STEEL 

HURON 

ALLOY  DIE  STEEL 

TETON 

BALL  BEARING  STEEL 


LUDLUM  STEEL 


EfMbfctd  -^LUDLUM 


185+ 


CONSISTENTLY    UNIFORM 


LUDLUM  STEEL  COMPANY 


NEW  YORK  CITY 


General   Offices  and  Works 

WATERVLIET.  N.  Y. 

PHILADELPHIA,  PA.  CAMBRIDGE,   MASS 

CLEVELAND,  OHIO.  CINCINNATI,  OHIO. 


DETROIT,    MICH. 

CHICAGO.  ILL. 


BUFFALO,  N.Y. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


They  Can  Be  SEALED! 


"  ADJUSTABLE  in  the 
toolroom  —  SOLID  in  the 
hands  of  operators  and 
inspectors."  That's  Jo- 
hansson Limit  Snap  Gages. 

For  when  a  Johansson  Snap 
has  been  set,  it  can  also  be 
SEALED. 

Just  melt  sealing  wax  into 

the    heads    of    the    screws 

and  stamp  the  sealer's  mark 

— it's  just  as  much  a  solid 

gage  then  as  though  made  of 

a  single  piece.    Cannot  be 

changed  or  tampered  with  in 

any  way  without  breaking  the  seal.    And  then  you 

know  who's  who. 

Johansson  Snaps  are  made  to  be  used  SEALED. 
And  with  thousands  of  them  in  use  every  day  on 


Twenty-one 
12  inches. 


all  kinds  of  big  production 
and  inspection,  we  never 
hear  of  work  being  spoiled 
because  the  gage  changed 
size.  The  fact  is,  they 
don't  change  size.  They 
can't;  they  are  adjusted,  set 
and  sealed  by  responsible 
hands  and  when  sent  out  in 
the  shop  they  retain  their 
size. 

When  worn,  they  are  quickly 
reset  and  resealed  and  are 
put  back  on  the  job  with  a 
minimum  of  time  lost. 

sizes    give    all     dimensions    up    to 


Revised  j)rice  list  (No  3)  now  ready. 


Johansson 


C.  E.  JOHANSSON,  Inc.,  72  Queen  St.  West,  Toronto 

Successor  to  Swedish  Gage  Co. 
American  Address:  245  West  55th  Street,  New  York  City 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


"FL-1"  Steam-Driven 
Air  Compressor 

Construction  Features 

FRAME  Rigid,  self-contained;  cylindrical 

section  gives  greatest  strength. 

Steam  Cylinder  Simple    design,     ample    steam 
passages,  no  wire-drawing. 


Air  Cylinder 


Lubrication 


Drive 


Silent  quick-acting  valves,  large 
air  passages,  thorough  water- 
jacketing. 

Flocd  lubrication;  enclosed 
frame  keeps  out  dust,  keeps 
in  oil. 

Balanced  cranks,  heavy  flywheel ; 
steam  cylinder  can  be  discon- 
nected for  electric  drive. 

Bulletin   K-302 


SYDNEY 


Canadian  lngersoll-Rand  Company 


SHERBROOKE 
WINNIPEG 


Limited 

MONTREAL 
NELSON 


TORONTO 
VANCOUVER 


COBALT 


, 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


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ing   News 


ti/,  «-j  --*         *  n 
Record     for     10 


1918    show  $68,000 


000  worth  of  wor 

*  «        v 


Th< 
por 


t ruction    were    re 
kmds    of    eo '  tw0.thirda  oi 

ported  on   »Wj^5goOO.    The  dl* 
^St-nUe,  of. ih^an^ 

«>..  000,000  2* 

r,nr,crete    .    ,-,,•  ..'        8-.500,000  2" 

K     «d  Granite  Block.      |Je0.000  2« 

K     asphalt  ;;;;      7  100 ,0*0  T 

B^-Sd    Macadam..        •  «  2 

wood    Block     .loo.ooo 

F4aRa°yaand-Karin:::  ^0  J), 

Sand-aaj  -.$£.836,000  100 

'     :====Z==T in" the   accompanying  taM 
,     are   shown  m tne  0graphical/ 

,      ntnl   the   monthl>    ana    „ 
vSonj**  the  diagrarm 


•^.r 


THIS   authentic    table  —  reproduced 
from  the  November  28th  issue  of 
"Engineering  News-Record"— indi- 
cates clearly  how  high  in  favor  Concrete 
is  held  by  engineers,  road  commissioners 
and  municipal  authorities. 

It  will  be  noted  that  28  per  cent,  of  the 
total  expenditure  reported  on  for  the  first 
ten  months  of  1918  was  devoted  to  Con- 
crete paving— an  amount  far  in  excess  of 
that  devoted  to  any  other  type  of  pave- 
ment. 

The  figures  given  are  those  relating  to 
money  expended.  While  the  proportion 
of  Concrete  work,  in  relation  to  the  total,  is 
high,  it  would  be  found  still  higher  in  actual 
yardage  figures — for  the  reason  that  the 
$12,000,000  expended  on  Concrete  paving 
must  have  bought  more  yardage  than  an 
equal  amount  expended  in  more  expensive 
types  of  pavement. 
CANADA  CEMENT  COMPANY  LIMITED 

509  Herald  Building  Montreal 
Sales  Offices  at  Montreal  Toronto  Winnipeg  Calgary 


Vo^ 


CANADA  CEMENTI 

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JOURNAL   OF   THE   ENGINEERING   INSTITUTE   OF   CANADA 

4 

The  Journal  of 
The  Engineering  Institute 

of  Canada 


June,    1919 


CONTENTS 


THE   PRODUCTION   OF   PEAT   FUEL 
PEAT,   OIL  AND   GAS   FUEL 


Volume  II,  No.   6 


435 
439 


SOOKE   LAKE   WATER   SUPPLY,    VICTORIA,    B.C 446 


PATENTS   AND   ENGINEERING 

DISCUSSION   ON   PAPERS   PREVIOUSLY   PUBLISHED 

EDITORIAL 

Western  Professional  Meeting 

Transactions 

Legislation  for  Professional  Engineers 

Individual  Expressions  of  Opinion 

To  Visit  Western  Branches 

Salaries  and  the  Civil  Service 

Appreciation  from  England 

Aims  and  Ideals  of  the  American,  Association  of  Engineers. 

Town  Planning  Institute  of  Canada 

New  C.P.R.  Locomotives 

CORRESPONDENCE 

REPORT   OF   COUNCIL   MEETINGS 

BRANCH  NEWS 

PERSONALS 

EMPLOYMENT   BUREAU 

MEMBERS   OF   COUNCIL 

PRELIMINARY  NOTICE  OF  APPLICATION  FOR  ADMISSION  AND  FOR  TRANSFER 
ENGINEERING    INDEX,    (facing  page  484) 


451 
455 
457 


467 
470 
472 
476 
478 
480 
481 
113 


The  Institute  does  not  hold  itself  responsible  for  the  opinions  expressed  by  the  authors 
of  the  papers  published  in  its  records,  or  for  discussions  at  any  of  its  meetings  or  for 
individual  views  transmitted  through  the  medium  of  the  Journal. 


Published  by 

THE    ENGINEERING    INSTITUTE    OF    CANADA 

176  Mansfield  St.,  Montreal 


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Quebec  Branch  (Quebec,  Que.); 
Montreal  Branch  (Montreal.Que.) ; 
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Toronto  Branch  (Toronto,  Ont.); 
Hamilton  Branch  (Hamilton, 
Ont.); 


BRANCHES: 

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gara Falls,  Ont.); 

Border  Cities  Branch  (Windsor, 
Ont.); 

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Ste.  Marie,  Ont.); 

Manitoba  Branch  (Winnipeg, 
Man.); 


Branch       (Regina, 
(Edmonton, 


Saskatchewan 

Sask.); 
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Alta.); 

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Vancouver     Branch       (Vancouver, 

B.C.) 


10 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Reduce 

Your 

Puel 

Costs 


It  can  be  done 
by  the 
installation 
of  a 

Farnsworth 

Condensation  Pump 

The  Farnsworth  drains  lines  carrying  high  vacuum 
between  .the  engine  and  the  condenser  and  will  dis- 
charge the  condensate  to  atmosphere  or  by  the  use  of  a 
small  high  pressure  steam  connection  will  pump  the 
condensate  to  any  point  of  use. 

Large  capacity  provides  a  special  service  for  taking 
care  of  any  slugs  of  water  that  might  accumulate 
in    the   exhaust   line. 

When  the  machine  is  in  a  filling  position  or  receiving 
the  condensation,  the  tank  is  equalized  with  the  ex- 
haust line  and  applies  either  high  pressure  steam  to 
pump  thejcondensate  out  of  the  tank  or  opens  a  vent 
valve  to  allow  the  condensation  to  flow  to  atmosphere 
by  gravity. 

This  same  machine  will  handle  condensation  from 
the  exhaust  line  if  the  line  should  instantly 
change  from  a  high  vacuum  to  a  low  pres- 
sure and  will  pump  the  condensation  to  any 
point  of  use  or  to  atmosphere. 

Halifax,      Sr.    John.      N.B.,      Quebec, 
Montreal,  Ottawa,  Toronto,  Hamilton, 
Windsor,    Winnipeg,      Saskatoon, 
..,:  ..  Calgary,  Vancouver,  Victoria. 


The 

Canadian  Fairbanks-Morse 

Company  Limited 


HOT    WELL  ELIMINATED. 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


A     MONTHLY     JOURNAL 

Published  By 

THE     ENGINEERING     INSTITUTE     OF     CANADA 

INCORPORATED    IN    1887    AS 

THE    CANADIAN    SOCIETY    OF    CIVIL    ENGINEERS 

AT  176  MANSFIELD  STREET,  MONTREAL 


Volume  II 


MONTREAL,  JUNE   1919 


Number  6 


The    Production    of    Peat    Fuel 

By  Ernest  V.  Moore,  A.M.E.I.C. 


The  most  vital  question  in  connection  with  peat  fuel 
to-day,  in  this  part  of  Canada  particularly,  is — Can  a  peat 
fuel  be  manufactured  at  a  cost  that  will  permit  delivery 
to  the  consumer  at  a  price  that  will  be  attractive  alike 
to  him  and  to  the  producer  ?  While  I  cannot  answer  this 
question  as  definitely  as  I  would  like  to  do,  at  present, 
I  propose  to  outline  to  you  the  reasons  why  the  peat  fuel 
industry  is  not  already  established  in  this  country  and  to 
tell  you  what  has  been  accomplished  towards  this  end. 

In  1908,  I  had  the  privilege  of  preparing  a  paper  for 
a  meeting  similar  to  this  meeting  tonight  and  I  would  have 
liked  to  make  this  paper  a  continuation  of  my  previous 
paper,  but,  since  I  anticipate  being  able  to  make  certain 
definite  announcements  at  a  later  date,  I  will  prepare 
another  paper  at  that  time,  which  will  be  a  supplement 
to  the  one  already  read. 

For  those  who  are  not  familiar  with  either  the  raw 
material  or  the  fuel  which  has  already  been  produced 
therefrom,  I  will  endeavour  to  describe  briefly  these  two 
materials,  and  I  would  like  you  to  follow  what  I  have  to 
say  with  the  idea  of  asking  question  for,  with  the  limited 
amount  of  time  available,  this  will  be  the  most  efficient 
way  of  giving  you  the  information  which  you  desire. 

Peat  is  the  result  of  incomplete  decomposition,  in 
the  presence  of  water,  of  vegetable  matter,  consisting 
mostly  of  mosses,  grasses  and  aquatic  plants.  In 
appearance  it  is  a  brown  to  black  spongy  or  pasty  mass  of 
decayed  vegetable  matter.  It  occurs  in  deposits  of  from 
a  few  acres  to  many  square  miles  in  area,  and  in  depths 
varying  from  a  few  feet  to  as  much  as  50  ft.  It  is  found 
distributed  over  almost  the  whole  of  eastern  Canada,  but 
more  particularly  in  Ontario  and  Quebec,  where  there  is  a 
marked  scarcity  of  any  other  variety  of  fuel.  A  peat  bog 
is  a  noticeably  level  tract  of  country,  which  is  usually 
covered  with  a  short  thick  growth  of  shrubs,  and,  in  some 


*Read  at  the  Montreal  Branch  meeting,  March  20th,  1919. 


cases,  without  any  other  vegetation;  but,  in  other  cases, 
it  is  more  or  less  thickly  covered  with  small  trees,  mostly 
spruce  and  tamarack.  These  trees,  however,  seldom 
grow  to  more  than  4"  to  6"  in  diameter.  Immediately 
under  this  covering  of  shrubbery  there  is  usually  found  a 
continuous  blanket  of  moss  and  grasses,  from  12"  to  18" 
thick,  which  gradually  turns  from  the  green  growing  tops 
to  brown  decomposing  and  decomposed  roots.  The  peat 
is  found  below  this  blanket  of  moss;  and,  in  an  undrained 
bog,  it  may  be  almost  semi-fluid,  which  makes  it  in  some 
cases  dangerous,  if  not  impossible,  for  a  man  to  cross. 
After  proper  drainage,  however,  it  will  become  sufficiently 
solid  to  carry  a  horse  but,  under  any  circumstances, 
the  horse  will  be  able  to  pull  only  a  very  light  load.  Even 
after  proper  drainage  peat  contains  about  85  to  90% 
water,  but  it  is  difficult  to  believe  this  on  seeing  it 
excavated. 

.  Raw  peat  at  the  Alfred  Bog,  where  probably  the  most 
extensive  operations  in  Canada  have  taken  place,  weighs 
approximately  66  lbs.  per  cubic  foot.  A  short  distance 
away  from  the  face  of  a  drain  8  ft.  deep,  the  average  of  a 
number  of  samples  of  peat  taken  a  year  after  the  drain  was 
made,  showed  that  it  contained  873/2%  water  and  \2y2% 
of  solids.  An  analysis  of  this  dried  material  showed,  on 
an  absolute  dry  basis,  68%  of  volatile  and  combustable 
material,  24%  to  26%  fixed  carbon  and  5%  to  7%  ash. 
Other  bogs  in  Ontario  show  from  60%  to  70%  volatile 
matter,  from  18%  to  27%  fixed  carbon  and  from  3.7%  to 
20%  ash.  In  no  case  was  the  phosphorus  content  found 
to  be  over  .09%,  while  in  the  majority  of  cases  it  was  under 
.03%.  In  one  case  .9%  of  sulphur  was  found  although, 
generally  speaking,  it  is  only  about  .03%.  The  nitrogen 
content  in  the  Ontario  bogs  runs  from  1.13%  to  2.7%. 

I  do  not  wish  to  burden  you  here  with  more  than  two 
or  three  statements  as  to  the  extent  and  location  of  peat 
in  Canada.  Perhaps  it  will  be  sufficient  to  say  that  there 
are  over  37,000  square  miles  of  peat  known  to  exist  in 


436 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


Canada  and,  of  this  area,  58  bogs  have  been  examined  by 
the  Canadian  Government,  Department  of  Mines.  This 
Department  has  mapped  out  about  170,000  acres  and  has 
taken  samples  and  soundings  over  these  areas  in  such  a  way 
as  to  make  it  possible  for  one  to  form  a  very  reliable  esti- 
mate as  to  the  quantity  of  fuel  a  bog  will  produce  and  an 
approximate  estimate  of  the  quality  of  the  peat.  An 
acre  of  peat  1  ft.  deep  will  produce  a  minimum  of  200  tons 
of  air  dried  peat  fuel.  Mr.  Haanel  in  his  paper,  read 
before  this  Society  at  the  Annual  Meeting  of  1918, 
informed  you  that  there  were  7  bogs,  conveniently  situated 
with  respect  to  Toronto,  that  can  supply  that  city  with 
26K>  million  tons  of  fuel;  and  an  equal  number  adjacent  to 
Montreal  can  supply  that  city  with  23  million  tons. 
Other  bogs  are  situated  adjacent  to  other  centers  of 
population,  both  in  Ontario  and  Quebec.  You  will  readily 
realize  that  if  a  satisfactory  fuel  is  manufactured  from  the 
raw  material  available,  practically  any  part  of  Ontario 
or  Quebec  can  be  supplied  with  fuel  by  a  short  rail  haul. 

Raw  peat  is  a  peculiar  material  having  certain  definite 
properties  some  of  which  have  only  recently  been  under- 
stood by  the  majority  of  those  interested  in  the  manu- 
facture of  peat  fuel.  When  first  excavated,  it  is  usually 
brown  in  colour  but  turns  black  quite  rapidly  on  exposure 
to  the  air.  If  it  is  excavated  carefully  and  broken  apart, 
the  remains  of  the  mosses  and  grasses  from  which  it  is 
formed  can  be  seen  quite  plainly,  but  if  the  structure  is 
broken  by  working  up  in  the  hand  in  the  way  putty  is 
softened  for  use,  all  this  structure  disappears  and  you  get 
a  soft,  black,  homogeneous  mass,  not  unlike  clay  to  the 
touch,  although  it  is  very  much  lighter  in  weight.  This, 
incidentally,  is  the  most  practical  test  to  determine  the 
suitability  of  peat  for  the  manufacture  of  fuel.  Any  peat 
which,  when  worked  up  as  I  suggest,  dries  into  a  hard  mass 
is,  generally  speaking,  suitable  for  the  manufacture  of 
fuel  but  this  will  depend,  of  course,  to  some  extent  on  the 
amount  of  ash  present.  The  quality  depends  on  the 
completeness  of  humification  and  the  deeper  the  bog  the 
better  it  is  for  fuel  purposes,  the  lower  layers  being  best. 

If  such  peat  when  excavated,  be  thoroughly  ground  up, 
well  mixed,  and  left  in  the  open  weather  to  dry,  it  will 
shrink  to  about  }4  of  its  original  volume  when  in  the  bog. 
If  it  is  not  ground  up  but  excavated  in  bricks  or  sods  as  has 
been  done  in  Ireland  for  a  long  time,  very  little  shrinkage 
takes  place.  Peat  contains  a  complex  gelatenous  hydro- 
carbon compound  called  hydro  cellulose,  the  quantity 
varying  from  a  very  small  amount  in  a  fibrous  peat,  in 
which  the  process  of  decay  has  not  taken  place  to  any 
great  extent,  to  as  much  as  1%,  or  more,  in  a  well  humified 
black  peat.  It  possesses  some  remarkable  properties; 
viz.,  it  is  capable  of  increasing  its  volume  enormously 
through  the  absorption  of  water  and  in  raw,  well  decayed 
peat  it  is  found  as  a  swollen  mass,  having  the  consistency  of 
soft  soap.  On  account  of  this  substance  the  ground  up 
peat,  when  dried,  is  practically  non-hydroscopic,  has  a 
specific  gravity  of  about  1.1  and,  when  it  contains  from 
20  to  25%  moisture,  is  tough  and  will  stand  the  rough  hand- 
ling it  necessarily  receives  in  loading  on  railway  cars  and 
in  unloading,  and  delivering  in  wagons.  This  gelatenous 
substance  also  performs  the  function  of  a  binder. 

Another  property  exhibited  by  a  good  fuel  peat  is  its 
resistance  to  any  mechanical  means  for  expelling  the  water 
content.    This  is  due  to  the  fact  that  such  peat  possesses, 


to  a  certain  extent,  the  properties  of  a  true  colloid  and, 
therefore,  the  peat  mass  itself  will  follow  the  water  in  any 
attempt  to  get  rid  of  the  water  by  pressure ;  that  is,  after 
a  certain  amount  of  free  water  which  is  in  the  peat  has 
been  expelled. 

It  has  been  recognized  for  years  that  dried  peat  can 
be  used  as  a  fuel.  At  first  it  was  cut  out  with  a  spade  but 
later  on  primitive  means  were  employed  to  grind  it  up  and 
mould  it.  In  countries  where  labor  is  cheap  these  primi- 
tive methods  can  be  used  today;  for  peat  in  many  cases 
is  the  only  fuel  available  and  the  cost  of  coal  is  very  high. 
However,  as  the  demand  for  peat  fuel  increased,  efforts 
were  made  to  devise  a  continuous  process  of  mechanically 
expelling  the  water  or  of  driving  the  water  off  by  heat,  and 
it  has  been  in  attempts  such  as  these  that  most  of  the 
money  in  this  country  has  been  spent.  Many  prominent 
people  lost  money  in  these  efforts  and  the  peat  industry 
received  a  set-back  from  which  it  has  not  recovered  even 
today.  At  present,  in  spite  of  all  this  experience,  ideas  are 
being  advanced  for  getting  rid  of  the  water  in  peat  by  the 
use  of  heat.  I  would  like  to  emphasize  in  this  connection  a 
fact  that  should  be  plain  to  any  man  who  gives  the  matter 
serious  consideration.  Raw  peat  contains,  as  I  have 
pointed  out,  about  \2y2%  of  solids  which,  in  an  absolutely 
dry  state,  have  a  maximum  heating  value  of  about  10,000 
B.T.U's  per  pound.  Theoretically,  this  is  about  sufficient, 
with  100%  efficiency,  to  evaporate  the  quantity  of  water 
with  which  the  one  pound  of  dried  material  is  associated 
in  the  raw  state;  but  in  practice  100%  efficiency  cannot  be 
obtained.  Even  if  this  was  possible  there  would  be  no 
object  in  carrying  on  a  process  where  there  was  no  surplus 
material  made.  It  does  not  matter  whether  an  attempt  is 
made  to  evaporate  the  water  in  a  closed  vessel,  in  a  cylinder 
revolving  over  fire,  or  in  tunnels  through  which  currents 
of  heated  air  are  passed ;  for  it  takes  a  definite  number  of 
heat  units  to  dispose  of  each  pound  of  water  evaporated 
and  these  heat  units  must  come  from  some  source.  If  the 
plant  is  run  on  its  own  fuel,  this  heat  must  be  obtained  by 
burning  the  fuel  itself. 

It  is  true  that  combinations  of  pressing  out  a  part  of 
the  water  (which  can  be  done)  and  driving  off  a  certain 
quantity  of  water  by  heat  (which  can  be  done)  have  been 
worked  out  on  paper  and  a  surplus  of  dried  peat  shown, 
but  this  can  only  be  obtained  with  an  expensive  and 
elaborate  outfit  and  at  a  comparatively  high  cost.  The 
product  so  obtained  will  compare  unfavorably,  for  fuel 
purposes,  with  the  product  I  have  already  mentioned  to 
you,  which  is  obtained  by  grinding  up  and  air  drying  the 
raw  peat. 

May  I  repeat  that  failure  to  recognize  the  significance 
of  the  following  facts  has  been  one  of  the  main  reasons 
why  the  peat  fuel  industry  is  not  farther  advanced.  These 
facts  are: — 

(1)  That  owing  to  the  colloidal  properties  of  peat 
enough  water  cannot  be  successfully  pressed  out  of  it  to 
materially  aid  in  making  a  fuel. 

(2)  That  there  are  not  enough  heat  units  in  the  dry 
portion  of  ordinary  raw  peat  to  drive  off  the  water 
associated  with  it  and  leave  a  surplus  for  other  uses. 

(3)  That  if,  by  a  combination  of  pressing  out  water 
and  driving  it  off  with  heat,  a  surplus  is  produced,  it 
compares  unfavorably  with  the  product  which  may  be 
obtained  by  grinding  the  fuel  up  in  its  wet  state  and  drying 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


437 


it  in  the  weather.  These  operations  can  be  carried  on  at 
a  very  much  less  cost  and  with  less  costly  apparatus  than 
can  be  done  with  any  equipment  which  has  been  suggested 
thus  far  to  carry  on  the  operations  of  artificial  drying. 

(4)  When  the  artificially  dried  peat  is  obtained  it  is 
still  in  the  form  of  a  powder.  This  powder  has  to  be 
briquetted  before  it  can  be  used  to  advantage  and  this 
briquetting  operation  has  been  found  full  of  difficulties. 

There  remains,  then,  only  one  process  for  manufac- 
turing peat  fuel,  so  far  as  I  am  aware,  in  which  there  are  no 
technical  difficulties  and  which  gives  promise  of  ultimate 
success.  This  process  consists  in  excavating  the  raw 
material,  thoroughly  grinding  and  mixing  it  up  and  then 
spreading  it  out  on  the  adjacent  surface  of  the  bog  to  dry. 
This  process  presents  only  such  mechanical  difficulties 
as  have  to  be  overcome  in  every  day  contracting  work,  and 
it  is  by  this  process  that  all  the  peat  fuel,  commercially 
manufactured  today,  is  made.  Large  quantities  are  so 
made  in  Russia.  In  Sweden,  I  have  been  informed,  the 
output  of  peat  fuel  has  increased  enormously  since  the 
war  began,  and  I  presume  this  is  the  case  with  other 
European  countries  where  war  conditions  did  not  inter- 
fere with  its  manufacture. 

The  first  attempt  to  manufacture  fuel  in  this  way  in 
Canada,  of  which  I  have  record,  took  place  on  a  bog  near 
Farnham,  Que.,  between  40  and  50  years  ago.  A  floating 
plant  was  built  which  excavated  the  peat  by  means  of 
revolving  knives  ahead  of  the  device  to  form  a  canal  in 
which  it  worked.  The  peat  was  taken  on  board,  ground 
up  and  eventually  deposited  on  the  bog  surface  adjacent 
to  the  channel  which  was  being  cut.  I  understand  a 
considerable  quantity  of  fuel  was  made  in  this  way  and  that 
it  was  used  for  a  time  on  steam  railways.  Owing  to  the 
increased  demand,  however,  the  fuel  was  delivered  to  the 
consumer  containing  nearly  50%  of  water  which,  of  course, 
killed  the  operation. 

The  next  attempt  along  this  line  took  place  at  Victoria 
Road,  Ont.,  where  the  writer  made  an  effort  to  improve 
the  drying  conditions  by  spreading  the  peat  on  an  artifi- 
cially prepared  drying  area  raised  up  off  the  ground. 
While  a  certain  element  of  success  was  obtained  at  this 
plant  it  had  the  fundamental  drawback  that,  as  its  capacity 
increased,  the  plant  became  very  cumbersome  and  pro- 
portionately more  costly;  moreover,  the  depreciation  was 
very  high.  This  attempt  was  given  up  owing  to  lack  of 
money  to  continue  the  work.  Between  the  time  the 
Farnham  plant  was  operated  and  the  time  the  Victoria 
Road  plant  was  operated,  most  of  the  money  which  was 
raised  for  the  artificial  drying  and  briquetting  of  peat  was 
spent,  and  lost.  About  the  time  of  the  operations  at 
Victoria  Road  the  Canadian  Government  Department  of 
Mines  sent  a  commission  to  Europe  to  investigate  the  peat 
fuel  situation  there.  Acting  on  the  report  of  this  commis- 
sion, a  plant,  the  duplicate  of  one  in  successful  operation 
in  Sweden,  was  purchased  by  the  Government  and 
installed  at  Alfred,  Ont.  This  plant  was  operated  two 
seasons  and  a  technical  demonstration  of  the  manufacture 
of  peat  fuel  was  made.  The  operation  of  this  plant  showed 
that  the  raw  material  could  be  made  into  a  fuel  that  would 
stand  transportation  and  that  it  could  be  conveniently 
used  for  certain  domestic  purposes.  No  attempt,  however, 
was  made  to  develop  the  industry  in  a  commercial  way;  in 
fact,  it  was  decided  that,  in  order  to  make  the  process  of 


manufacture  commercially  successful  in  this  country, 
certain  alterations  would  have  to  be  made  in  the  process 
in  order  to  eliminate  the  large  amount  of  hand  labor 
necessary. 

About  this  time  J.  M.  Shuttleworth,  of  Brantford, 
Ont.,  who  had  already  spent  considerable  time  and  money 
in  connection  with  peat  fuel  projects,  approached  the 
Department  and  negotiations  were  finally  concluded 
whereby  Mr.  Shuttleworth  undertook  to  finance  the 
construction  of  an  improved  plant  on  the  lines  suggested 
by  the  Government.  With  a  view  to  encourage 
Mr.  Shuttleworth,  the  Department  of  Mines  granted 
him  the  use  of  the  Alfred  property  and  equipment 
and,  in  1912,  investigations  were  commenced  with  this 
new  type  of  plant.  A  number  of  difficulties  had  to  be 
overcome  and,  in  1913,  just  about  the  time  that  things 
were  beginning  to  turn  over,  Mr.  Shuttleworth  was  sud- 
denly called  to  England  and.  a  short  time  afterwards, 
had  to  sever  his  connections  with  this  work.  In  1914, 
however,  the  work  was  continued,  with  a  small  amount 
of  capital  then  available,  but  with  the  expectation  that 
the  necessary  money  could  be  raised.  Sufficient  capital 
was  arranged  for,  but,  on  account  of  the  war,  only  a  part 
of  it  was  actually  paid  in.  For  the  same  reason,  during 
1915,  it  was  not  found  possible  to  finance  the  proposition 
and  it  eventually  closed  down  at  a  time  when  the  only  thing 
necessary  to  complete  a  commercial  demonstration  of  the 
manufacture  of  peat  fuel  was  the  continued  operation  of 
a  plant  for  a  season. 

Before  proceeding  with  the  description  of  the  mechan- 
ical equipment  used  to  make  peat  fuel,  I  would  like  to  say 
something  about  the  fuel  itself. 

The  peat  made  in  Alfred  was  approximately  rect- 
angular in  shape  7"  to  8"  long,  about  2\i"  wide  and'a  little 
under  2"  thick.  The  blocks  warped  to  a  certain  extent 
in  drying  and  were  not  particularly  attractive  to  look  at. 
70  to  75  cubic  feet  of  the  fuel,  when  thrown  roughly  in  a 
pile,  weighed  a  ton  but,  even  with  this  bulk,  it  was  possible 
to  load  the  ordinary  30  ton  box  car  with  25  to  28  tons. 
250  tons  of  the  fuel  manufactured  by  the  Government  was 
left  for  two  years  in  small  piles  open  to  the  weather  before 
being  sold;  but  it  was  found  that  only  the  outside  layers 
had  deteriorated  to  any  extent.  They  showed  a  tendency 
to  break  up  into  smaller  pieces,  but  they  could  still  be 
used.  The  blocks  are  non-hydroscopic  and  can  be 
immersed  in  water  for  a  considerable  period  without  any 
bad  effect;  and  will  not,  in  any  case,  return  to  anything 
resembling  the  original  raw  material.  The  fuel  was  sold 
to  a  large  number  of  customers  in  Ottawa  and  was  found 
to  be  highly  satisfactory  for  the  following  purposes:— 

1.  Autumn  and  spring  uses  in  the  furnace; 

2.  Cooking; 

3.  Open  grate  fireplaces; 

4.  Use  in  such  type  of  stoves  as  the  Quebec  heater. 

It  is  not  satisfactory  for  use  in  a  furnace  during  the 
heavy  winter  months  except  where  constant  attention  can 
be  paid  to  the  fire.  If  sufficient  fuel  is  loaded  into  the 
fire  box  to  obtain  a  bed  of  coals  that  will  give  out  sufficient 
heat  during  the  day,  for  comfort,  one  of  two  things  will 
happen:  if  sufficient  air  is  admitted  to  promote  complete 
combustion  of  the  volatile  matter,  which  comes  off  very 
rapidly,  the  fire  will  get  beyond  control ;  and,  if  the  drafts 


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JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


are  closed  down  to  regulate  the  fire,  the  heating  value  of 
the  fuel  goes  up  the  chimney  in  unburnt  gases.  In  order 
to  permit  of  its  satisfactory  use,  it  is  necessary  to  add  fresh 
fuel  to  the  fire  about  every  two  hours.  When  this  is  done, 
excellent  results  are  obtained.  This  is  not  the  case, 
however,  in  the  autumn  and  spring.  During  these  seasons 
a  moderate  quantity  of  fuel  can  be  put  in  the  furnace  in 
the  morning  and  a  hot  quick  fire  obtained  which  will  make 
the  house  comfortable,  and  leave  sufficient  live  coals  to 
ignite  another  fire  in  the  evening.  The  house  may  thus 
be  kept  comfortable  with  less  inconvenience  than  with  the 
use  of  coal;  for  a  coal  fire,  under  similar  conditions,  if 
permitted  to  burn  sufficiently  vigorously  to  keep  alight, 
overheats  the  house  and  the  heat  is  wasted  through  having 
to  open  the  windows.  If,  in  this  case,  the  fire  is  damped 
down  it  will  go  out  with  all  the  attending  inconvenience 
and  loss  of  fuel. 

For  the  open  fireplace,  it  found  to  compare  favorably 
with  cannel  coal  on  account  of  the  long  fat  flame  and  the 
cleanliness  of  the  fuel.  There  is  no  spitting;  or  heavy 
black  smoke;  or  soot  from  peat,  and  actual  experience 
shows  that  it  would  replace  cannel  coal  practically  ton  for 
ton,  although  the  actual  number  of  heating  units  available 
is  much  less.  For  cooking  purposes  peat  is  found  to  be 
highly  satisfactory  on  account  of  the  ease  of  control. 

Although  a  great  deal  of  experience  is  not  actually 
available,  yet,  for  the  man  who  is  unfortunate  enough  to 
have  to  buy  his  fuel  in  100  lb.  lots,  peat  should  be  more 
satisfactory,  ton  for  ton,  than  coal.  Not  more  than 
3  or  4  separate  fires  can  be  made  from  100  lbs.  of  hard  coal 
while  double  this  number  can  easily  be  made  from  a  like 
quantity  of  peat  and  more  useful  heat  obtained  from  it 
than  from  the  coal.  For  this  and  similar  reasons,  although 
it  requires  18  lbs.  of  peat  to  be  equal  to  10  lbs.  of  coal  in 
actual  heat  units  produced,  the  difference  in  favor  of  coal 
is  not  nearly  so  great  in  actual  practice. 

I  would  like  to  make  one  other  explanation  before 
closing  this  paper.  From  time '  to  time  articles  have 
appeared  in  which  various  claims,  as  to  the  cost  of  peat 
fuel,  have  been  made.  This  word  cost  has  been  used  in  a 
number  of  different  ways  and  failure  to  state  definitely 
what  is  meant,  has  been  the  cause  of  much  misunderstand- 
ing and  uncertainty.  The  cost  of  fuel  to  the  consumer  is 
made  up  of  a  number  of  items — the  cost  of  delivery,  the 
retailer's  profit,  freight  charges  from  the  place  of  manu- 
facture to  the  place  of  consumption  and  finally  the  cost  of 
the  fuel  on  the  cars  at  the  plant.  This  latter  item  may  again 
be  subdivided  into  the  production  cost,  the  overheat  cost 
and,  so  far  as  the  consumer  is  concerned,  the  manufac- 
turer's profit.  It  is  necessary  to  keep  all  of  these  factors 
in  mind  in  order  to  understand  why  fuel  which  is  said  to 
cost  $1.50  per  ton,  is  offered  to  the  consumer  at,  say, 
$6.00  to  $6.50  a  ton. 

By  considering  these  items  some  reasons  why  the  peat 
fuel  industry  is  not  at  present  a  going  concern  will  be  seen. 
The  actual  cost  of  fuel  on  the  cars,  I  have  said,  is  made  up 
of  two  items — the  production  cost  and  the  overhead  cost. 
By  production  cost  I  mean  the  actual  cost  for  labor,  fuel 
and  operating  supplies;  which  elements  vary,  practically, 
directly  as  the  amount  of  fuel  produced.  By  overhead 
cost  I  mean  such  items  as  the  superintendent's  salary, 
depreciation,  insurance,  rents,  taxes,  etc.,  which  are 
practically  the  same  whether  100  tons  are  produced  in  a 
season  or  the  plant  is  run  to  full  capacity.  Since  none  of 
the  plants,  which  have  been  operated  to  date  in  Canada, 


have  run  anything  like  a  full  season  it  has  been  necessary  to 
estimate  this  overhead  cost  as,  if  it  were  charged  against 
the  actual  quantity  of  fuel  made,  it  would  show  a  cost 
that  would  be  very  misleading  and  quite  prohibitive  to 
the  commercial  manufacture  of  peat  fuel. 

The  small  quantity  of  fuel  made  at  any  one  time  has 
also  had  a  very  considerable  influence  on  the  costs  of  the 
other  items  I  have  mentioned  above.  For  instance,  the 
railways  have  refused  to  make  any  special  rate  for  peat 
fuel  until  there  is  a  sufficient  quantity  offered  for  trans- 
portation to  make  it  worth  their  while  to  go  into  the  matter. 
There  has  never  been  sufficient  fuel  offered  for  sale  to 
warrant  the  retailer  making  provision  for  storage  and  such 
other  provision  as  might  be  necessary  for  the  economic 
delivery  of  the  fuel  to  his  customer.  In  fact,  there  has 
never  been  enough  fuel  offered  for  sale  to  enable  one  to 
make  any  businesslike  arrangements  for  its  disposal,  and, 
therefore,  fuel  which  has  reached  the  consumer,  has  been 
loaded  up  with  maximum  costs  all  around. 

Summing  up  then,  the  reasons  why  the  manufacture 
ofvpeat  fuel  are  not  farther  advanced  in  Canada  are: — 

(1)  A  great  deal  of  money  has  been  wasted  in  experi- 
mental work  along  improper  lines.  This  has  been  respon- 
sible for  a  more  or  less  general  antagonism  on  the  part  of 
the  public  towards  any  further  developments. 

(2)  Investigations,  later  attempted,  toward  the 
adoption  of  the  already  tried  and  proven  process  as 
used  in  the  old  world,  have  never  been  carried  to  com- 
pletion. They  were  on  too  small  a  scale  to  warrant  the 
equipment  necessary  for  economic  loading  on  cars;  to  get 
the  best  freight  rates;  and  to  make  anything  like  efficient 
arrangements  for  delivery  to  the  consumer. 

I  might  add  to  this  the  fact  that,  prior  to  the  war,  the 
cost  of  hard  coal  was  so  low  that  there  was  not  a  big 
margin  in  favor  of  peat  even  under  favorable  conditions. 
The  present  price  of  coal  and  the  experiences  which  we 
have  gone  through  in  the  last  few  years,  tend  greatly  to 
eliminate  this  condition. 

I  have  not  said  anything  about  the  industrial  uses  of 
peat.  As  there  has  never  been  a  reserve  supply  of  peat  fuel 
available  there  is  little  actual  data  on  which  to  express  an 
opinion,  outside  of  the  experiences  of  the  Fuel  Testing 
Branch  of  the  Department  of  Mines.  They  have, 
however,  made  a  number  of  steam  raising  tests  on  their 
Babcock  and  Wilcock  water  tube  boiler  and  also  on  a 
portable,  locomotive-type  boiler.  Briefly,  their  bulletin 
No.  17  shows  that  the  fuel  burnt  with  a  long  flame  and 
considerable  light  coloured  smoke.  The  best  results  were 
obtained  with  a  large  grate  having  small  air  space,  and  a 
fuel  consumption  of  15  lbs.  per  square  foot  per  hour. 
The  evaporation  of  about  4  lbs.  of  water  from,  and  at, 
212°F.  was  obtained  per  pound  of  peat  fired.  The  fuel 
used  ran  about  30%  water,  and  a  thermal  efficiency  of 
about  52%  was  obtained.  In  no  case  were  any  special 
arrangements  made  to  proportion  the  fire  box  to  the 
heating  surface,  etc.,  and  undoubtedly  better  results 
could  have  been  obtained  if  proper  arrangements  could 
have  been  made. 

The  production  of  electrical  energy  from  peat  fuel, 
using  a  producer  with  or  without  bi-product  recovery, 
seems  to  me  to  be  the  ultimate  industrial  use  for  peat, 
but  I  will  not  go  into  this  further  at  present  as  I  under- 
stand it  is  to  be  treated  in  another  paper,  following. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


439 


Peat,   Oil  and   Gas  Fuel 

By  B.  J.  Forrest,  M.E.I. C. 


During  the  past  century  peat  and  lignite  have  been 
employed  in  their  raw  state  as  fuel  in  those  countries  of 
Europe  and  America  where  coal  is  scarce  or  costly,  and 
where  peat  bogs  and  lignite  are  abundant.  According  to 
Government  reports,  there  are  over  37,000  square  miles 
of  good  peat  bogs  in  Canada,  and  this  is  only  a  fraction  of 
the  area  which  could  be  turned  into  light,  heat  and  power 
in  the  shape  of  coke,  oil  and  gas.  The  object  of  this  paper 
is  to  try  to  point  out  the  best  use  that  might  be  made  of 
this,  up-to-the-present,  practically  latent  resource  of  our 
country. 

Scientific  research  is  every  day  making  industry  less 
of  a  gamble  and  more  an  exact  proposition  by  eliminating 
the  waste  of  fuel  and  useful  bye-products;  by  increasing 
production;  and  by  finding  new  uses  for  the  bye-products. 


The  production  of  commercial  products  from  peat, 
culm  and  lignite  is  now  an  accomplished  fact ;  for  there  are 
about  thirty  plants  in  Europe  and  America  making  coke, 
oil,  gas  and  bye-products  from  peat,  lignite,  culm,  shale 
and  saw  mill  refuse.  Unfortunately,  what  is  true  of  some 
mining  propositions  is  also  true  of  industrial  undertakings; 
for  many  have  been  ruined  by  quack  engineers,  stock 
jobbers  and  speculators.  Such  was  the  case  with  a  peat 
company  I  knew  in  Ontario.  Many  experiments  have 
been  carried  on  and  improvements  made  in  methods  of 
handling  peat  fuel  during  the  past  ten  or  fifteen  years,  but, 
according  to  the  opinions  of  Prof.  Morgan,  C.  A.  Davis, 
J.  A.  Cottrell  and  Bruning  (fuel  and  gas  experts  of  the 
British,  United  States  and  German  Governments  and  of 
some  of  the  big  steel  and  industrial  corporations)  the  peat 


(57 


1 1. 


/>o/vr  v,cw   or  L,GH,re  cas  *o,l  proqucek  at heb*o„.  ua 


Crvo  if /erf 


1.1 


Fig.  1. 


About  5  years  ago.  at  Toronto,  Professor  Gillespie 
stated  that  Canada  must  plan  for  decades;  as  the  fuel 
supply  was  becoming  a  serious  question  and  as  electricity, 
which  has  been  so  largely  developed  of  late  years  from 
hydraulic  sources,  cannot  generally  be  used  for  heating 
purposes  at  reasonable  cost.  It  might  be  noted,  in  con- 
nection with  this,  that  peat  bogs  are  not  generally  situated 
near  rivers.  Electric  light  or  power  can  be  developed  from 
peat  by  means  of  a  gas  producer,  gas  engine,  and  dynamo. 
Dr.  Haanel,  Director  of  the  Canadian  Government  Depart- 
ment of  Mines,  stated  that  the  only  way  to  become 
independent  of  foreign  resources  in  Canada  is  to  develop 
our  numerous  peat  bogs;  and  C.  A.  Davis,  U.  S.  Bureau  of 
Mines,  says  that,  where  coal  is  scarce  or  dear  and  peat  bogs 
abundant,  the  peat  bogs  should  be  exploited. 


*Read  by  the  author  at  the  Montreal  Branch  meeting,  March 
20th,  1919. 


problem  has  not  hitherto  been  handled  logically.  In  all 
industrial  problems  it  is  necessary  to  get  down  to  the  basis 
of  the  chemical  composition  of  the  material  used. 
Hitherto  peat  problems  have  mostly  been  attacked  with 
the  idea  of  producing  and  selling  a  solid  fuel,  whereas 
the  industrial  value  of  peat,  as  shown  by  chemical 
analysis,  would  be  g-eater  if  sold  in  the  form  of  gas,  oil 
and  bye-products.  It  contains  about  60%  of  tars,  oils, 
hydrocarbons  and  gases  and  only  25%  of  fixed  carbon. 
One  ton  of  peat  containing  50%  of  moisture — the 
latest  producer  plants  in  Europe  are  working  with  60% 
moisture,  using  improved  producer  gas  plants,  will  produce 
the  following:— 

(1)  About  20,000  cu.  ft.  of  high  grade  illuminating 
gas  (160  B.T.U's  per  cu.  ft.);  or, 

(2)  40,000  cu.  ft.  of  medium  grade  heating  and  power 
gases  (130  B.T.U's  per  cu.  ft.);  or, 


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(3)  80,000  cu.  ft.  of  low  grade  heating  and  power 
gases  (about  100  to  110  B.T.U's  per  cu.  ft.). 
The  last  (3)  is  the  grade  of  gas  the  steel  corporations  in 
Europe  and  America  are  introducing  in  their  plants;  it 
being  the  most  economical  per  heat  unit. 

In  addition  to  the  above  gases,  the  following  bye- 
products  are  produced,  by  retorting,  per  ton  of  peat:— 
about  800  lbs.  of  coke,  100  lbs.  ammonium  sulphate, 
40  lbs.  crude  oil,  16  lbs.  paraffine,  4  to  8  lbs.  pitch,  5  lbs. 
creosote,  benzol,  alcohol,  toluol  and  antiseptics.  A  fertilizer 
and  packing  company  in  the  United  States  says  that  they 
can  use  3000  tons  of  peat,  moss  and  litter  per  annum: 
this  could  be  shipped  straight  from  the  bog.  Incidentally, 
I  might  state  that  peat  olafines  and  gases  are  first-class 
preservatives,  antiseptics  and  disinfectants.  Dr.  Miller,  of 
Toronto,  has  stated  that  they  are  good  for  lint  dressings 
for  wounds.  There  should  be  no  nuisance  from,  or 
objection  to,  fume  or  smoke  from  peat  gas  manufacture. 

The  manager  of  the  Gas  Power  Corporation,  England, 
informed  a  friend  of  mine  that  100  tons  of  dry 
peat  yielded  about  37  tons  of  gas  and  volatiles,  30  tons  of 
oils  and  olafines,  25  tons  peat  coke  or  coke  powder,  and 
8  tons  of  waste  and  ashes.  The  following  is  an  approxi- 
mate valuation  of  one  ton  of  gasified  peat: — (Gas  Power 
Corporation — average  from  16  plants). 

Gas 

40,000  cu.  ft.  medium  or  semi-oil  gas  @  25c. 

per  1000  c.f 10.00 

or  80,000  cu.  ft.  low  grade  producer  gas  @  12^c. 
per  1000  c.f 10.00 

Bye-products: 

750  lbs.  coke  @  $5  per  ton  drawn  from  pro- 
ducer grate 1 .  50 

80  lbs.  sulphate  of  ammonia  @  2c.  per  lb. 

(price  going  up) 1 .  60 

about  100  lbs.  tar,  asphalts  and  acids  @  2  c.  per  lb. 

(price  going  up) 2 .  00 

Total  value  per  ton  of  peat,  gasified,  about . .  .$15 .  10 
(A  recent  U.  S.  Engineer's  report  gives  $15.) 
Against  this  we  have  producing  cost  as  follows: — 
Preparatory  work  in  bog  digging,  trans- 
porting, spreading,  drying,  decorticating  and 

feeding  producer,  about $4.00  per  ton. 

Superheating,  condensing,  scrubbing, 
supplying  reagents,  lime,  gas,  steam,  gas 

cooling  and  blast  fans 2.00 

Repairs,  renewal  and  upkeep  of  con- 
veyors, producer  plant,  scrubbers,  etc.,  about    .50 

Transportation,  delivery,  piping  or 
storage  of  finished  products,  overhead 
charges,  interest,  etc 60      " 

Total $7.10      " 

Value  of  manufactured  product $15.10 

Cost  of  manufacture 7.10 


Approximate  profit  per  ton  of  peat  $8.00 


This  shows  that  the  bye-products  pay  most  of  the  opera- 
ting cost.  This  estimate  also  shows  that  the  main  value  of 
peat  is  its  gas  and  bye-product  production.  The  estimate 
applies  to  a  large  and  complete  bye-product  plant,  running 
continuously.  A  plant  with  no  bye-products  would  give 
about  one  half  the  profit. 

The  late  D.  J.  Wilson,  of  Toronto,  fuel  and  gas 
engineer,  showed  me,  at  an  experimental  plant  near 
Toronto,  a  number  of  samples  of  peat  and  muck  with  which 
he  was  making  trials.  He  found  that  the  lower  and 
blacker  peat  and  muck  gave  better  results  when  gasified  or 
olafined  than  when  briquetted.  During  trials  made 
with  a  gas  engine  he  found  that  he  was  troubled  by  tarry 
oil  gas  clogging  the  valves.  After  trying  a  solvent  and 
after  using  a  special  type  of  vaporizer  and  injector,  he  got 
the  engine  to  work.  He  was  really  trying  to  make  a  gas 
engine  work  on  oil.  Owing  to  war  work  and  lack  of 
capital  he  had  to  suspend  further  trials.  I  may  remark 
that,  during  reaction  tests,  he  got  some  fine  colored  olafine 
stains,  which  were  no  doubt  dye  bases.  He  told  me  that 
he  was  also  working  on  briquetting,  but  found  that  he  was 
losing  most  of  his  oil  and  gas  values  thereby.  The 
briquetting  plant  was  later  shut  down.  In  an  ordinary 
producer  plant  there  is  very  little  machinery  except  small 
water,  gas,  oil  and  air  pumps  to  get  out  of  order.  Further, 
the  producer  plant  can  deal  with  semi-dry  peat — a  saving. 
Excess  of  water  is  not  only  the  civil  engineer's  but  the 
peat  engineer's  bugbear. 

C.  A.  Davies,  United  States  fuel  and  gas  expert, 
states  that  the  cost  of  the  upkeep  and  operation  of  an  oil 
gas  producer  plant  is  about  half  that  of  a  briquetting 
plant,  while  it  is  less  liable  to  break  down;  for  there  is 
practically  no  machinery  to  get  out  of  order.  This  is 
confirmed  by  Mansfield,  Cottrell,  and  a  friend  of  mine  who 
is  the  engineer  of  a  Gas  Corporation  in  England.  More 
attention  has  been  paid  to  bye-products  of  late  years. 
To  handle  them  requires  a  more  complete  and  expensive 
plant,  and  generally  an  addition  to  the  generating  plant 
is  necessary.  Generally,  very  low  grade  lignites,  shales 
and  peat  are  gasified  in  Europe  and  the  United  States. 
Gasifying  gives  better  results;  for  briquettes  often  crumble 
to  fine  slack  or  culm  (even  with  binders)  when  roughly 
handled  in  loading,  unloading  and  transportation. 

In  view  of  the  foregoing  facts  and  what  I  have  seen  in 
Wolverhampton  England,  Toronto,  Thornhill  and 
Montreal,  I  am  of  the  opinion  that  there  is  a  good  outlook 
for  this  industry  and  especially  so  in  Ontario  where  coal 
is  dear  and  scarce.  Lower  grade  producer  gases,  and 
cheaper  fuels  for  producing  such  oils  and  gas,  are  in 
increasing  demand  by  steel  mills  and  factories.  Heavy 
and  light  oils  and  gases  can  be  produced  alternately  or 
continuously  by  the  same  producer  plant.  The  price  of 
the  coke  powder  produced,  and  especially  the  bye-products, 
is  rising  steadily.  These  are  some  of  the  main  reasons 
why  peat  should  be  exploited  in  Canada. 

According  to  fuel  and  gas  engineers,  to  whom  I  have 
already  referred,  the  points  or  features  to  study  in  con- 
nection with  the  construction  of  "  producers  "  are  as 
follows: — effective  heating  and  gasifying  capacity,  poking 
and  charging  facilities,  uniform  distribution  of  air  and 
steam  blast  into  incandescent  zone,  water  seals,  traps  and 
doors  around  producer  to  facilitate  ashing,  poking  and 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


441 


inspection  of  steam  and  air  supply,  ease  of  manipulation 
while  working  at  full  load  and  charge,  visibility  of  fire  and 
fume  space  by  stoker,  which  is  very  necessary  for  proper 
control  of  producer.  Air  and  steam  blowers  and  injectors 
must  be  conveniently  located  and  the  necessary  pressure 
and  pyrometer  gauges  fixed  at  combustion  and  gas  zones 
to  insure  a  maximum  reduction  of  monoxide  fumes  and  to 
facilitate  the  formation  of  olafines  and  gases.  The  same 
authorities  state  that  the  maximum  heating  effect  of  a 
producer  is  obtained  when  the  temperatures  of  furnace, 
producer,  condenser  and  regenerators  are  under  direct 
and  proper  control;  so  that  the  olafines  and  gases  can  be 
delivered  hot  or  cold.  All  the  necessary  condensing, 
regenerating  and  superheating  of  olafines,  tar  oil,  liquor 
gases,  steam  and  air  are  thereby  conveniently  and  inex- 
pensively accomplished  by  intercepting,  jacketing,  trap- 
ping and  regulating  waste  heat  from  the  producer,  super- 
heater, regenerator,  condenser,  scrubbers  and  engine. 


(6)  A  good  clean  fire  is  maintained  with  little 
trouble. 

(7)  A  steady  and  regular  output  is  maintained 
in  producer. 

(8)  Standby  losses  and  upkeep  are  greatly 
reduced;  for  working  can  be  stopped  or  damped 
immediately. 

(9)  A  saving  of  from  20%  to  25%  on  the  ordinary 
boiler  and  furnace,  which  can  only  operate  with  very 
dry  fuel. 

(10)  A  saving  (by  actual  test)  of  about  20%  to 
23%  in  fuel. 

(11)  It  is  generally  possible  to  use  a  cheaper  class 
of  fuel;  such  as  lignite,  peat,  lumber  waste,  sawdust, 
culm,  oily  or  shale  refuse. 


OSS  :   /Co«r//vcs  /l«t£«   rrr-ss   »«*£»   „<,**,  o«  tub k  ao'L**  «s  *  sr*'*  aurvituEATmm 
fo«  r,«;    r.rr**,    ~>*~     9r*,]t torn    »««(»"««"    lw"""*" 


FRONT  ELEVATION 


Fig.  2. 


The  advantages  of  using  Gas  Corporation  producers 
are  the  following: — 

(1)  Higher  temperature  and  more  complete 
combustion  obtainable. 

(2)  Fire  trimming  and  condensing,  and  heating 
and  cooling  temperatures  are  under  absolute  control. 

(3)  By  recuperation  a  large  amount  of  heat,  lost 
in  waste  gases,  is  returned  to  furnace  through  the 
water  heater  and  the  air  and  steam  dryer. 

(4)  Smoke  nuisance  is  eliminated.  (Although 
peat  smoke  is  a  disinfectant.) 

(5)  The  labor  of  handling  peat  ash  is  one-third 
that  of  coal  and  what  is  left  is  very  fine  and  could 
be  either  sucked  or  blown  from  the  ash-hole  by  a 
Koerting  or  other  blower.  (Some  plants  have  sold 
the  ash  as  fertilizer). 


Heavy  and  light  peat  oils  and  gases  may  be  used  in 
mills,  factories,  teelworks,  furnaces,  gas  engines,  loco- 
motives (see  Fig.  5),  or  road  tractors.  The  olafines  may 
be  piped  and  tanked  and  later  gasified  in  the  garage, 
depot,  or  round  house.  Storage  tanks  might  be  erected 
opposite  plants  and  alongside  railways  and  the  gas  or  oil 
pumped  into  the  engine  room  or  locomotive  tender  and 
then  gasified  or  vaporized  by  a  suitable  vaporizer,  the 
same  way  as  petroleum  and  heavy  oils  are  used.  By  this 
means  the  pressure  in  the  boiler  can  be  raised  very  quickly 
or  the  fire  shut  off  instantly  in  case  of  need,  or  when  a 
locomotive  run  is  completed.  If  more  convenient,  or  if 
required  for  other  services,  the  heavy  olafines  could  be 
pressed  into  blocks,  or  caked  like  petroleum  "  masut  " 
in  Russia,  and  delivered  to  the  locomotives,  mills,  factories 
or  garages  and  later  by  means  of  condensers  or  vaporizers 
could  be  turned  into  heavy  or  light  oils  or  gases,  as  required, 
on  the  spot. 


442 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


The  following  extracts  and  quotations  are  of  special 
interest : — 

The  Fuel  Problem 

Powdered  fuel  and  oil  for  locomotives  has  given  good  results 
on  German,  Swedish,  Norwegian  and  Russian  railways  and  is 
now  being  tried  by  some  United  States  railways.  Any  kind  of 
fuel  such  as  lignite,  culm  and  peat,  with  two-thirds  combustible 
contents,  suitable  for  steam  generating  purposes,  is  used.  These 
are  now  practically  unsaleable.  The  cost  of  preparing  pulverized 
coal  or  peat  is  about  60  to  80  cents  per  ton;  liquifying  and  gasifying 
is  done  in  same  operation. 

The  outfit  is  simple  (See  Figs.  1,  2,  4  and  5.),  consisting  of  air, 
steam  and  powder  blowers  or  injectors.  Fire  is  started  up  instantly 
and  a  pressure  of  200  lbs.  per  sq.  inch  is  obtained  within  one  hour. 
Apparatus  requires  very  little  attention,  and  is  easy  on  stoker,  as 
all  is  regulated  by  valves.  When  properly  controlled,  mixture 
bursts  into  a  strong  flame  with  very  little  smoke.  A  saving  of 
about  20%  in  fuel  account  is  effected. 

Though  fuel  units  of  lignites  and  peats  are  about  half  that  of 
coal,  their  olafines  contain  a  large  quantity  of  gassy  oils,  which 
raise  its  efficiency  to  nearly  two-thirds  that  of  coal  and  its  cost  per 
ton  being  about  one-half  or  less,  its  utility  is  nearly  as  great.  When 
liquified  or  gasified,  the  gas  or  oils  can  be  cheaply  piped  from  the 
bog  to  the  tank  alongside  railway,  as  the  pressure  is  low.  Owing 
to  this,  very  little  leakage  results  and  box  piping  is  preserved.  No 
rust  arises  in  iron  piping  or  tanks. 


Summary  on  Handling  Peat 

1st.  Liquify  or  gasify  in  producers  saving  bye-products  which 
are  valuable. 

2nd.  Turn  the  large  amount  of  nitrogen  into  ammonium 
sulphate,  a  valuable  fertilizer,  together  with  the  peat  ash  con- 
taining potash  (a  fertilizer). 

3rd.  Fractionate  the  tar  into  pitch,  tar,  candle  wax,  lubri- 
cating and  burning  oils  and  powerful  disinfectants,  greatly  exceed- 
ing carbolic  acid  in  germicidal  strength. 

4th.  The  aqueous  distillate  contain  ethyl  alcohol,  acetone, 
pyridine  bases  and  acetic  acid  are  very  valuable. 

By  Dr.  Morgan,  Cottrell,  Lawson  and  Duns. 

Gasoline  Shortage 

A  world  shortage  of  gasoline  waits  just  around  the  corner  for 
the  motor  propelled  world,  according  to  Mark  L.  Requa,  Standard 
Oil  official,  who  has  been  directing  the  oil  division  activities  of  the 
fuel  administration. 

The  only  preventive  Requa  believes  is  an  engine  that  will  burn 
crude  oil. 

The  American  Society  of  Automotive  Engineers  in  session 
here  to-day,  in  considering  this  problem,  put  it  up  to  Requa  and 
his  associates.  J.  E.  Pogue  who  has  been  devoting  his  attention 
for  the  government  to  oil  conservation,  is  scheduled  to  tell  the 
engineers  that  but  50%  of  the  petroleum  produced  in  this  country 
is  being  utilized,  that  kerosene  burning  engines,  while  a  great  help 


Jlf'in»  ,i«    C  P 


"r^ 


n<Rrrr   coupled  qC<?  ga^    prcouceb  ano  flatc  he/tinc   fo-Tnacl 

CONTINUOUS     AlR HECENE  RATIO* 


Fig.  3. 


If  more  convenient,  the  tar  oil  can  be  tanked  direct  from  plant 
and  piped  into  tender,  from  tank,  and  gasified  by  a  vaporizer 
injector  on  locomotive  firebox,  of  the  same  type  as  used  in  petroleum 
fired  engines.  There  are  various  types  of  injectors  and  vaporizers, 
Holman,  Hornsby-Ackroyd,  Tangye  and  others,  suitable  for  this 
work. 

Extract  from  Scientific  American.  March  25,  1916. 

Fuel  and  Power 

Canada  has  by  no  means  wrestled  as  she  should  with 
the  fuel  and  power  problem.  We  are  glad  that  peat  and 
lignite  are  being  considered  and  trials  made.  These  efforts 
are  certainly  a  move  in  the  right  direction  and  should  be  given  all 
possible  support  which  should  have  been  done  two  years  ago. 
The  U.  S.  are  already  working  on  this  matter,  making  a  saving  of 
3,000,000  tons  per  annum.  The  advantage  of  using  gas  fuels 
and  extracting  their  bye-products  before  consuming  coal  for  power 
purposes  will  make  a  saving  of  about  $500,000,000  in  the  U.  S. 
fuel  account. 

Extract  from  article  by  A.  V.  While,  in  the 
Canadian  Engineer,  March  12th,   1919. 


in  conservation,  will  not  solve  the  difficulty,  and  that  much  higher 
prices  for  gasoline  are  ahead  unless  the  crude  oil  burning  engine 
comes  to  the  rescue. 

Extract  from  a  New  York  Paper,  February  18th,  1919. 


To  the  best  of  our  knowledge  there  is  not  a  successful  peat 
briquetting  plant  in  operation  in  the  United  States  or  Canada 
to-day.  Peat  briquettes  only  give  from  6000  to  8000  B.T.U's 
per  lb.  and  the  cost  of  manufacture  is  about  twice  as  much  as 
briquets  made  from  anthracite  or  bituminous  coal  and  the  results 
obtained  from  burning  peat  briquettes  is  little  better  than  wood." 
"We  have  been  recommending  for  some  years  the  carbonizing 
of  peat  in  producers,  thus  saving  the  bye-products  which  are  valuable 
and  should  pay  a  good  profit  (Briquetting  the  peat  charcoal 
residue).  These  products  command  in  the  United  States  and 
Canada  about  $15  per  ton. 

Extract  from  Mashek  Engineering  Company's 
book     on     Briquetting     Plants,     Page    26. 


The  serious  increase  in  the  cost  of  fuel  which  has  occurred 
during  the  past  18  months  and  the  certainty  that  when  the  war 
is  over,  coal  will  not  return  to  its  former  low  level  of  value,  is 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


443 


forcing  engineers  and  chemists  in  all  countries  to  consider  the  use 
of  other  forms  of  fuel  such  as  peat  and  lignite  for  heating  and 
power  purposes  and  the  much  neglected  low  grade  fuels  are  at 
last  receiving  a  fair  measure  of  attention.  In  Friesland,  Weismore, 
Emjade,  Whilhelmshaven,  Aurich,  Bant,  Nolden,  Oldenburg, 
Rustingen,  points  within  30  miles  of  these  districts  are  using  peat 
from  adjacent  bogs  and  plants;  so  far  they  have  spent  £200,000 
($1,000,000)  on  these  plants,  which  they  are  successfully  operating 
up  to  5000  H.P.  The  calorific  value  of  the  dried  peat  briquettes 
equals  7000  B.T.U.  or  about  half  of  ordinary  coal,  giving  73%  of 
efficiency  and  evaporating  3  lbs.  water  to  one  pound  of  peat.  The 
cost  of  operation  compares  favorably  with  ordinary  steam  plants — 
gasification  being  considered. 

Extract  from  the  Scientific  American,  April  8th,  1916,  Page  233. 

Peat,  Fuel  and  Gas 

Experiments  in  Europe,  notably  in  England  and  Germany 
with  ordinary  producer  gas,  as  fuel  for  internal  combustion  engines 
and  boilers,  has  shown  that  the  longer  the  combustion  and  power, 
the  more  the  loss  decreases.  Producer  gas  although  of  lower 
calorific  value  than  illuminating  gas,  gives  better  results  as  it 
produces  little  or  no  back  fire. 


hydrocellulose  will  not  part  with  all  its  water  by  pressing,  but  will 
do  so  by  evaporation  and  heat;  this  also  releases  wet  mush,  olafines 
and  gases. 

Engine  power  efficiency  70f "[,  with  gas — about  2  tons  air  dried 
peat  would  run  a  100  H.  P.  Engine  for  10  hours  with  producer. 
Above  figures  show  plant  is  dearer  than  a  steam  plant  for  same 
horse-power,  but  cost  of  operating  with  oil  or  gas  fuel  is  reduced  by 
about  one-half  ami  this  is  Ihc  main  point. 

Capacities  of  small  plants  from  10  to  100  tons  peat  per  day. 
Gas  engineers  say  it  is  only  a  question  of  deciding  type  and  size 
of  engine,  and  remark  that  a  100  H.P.  engine  worked  with  natural 
gas  of  800  B.T.U 's  per  cu.  ft.  will  only  give  80  H.P.  by  producer 
gas  (or  20%  less)  (with  200  H.P.— 15%  less)  fcwith  300  H.P.— 
10%  less)  thus  proving  that  the  power  of  producer  gas  is  much 
more  efficient  than  the  rich  one  even  in  an  engine  designed  for  using 
the  richer  gas,  hence  preference  for  it  by  large  factories  and  steel 
plants.  Numerous  trials  in  Europe  with  producer  gas  have  shown 
that  it  will  give  two  to  three  times  the  power  obtained  by  steam. 
Results  in  16  plants  were  from  28  to  30  cents  per  effective  horse- 
power hour.  Plant  can  be  started  in  a  few  minutes  and  run  for 
a  considerable  time  without  attention  or  shutting  down  plant; 
easy  to  handle  and  simple  in  construction. 

Extract  from  the  Scientific  American,  November  20th,  WIS. 


The  power-Gas    Corpoh  at  ion   limited  (p/<r  screes  ehclako) 


Woti     Super  htm/Z'S,  C-  »S>sf  {■/  p,?<*  e/  ***•?  t/ra  me^r,  c»€  *'*hi*  *t  ofaf 
^~  Arrxmorttoi     a  f>SorO  dor*  for***-  •«*    oppw/t.    dertcfiv-    Ttrvvy  <*<■    Itirgtr  ptpc    Piui  /hi  hea^cfgas  '3  a&strvc/ed  iytfrttri/tg  effg^H»m, 


Ashti  art   forte*  frvrr*    *a  ff«-   *#/  £,n>ipf  m3 *"*;>■'■ 

KB  ffreau'trtdftnfeffo.J,,,; 
o/affbr~i    t't  woe/*  Ur*t  it'tt*,, rrot/nt 

*'""f  <U*cJ~u  cf-'a/tr  |trai?/r/f  &Mj   hi*  P  ■"" '    ^         *'"  "1   '* 


u..c/fi  S**mm*j  aft    *«  auftJtatrU   "^     rtarvot/.fj  sot     tf  to  »a/i>- Me  **&**  *+Am*t*rp^  fit9M~*me**4r<s»* 


J- 


Fig. 

Large  area  of  peat  near  Minnesota  Iron  Mines  is  being  turned 
into  producing  gas  for  boiler  firing,  for  power  plants,  the  bye- 
products  alone  are  paying  for  the  installation  of  plant,  and  actually 
getting  the  producer  gas  free  of  cost.  Companies  say  that  though 
B.T.U 's  lower  than  illuminating  gas  it  gives  better  results. 

Comparative  analysis: —        Peat  tested     1911 

Average  moisture 33%  coal  gas 660  B.T.U's  per  cu.  ft. 

Dry  fuel,  carbon 30%  water  gas.  . .  .  140/150 

Volatile  matter 63%  peat  gas,  about  360 

Ash  and  loss 7%  calorific  value  9460  B.T.U's  per  lb. 

100%,  explosive  mix.  10  air  to  1  gas. 
Flashing  points  of  oil  gas  80%  to  100%  Fahr.  according  to  quality. 
Semi-dry  peat  liberates  about  60%  of  tar  oil  and  gases  and  25% 
coke   powder. 

Gas  can  be  liquified  by  high  pressure  and  freezing. 
Electrolytical  drying  of  peat — results  poor.     Eight  times  the  cost 
of  direct  firing.     Ekenberg  &  Zieglers  processes  for  peat  drying 
have  not  been  a  commercial  success.     Prof.  Morgan  says  the 


The  Utilization  of  Peat — Peat  as  a  Source  of  Power 

The  problem  of  the  utilization  of  peat  for  industrial  purposes 
is  one  of  perpetually  recurring  interest,  and  scientific  men  in  many 
countries  have  turned  their  attention  to  work  out  a  solution.  This 
is  not  surprising  in  view  of  the  fact  that  the  amount  of  combustible 
matter  in  the  world's  peat  deposits  exceeds  that  of  all  the  known 
coal  fields.  This  represents  a  vast  amount  of  potential  energy 
awaiting  only  a  practical  way  of  utilizing  it. 

A  new  vista  of  potentialities  for  peat  has  opened  up  in  recent 
years.  As  the  nineteenth  century  will  always  be  associated  with 
the  development  of  the  steam  engine,  culminating  in  the  steam 
turbine,  so  will  the  twentieth  century  be  able  to  claim  the  triumph 
of  the  internal  combustion  engine.  The  success  of  the  gas  engine 
has  led  to  investigations  which  resulted  in  the  many  forms  of  pro- 
ducer gas  plant,  and  there  are  now  many  thousands  of  installations 
of  this  method  of  producing  power  for  mechanical  purposes. 

It  is  a  noteworthy  and  encouraging  fact  that  an  installation 
at  Portadown,  Ireland,  for  utilizing  peat  in  producer  gas  plants 
has  been  found  to  be  entirely  satisfactory  and  to  effect  a  considerable 


444 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


saving  over  anthracite.  This  is  the  more  remarkable,  as  the  bye- 
products  are  not  at  present  utilized.  But  these  bye-products  are 
of  considerable  value. 

The  first  of  these  is  the  power  plant  of  the  Societa  per  L'Utila- 
zione  du  Combustibill  Italiani,  at  Orentano,  Italy. 

The  peat  excavated  by  manual  labor  is  fed  into  Dolberg  peat 
machines  which  are  provided  with  belt  conveyors  to  transport  to 
the  peat  macerators.  Part  of  it  is  air  dried  and  part  mechanically 
treated  and  dried  artificially.  The  peat  delivered  to  the  producers 
with  an  average  moisture  content  of  35/42%  has  an  average  nitro- 
gen content  of  1.04%.  The  nitrogen  is  recovered  as  ammonium 
sulphate,  and  the  gas  is  used  to  drive  two  engines  of  360  metric 
horse-power>  each,  which  drive  a.c.  generators — there  being  a 
transmission — line  to  Pontedera  ten  miles  distant. 

The  second  installation  referred  to  is  the  ammonia  recovery 
power  plant  of  the  German  Mond  Gas  Co.,  situated  on  the  Schweger 
Moor,  the  system  of  Frank  and  Carlo  to  utilize  peat  containing 
about  60%  moisture.  The  total  power  capacity  is  over  3000  H.P. 
and  the  gas  engines  are  coupled  to  alternators  running  in  parallel. 

Messrs.  Hamilton  Robbs,  of  Portadown,  have  a  weaving 
industry  and  about  4  years  ago  decided  to  try  the  experiment 
of  establishing  a  peat  producer  gas  plant.  The  fuel  used  is  peat 
dried  in  open  air  by  the  usual  method  of  stacking,  and  this  is  cut 
from  a  bog  some  miles  distant.  The  plant  supplies  gas  to  two 
engines,  of  120  b.h.p.  and  one  of  150  b.h.p.  By  means  of  the 
conveyor  the  peat  blocks  are  elevated  and  carried  to  the  feed 
hoppers  on  the  top  of  the  producers,  from  which  they  pass  into  the 
generators  where  gasification  takes  place.  It  is  stated  that  under 
working  conditions  with  peat  at  5s.  a  ton,  power  can  be  obtained 
at  the  rate  of  one-sixteenth  of  a  penny  a  horse-power  hour,  with 
an  extension  of  this  method  of  utilizing  peat,  it  would  be  possible 
to  deal  in  a  profitable  manner  with  the  bye-products  which  would 
thus  be  produced  in  a  sufficient  quantity  to  allow  of  their  being 
dealth  with  in  chemical  works.  We  should  in  this  way  not  only 
establish  an  additional  industry,  but  this  method  of  obtaining 
power  from  peat  would  be  rendered  still  more  profitable.  Where 
a  sufficient  demand  for  power  exists,  it  appears  certain  that  instead 
of  carrying  the  bulky  peat  either  by  road  or  by  water,  it  would  be 
advisable  to  instal  producer  plant  on  the  bog  itself  and  to  convert 
the  mechanical  powers  into  electricity  and  transmit  the  energy  at 
high  pressure  to  the  point  where  it  is  required.  The  efficiency  of 
such  conversion  and  transmission  is  now  very  high. 

The  foregoing  development  appears  to  be  a  practical  reali- 
zation of  the  view  held. by  many  workers  on  peat  in. this  country, 
that  the  most  economical  use  to  make  of  this  combustible  is  to 
convert  it  into  gaseous  fuel  in  suitable  gas  producers. 

When  peat  is  gasified  the  products  are  combustible  gas,  ammo- 
nia," ash,  tar  and  an  aqueous  distillate  containing  certain  technically 
important  organic  compounds.  The  combustible  gas  which  is 
generally  free  from  sulphur,  consists  of  carbon  monoxide  and 
hydrogen  mixed  with  the  non-combustible  gases,  nitrogen  and  car- 
bon dioxide. 

These  plants  supplied  by  the  Power  Gas  Corporation,  Ltd., 
England,  who,  in  1905,  first  turned  their  attention  to  the  method 
of  utilizing  peat,  have  obtained  the  following  extremely  favorable 
results: 

German       Italian        English 
Fuel  Used  Peat  Peat  Peat 

Moisture  content  of  fuel 40  to  60%       15%  57.5% 

Nitrogen        "  1.0%  1.58%         2.3% 

Quantity  of  gas  produced  per  ton 

of  theoretically  dry  peat — 

cu.  ft 85,000         60,000         90,000 

Heat  value  of  gas  produced— 

B.T.U's.  per  cu.  ft 150  166  134 

Sulphate  of  ammonia  produced 

per  ton  of  theoretically  dry 

peat 70  lbs.       115  lbs.      215  lbs. 

Peat  containing  63%  of  moisture  and  with  a  nitrogen  content 
of  2.235%  yielded  per  ton  94,850  cu.  ft.  of  gas  (100  B.T.U.  per 
cubic  foot)  and  168  lbs.  of  ammonium  sulphate. 

The  ash  of  peat  contains  the  oxides  of  aluminum,  iron  and 
calcium  with  a  preponderance  of  potash. 

The  moisture  peat  producer  tar  yielded  on  distillation  50  to 
55%  of  volatile  oils.  The  fraction  of  acidic  peat  oil  boiling  at 
200-240°  is  seventeen  times  as  active  as  phenol  (carbolic  acid). 


The  neutral  oils  left  after  extracting  the  germicidal  acidic 
oils  with  alkali  could  be  used  as  lubricants,  as  liquid  fuel,  for 
example  in  Diesel  engines,  and  when  mixed  with  the  pitch  from 
peat  tar  would  furnish  a  refined  tar. 

From  article  by  Profcsnor  Morgan,  F.R.S., 
London,  in  "Nature,"  March  2nd,  1916. 


Fig.  5. 

Peat,  Gas  Fuel  and  Bye-Prod  ads 

Extracts  from  various  Government  reports  and  reports 
of  experts : — 

A  nalyses: 

Raw  peat  moisture.  ..  .49.80% 

Volatile  matter 29.20% 

Fixed  carbon 11 .00% 

Sulphur 0.33% 

Ash  and  waste 9.67% 


100.00%, 
Gas  by  Volume: 

Carbondioxide  (CO2) .  .  11 .30% 
Carbon  monoxide  (CO). 22. 30% 

Hydrogen  (H2) 14.10% 

Methane   (CHO 2 .  10% 

Nitrogen   (N2) 50.00% 


100.00% 

Producer  gas  runs  about  150  160  B.T.U's  per  cubic  ft. 
Florida  peat  gas  runs  about  170  B.T.U's  per  cubic  ft. 
Prof.  Wyer,  Germany,  states  that  the  relative  heating 
value  of  poor  gases  is  more  than  rich  gases,  as  tests  have 
proven  that  there  is  a  loss  of  about  20%  with  the  rich 
gases.  He  says  the  ideal  power  gas  of  the  future  will  be 
one  having  a  heat  value  of  about  100  B.T.U's  per  cubic 
foot.  These  gases  are  now  being  used  by  some  of  the 
steel  corporations. 

The  tests  made  in  Europe  and  the  United  States  with 
peat  gas  producers  and  engines,  surpasses  in  effective 
horse-power  all  the  various  coals  used  in  boiler  tests.  This 
proves  that  the  value  of  peat,  as  fuel,  is  greatly  increased 
by  the  use  of  the  gas  producer. 

The  quantity  of  peat  consumed  in  producer  plants  per 
horse-power  hour  varies  from  2  to  3  lbs.  The  cost  of  peat 
gas  works  out,  therefore,  much  less  than  that  of  coal  in 
steam  boilers. 

The  Peat  Gas  Company  use  peat  containing  about 
60%  of  water  and,  out  of  30  plants,  20  are  using  this  class 
of  peat.  They  build  two  types  of  producer  to  suit  the 
different  percentages  of  peat  moisture  and  the  bye-products 
extracted.  The  cost  of  these  plants  vary  from  $40  per 
h.p.  for  small  plants  to  $20  per  h.p.  for  large  plants. 
A  30  h.p.  gas  peat  plant  costs  about  $1600  F.O.B.  England. 


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445 


A  gas  producer  plant  costs  more  than  a  steam  engine 
plant  but  the  cost  of  operation  and  maintenance  is  nearly 
one-half;  on  account  of  its  fuel  efficiency,  the  cost  of  labor 
and  fuel  being  reduced  50%. 

Many  gas  producer  plants  in  Europe  are  now  being 
modified  so  that  peat  gas  may  be  used  and  the  bye-pro- 
ducts recovered.  Tars  and  dyes  are  only  recovered  in  the 
larger  plants;  they  are  best  left  alone  in  small  plants. 

The  approximate  cost  of  a  producer,  complete, 
varies  from  $1,550  for  25  h.p.  to  $35,000  for  1000  h.p. 
exclusive  of  buildings.  It  was  found  that  2  tons  of 
air-dried  peat  unsuitable  for  boiler  fuel  would  run  a  100 
h.p.  plant  10  hours  by  employing  a  P.G.  producing  plant 
and  engine. 

Peat  gas  is  being  used  in  Europe  for  lighting;  firing 
under  steam  boilers;  brick,  pottery  and  lime  kilns;  forges; 
furnaces;  and  for  ore  roasting  and  glass  furnaces:  peat  gas 
fuel  is  generally  free  from  sulphur  and  is  cleaner  than  coal. 
The  class  of  producer  depends  on  the  class  of  fuel  used. 

Our  large  peat  deposits  can  be  profitably  utilized  and 
the  large  amount  of  stored  up  energy  in  them  recovered,  as 
power,  by  converting  the  raw  peat  into  producer  gas. 
The  power  developed  may  be  used  by  factories  on  the 
spot  or  used  as  electrical  energy  at  a  distance.  Large 
plants  may  go  in  for  the  distillation  of  bye-products 


(sulphate  of  ammonium  and  tar)  but,  even  without  these, 
the  gas  producer  presents  many  advantages,  especially  for 
plants  of  100  h.p.  and  upwards.  A  gas  producer  admits  of 
wetter  peat  being  used  than  in  direct  firing  and  the 
economy  is  greater. 

Summary 

1.  The  industrialization  of  peat  could  be  most 
efficiently  brought  about  by  gasifying  it  in  gas  producers; 
as  this  procedure  would  render  feasible  the  recovery  of 
several  valuable  bye-products. 

2.  The  combined  nitrogen  of  the  peat  can  be  economi- 
cally recovered  in  the  form  of  ammonium  sulphate.  The 
valuable  fertilizer,  together  with  the  peat  ash  containing 
potash  and  phosphoric  acid,  could  be  restored  to  the 
land  from  which  the  peat  has  been  taken. 

3.  Peat  tar,  another  bye-product,  can  be  fractionated 
into  the  following  useful  materials: — refined  pitch  and  tar, 
candle  wax,  lubricating  and  burning  oils,  and  very  power- 
ful disinfectants  greatly  exceeding  carbolic  acid  in  germi- 
cidal strength. 

4.  The  aqueous  distillate  from  the  producer  contains 
methyl  alcohol,  acetone,  pyridine  bases,  and  crude  acetic 
acid,  all  of  which  are  capable  of  recovery  and  utilization. 


Improvements  in  Hot-Air  Furnaces 

The  author  opens  this  paper  with  a  general  disser- 
tation on  hot-air  heating,  and  points  out  especially  the 
importance  of  drawing  the  cold  air  supply  from  within  the 
building  in  very  cold  weather  by  means  of  a  suitable  inlet, 
preferably  in  the  first  floor  landing.  Although  it  may  be 
more  conducive  to  health  to  draw  the  air  supply  from  the 
outside  at  normal  temperatures,  in  very  cold  weather  the 
air  leakage  through  door  and  window  cracks  has  been 
proved  to  be  ample  for  ventilation  purposes.  In  the 
interests  of  fuel  economy  the  interior  air,  which  is  already 
probably  at  60°  F.,  should  be  used,  instead  of  exterior 
which  may  be  at  zero  or  even  colder.  A  two-way  valve 
or  simple  damper  will  enable  the  operator  to  draw  the 
air  supply  from  whichever  direction  seems  best  at  any 
particular  time. 

The  author  proceeds  to  describe  some  improvements 
which  he  made  to  his  own  hot-air  plant,  and  points  out 
that  two  of  the  great  advantages  of  hot-air  heating  systems 
are:  there  are  no  water  pipes  or  boilers  to  give  trouble 
in  severe  weather,  and  no  complicated  parts  to  get  out  of 
order  if  carelessly  or  ignorantly  handled. 

If  it  is  found  that  the  air  distribution  to  different 
parts  of  the  building  is  not  equable,  the  cause  may  be 
traced  to  the  fact  that  one  of  the  hot-air  delivery  vents 
is  acting  instead  as  a  cold-air  suction.  This  is  because  the 
suction  inlet  pipe  in  the  furnace  is  not  of  sufficient  size, 
and  the  slight  vacuum  in  the  furnace  has  consequently 
to  be  relieved  through  some  other  direction.  To  overcome 
this  difficulty  the  cold-air  inlet  should  be  increased  until 
it  equals  in  sectional  area  the  total  sectional  area  of  the 
delivery  pipes. 

If  a  strong  wind  should  be  blowing  into  the  outside 
cold-air  inlet  more  air  may  enter  the  duct  that  can  pass 
through  the  furnace.  Unless  it  is  prevented,  this  cold 
air  will  flow  through  the  inside  cold-air  furnace  inlet  and 


thus  into  the  building.  To  prevent  this  an  automatic 
check  valve  may  be  made  by  suspending  a  light  framework 
covered  with  any  light  material  over  the  inside  inlet,  in 
such  a  way  that  it  will  swing  to  by  its  weight,  but  will 
open  to  the  slightest  suction  of  the  furnace  vacuum.  The 
air  of  the  building  may  be  kept  properly  humid  by  the 
installation  of  a  cast-iron  evaporating  pan  immediately 
over  the  fire  pot  in  the  hot-air  chamber,  fed  by  a  pipe 
from  a  small  copper  tank  outside  the  furnace,  the  water 
supply  being  controlled  by  a  float-valve  in  the  tank. 
The  water  in  the  tank  and  in  the  pan  is  at  the  same  level. 

The  author  points  out  the  advantages  to  be  derived 
from  placing  an  electric  fan  in  the  cold  air  supply  pipe  to 
act  as  a  blower,  and  concludes  by  emphasizing  the 
importance  of  giving  greater  attention  to  the  design  and 
construction  of  the  furnaces  for  these  hot-air  plants  than 
has  been  done  in  the  past. 

(Baker,  U.  S.  Bureau  of  Mines,  Technical  Paper 

No.  208.) 

*     *     * 

Gas-Engines  of  the  Future 

The  effects  of  the  war  on  engineering  generally  is  yet 
hardly  appreciated.  Internal-combustion  engines  must 
undergo  further  development.  Already  types  have  been 
developed  which  point  the  way.  Higher  piston  speeds 
will  be  demanded,  and  to  get  them,  increased  power  per 
unit  of  cylinder  measurement,  approaching  50  per  cent, 
will  be  required.  Hitherto,  the  weight  of  reciprocating 
masses  has  been  such  that  a  piston  speed  of,  say,  800  feet 
per  minute  was  considered  the  limit.  By  the  experience 
gained  in  aviation,  in  automobilism,  and  in  "  tanks," 
it  has  been  found  possible  to  obtain  with  perfect  safety 
piston  speeds  of  1,200  ft.  per  minute.  The  future  of  gas- 
power,  therefore,  may  be  considered,  from  a  mechanical 
standpoint,  well  assured.  (American  Gas  Engineering 
Journal.) 


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Sooke  Lake  Water  Supply,   Victoria,  B.C. 

By  C.  H.  Ritst,  M.E.I.C. 


Victoria,  B.C.,  the  capital  of  the  Province  of  British 
Columbia,  is  situated  at  the  south  end  of  Vancouver 
Island,  and  has  a  population  of  about  50,000.  The  con- 
sumption of  water  in  the  summer  is  80  Imperial  gallons 
per  head;  in  winter,  50  Imperial  gallons  per  head.  All 
services  are  metered. 

From  1872  to  1913  the  City  procured  its  water  supply 
from  Elk  Lake,  situated  in  a  north-easterly  direction 
about  five  miles  from  the  City.  The  writer  has  been 
informed  that  the  first  open  sand  filter  beds  constructed 
in  North  America  were  erected  at  Elk  Lake. 

Owing  to  the  growth  of  the  City,  and  to  the  capacity 
of  Elk  Lake  being  only  about  2x/i  million  gallons  per  24 
hours,  the  City  was  compelled  to  take  steps  towards 
procuring  a  more   ample   supply. 


The  lake  is  about  4  miles  in  length  and  its  maximum 
width  is  half  a  mile.  The  area  of  the  lake  at  555  ft.  above 
sea  level  is  978  acres.  It  was  decided  to  construct  a  dam 
at  the  foot  of  the  lake  and  rise  the  level  12  ft.  This  gives 
a  total  area  of  1180  acres.  The  watershed  area  is  31 3^ 
square  miles. 

In  the  scheme  for  the  ultimate  development,  it  is 
proposed  to  utilize  the  Leech  River  Watershed,  which  has 
an  area  of  about  31  square  miles.  This  watershed  can  be 
used  by  constructing  a  5  mile  conduit-line  to  convey  the 
water  to  Sooke  Lake,  and,  if  it  should  be  necessary  to  do 
this,  it  is  proposed  to  construct  a  dam  at  Sooke  Lake  to  a 
height  of  45  ft.  It  is  estimated  this  will  give  a  daily  flow 
of  100  second  feet  whilst  the  reservoir  storage  will  be 
17,358,000,000  Imperial  gallons.  The  scheme  which  has 
now  been  completed  gives  a  reservoir  capacity  of 
5,555,000,000    Imperial    gallons. 


Lower  Sooke  Lake  and  Dam. 


October  28th,  1914. 


Negotiations  were  entered  into  towards  purchasing 
the  works  of  a  private  corporation  known  as  the 
Esquimalt  Water  Works  Company,  which  supplies 
Victoria  West  and  the  District  of  Esquimalt,  and  who 
procure  their  water  supply  from  the  Goldstream  Lakes, 
but  the  property  owners  voted  against  this  proposition. 
These  works  have  a  maximum  capacity  of  13  million 
Imperial  gallons  per  24  hours,  and  are  situated  about  17 
miles  north  of  the  City. 

In  1911,  Wynn  Meredith,  western  representative  of 
Messrs.  Sanderson  &  Porter,  of  New  York,  was  called  in 
by  the  City  to  advise  as  to  the  best  method  to  be  under- 
taken to  procure  an  adequate  supply  of  water.  Mr. 
Meredith  undertook  a  very  careful  investigation  of 
various  projects,  and  it  was  finally  decided  to  utilize 
Sooke  Lake,  which  lies  about  18  miles  north-west  of 
Victoria. 


*Read  before  the  Toronto  Branch  of  The  Institute  on  December 
10th,  1919. 


The  contract  called  for  the  clearing  of  the  land 
around  the  lake  15  ft.  above  low  water;  the  construction 
of  a  dam  at  the  foot  of  the  lake,  with  necessary  screen 
house,  intakes  etc.;  the  construction  of  27  miles  of  con- 
crete pipe  40  inches  in  diameter  (this  involved  the  building 
of  27  miles  of  railway  track  2  ft.  guage) ;  the  construction 
of  6  siphons  and  the  necessary  concrete  trestles,  and 
temporary  wooden  trestles  to  carry  the  track;  the  con- 
struction of  a  telephone  line;  the  building  and  clearing 
of  a  reservoir  site ;  and  the  erection  of  a  dam,  screen  house, 
valve  chamber,  venturi  meters,  etc.,  at  Humpback,  which 
is  about  12  miles  from  the  City;  the  building  of  11  miles 
of  36  inch  steel  pipe,  leading  to  the  City  Reservoir,  which 
was  awarded  to  the  Westholme  Lumber  Company  of 
Victoria,  and  the  following  are  some  of  their  figures: — 

The  price  for  earth  excavation  was  from  60  cents  to 
$1.50;  for  rock  excavation  from  $1.75  to  $7.50,  the  former 
being  the  price  paid  on  the  concrete  pipe-line;  the  price 
for  concrete,  for  the  dam  at  Sooke  Lake,  was  $11.00;  for 


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447 


the  dam  at  Humpback  the  price  of  concrete,  Class  "  C  ", 
was  $9.00,  Class  "  B  ",  $10.00,  and  Class  "A",  $12.50 
per  cubic  yard.  The  necessary  clearing  around  the  lake 
ranged  from  $150.  to  $250.  per  acre. 


The  contractors  commenced  operations  early  in 
1912,  but  the  progress  made  was  not  at  all  satisfactory, 
and  in  April,  1913,  they  abandoned  their  contract. 

The  writer,  as  Water  Commissioner,  recommended  to 
the  Council  that  the  work  be  proceeded  with  by  day  labor. 
This  was  approved  of  and  the  City  immediately  put  on  a 
large  force  of  men  at  various  camps.  The  laborers  were 
paid  $2.75  per  day  for  8  hours,  one  dollar  a  day  being 
deducted  for  their  maintenance.  Free  medical  atten- 
dance was  supplied  by  the  City  Medical  Health  Officer. 

The  City  completed  the  clearing  of  the  land  at  Sooke 
Lake ;  carried  out  the  construction  of  the  dam,  head  works, 
etc.,  at  the  foot  of  the  lake;  and  built  the  dam  at  Hump- 
back. 

It  was  considered  adyisable  to  call  for  tenders  for 
the  concrete  flow-line  and  the  pressure  pipe-line.  The 
contract  for  the  construction  of  the  flow-line  was  awarded 
to  the  Pacific  Lock  Joint  Pipe  Company,  and,  in  place  of 
a  40"  pipe,  the  contractors,  having  the  necessary  forms 
on  hand,  agreed  to  construct  a  42"  pipe  for  the  same 
price,  their  tender  being  $2.29  per  foot,  including  laying 
and  installing,  but  not  transportation. 


View  of  Concrete  Dam. 


Tenders  were  called  for  three  classes  of  pipe  for  the 
flow-line,  namely:  wood  stave,  rivet  ted  steel  and  rein- 
forced concrete.  The  prices  submitted  were  for  the  pipe 
laid  and  installed.  Wood  stave  pipe  was  $2.47  per  foot, 
rivetted  steel  pipe  $5.50  per  foot,  and  reinforced  concrete 
pipe  $2.53  per  foot,  and  it  was  finally  decided  to  use 
concrete  pipe. 

On  the  pressure-line  tenders  were  called  for  lap- 
welded,  rivetted  steel  and  lock  bar  pipe.  The  prices 
quoted  by  the  contractors  being  as  follows:  lap-welded 
$7.00  per  foot  laid  and  connected;  rivetted  steel  plate 
5/16"  thick  $5.25,  3/8"  thick  $6.25;  lock  bar  pipe  $6.80. 
It  was  decided  to  use  rivetted  steel  plates. 


Sooke  Dam— Looking  West. 


February  2nd,  1914. 


Temporary  Trestle. 


Siphon  No.  1. 


August  9th,J1913. 


The  concrete  pipe  was  made  of  a  shell  3"  thick  and 
in  4  ft.  lengths,  except  the  pipe  used  for  siphons  which 
was  more  heavily  reinforced  and  the  shell  was  43^"  thick. 
To  save  yard  space  and  forms  it  was  decided  to  steam  the 
pipe.  The  pipes  were  first  steamed  2>lA  hours  then  the 
forms  were  stripped  and  the  pipes  steamed  for  another 
3y2  hours,  the  temperature  of  the  steam  being  kept  at 
135  to  150  lbs.:  the  pipes  were  kept  about  two  weeks 
before  being  used.  The  reinforcement  was  style  6,  trian- 
gular mesh,  made  by  the  American  Steel  &  Wire  Co. 
Square  steel  bars  were  used  for  the  ring  reinforcements  in 
the  siphon  pipes  and  six  1%"  square  bars  were  used 
longitudinally. 

Three  special  bevel  pipes  were  used  in  laying  the 
curves,  made  by  dropping  the  spigot  ring  on  one  side  to 
give  :54",  13^2"  and  2\\"  taper  in  the  diameter  of  the  pipe. 

In  the  manufacture  of  the  pipe  a  1-2-4  mixture  was 
used  with  the  course  aggregate  limited  to  Yz"  diameter 
gravel. 


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Tests  made  of  the  pipe  with  3"  walls  gave  a  crushing 
load  of  1^2  to  2  tons,  and  a  bursting  pressure  of  20  to 
25  lbs.  per  sq.  inch,  equal  to  a  head  of  53  to  57  feet. 

Some  copper  diaphragm  expansion  joints  were 
installed  with  no  appreciable  effect  and  were  discontinued ; 
hair  line  cracks  developed  at  every  fourth  joint.  The 
contractors  guaranteed  to  maintain  the  pipe  for  a  period 
of  one  year. 


Steel  Pressure  Pipe. 


January  23rd,  1915. 


During  the  winter  months  when  there  are  sudden 
temperature  variations,  ranging  from  a  few  degrees  below 
freezing  to  a  few  degrees  above,  leakage,  amounting  to 
Yi  million  gallons  in  24  hours  on  the  27  miles  of  pipe,  has 
been  noticed,  but  upon  a  rise  in  temperature  this  leakage 
at  once  stops. 

From  150  to  160  four- foot  sections  of  pipe  were  made 
in  an  8  hour  shift.  For  laying  the  pipe,  a  pipe  tripod  with 
a  chain  block,  having  a  long  horizontal  pipe  laying  hook, 
was   used. 


Method  of  Laying  Concrete  Pipe. 


May  30th,  1914. 


The  City  awarded  the  contract  for  the  fabrication  and 
laying  of  the  rivetted  steel  pipe  to  the  Burrard  Engineering 
Company,  of  Vancouver,  at  the  following  prices: 
5/16"  -$5.50  per  foot,  3/8"  -$6.25  per  foot,  but  they 
carried  out  by  day  labor  the  necessary  excavating  and 
backfilling. 

The  following  is  a  general  description  of  the  work  as 
constructed : — 

The  dam  at  the  intake  channel  at  the  lake  is  excavated 
4  ft.  below  low  water,  where  an  intake  tower  is  constructed, 
controlled  by  seven  sluice  gates.  The  openings  of  these 
gates  are  protected  by  screen  cages.  From  the  intake 
tower,  two  lines  of  40"  rivetted  steel  pipe  are  laid  to 
convey  the  water  to  the  screen  house.  Only  one  of  these 
is  in  service  at  present.  In  the  screen  house  is  installed  a 
set  of  12  screens.  The  original  screens  had  a  mesh  of 
40  and  60  openings  to  the  inch,  but  these  were  found  to  be 
too  small,  and  have  since  been  replaced  by  screens  having 
16  and  24  openings  to  the  inch.  Below  these  screens  are 
the  measuring  weir  and  cascade  steps.  The  screen  house 
is  constructed  of  concrete  with  a  concrete  roof.  The  dam 
is  a  composite  structure,  the  west  end  being  an  earth 
embankment  with  a  concrete  core  wall  bonded  into  the 
natural  rock.    From  the  screen  house  to  the  east  abutment, 


Method  of  Laying  Concrete  Pipe. 


May  30th,  1914..' 


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449 


an  o.g.  weir  section  200  ft.  in  length  is  built,  which  is 
generally  about  15  ft.  above  the  level  of  the  natural  rock. 

In  the  construction  of  the  concrete  flow-line  a  right  of 
way  100  ft.  wide  was  secured.  All  trees  were  cut  down  and 
any  tall  trees  outside  this  area,  which  might  in  falling 
damage  the  pipe,  were  removed.  The  pipe  is  not  covered 
except  immediately  in  the  vicinity  of  the  Humpback 
Reservoir,  where  it  was  thought  slides  might  occur. 
.  At  a  distance  of  2000  ft.  apart  on  the  conduit-line,  there 
are  open  standpipes,  and  all  inverted  siphons,  of  which 
there  are  six,  have  waste  outlets  at  the  bottom  controlled 
by  6"  gate  valves.  The  deepest  siphon  is  600  ft.  in  length 
and  has  a  maximum  head  of  90  ft.  The  whole  of  the 
pipe-line  was  constructed  to  a  grade  of  one  foot  in  a 
thousand  feet. 

One  of  the  difficulties  in  connection  with  this  scheme 
was  to  secure  a  reserve  reservoir  at  a  proper  elevation  and 


Concrete  Trestle  No.  41. 


Siphon  No.  3. 


June  17th,  1911 


in  fairly  close  proximity  to  the  city.  A  suitable  site  was 
finally  located  at  Goldstream  on  the  Humpback  Road, 
about  11  miles  from  the  city.  This  reservoir  has  a 
storage  capacity  of  136  million  gallons  and  covers  an  area 
of  33H  acres:  This  area  was  covered  with  a  very  thick 
forest.  A  portion  of  the  reservoir  site  had  black  soil  of  a 
peaty  nature.  It  was  decided  to  cover  this  with  a  6"  layer 
of  clean  gravel.  The  dam  is  560  ft.  long,  60  ft.  in  height, 
and  contains  about  9,000  cubic  yards  of  masonry. 

The  water  flows  into  the  reservoir  from  the  flow-line 
over  a  series  of  concrete  steps.  There  is  also  constructed 
a  by-pass  24"  in  diameter  by  which  the  water  can  be  taken 
direct  to  the  pressure-line.  There  is  in  addition  a  sub- 
merged outlet  controlled  by  a  butterfly  valve.  During 
the  summer  of  1915,  owing  to  algae  in  the  reservoir,  the 
water  was  delivered  to  the  city  direct  through  this  by- 
pass. Owing  to  the  great  pressure,  it  was  decided  instead 
of  delivering  the  water  direct  to  the  city  to  permit  it  to 
overflow  into  Smith's  Hill  Reservoir,  situated  within  the 
city  and  having  a  capacity  of  about  15  million  Imperial 
gallons,  and  which  acts  as  a  standpipe. 

It  is  interesting  to  record  that  during  the  construction 
of  this  work,  the  greater  portion  of  which  was  of  a  hazar- 
dous nature,  no  fatal  accidents  occurred. 


The  flow-line  follows  the  shoulder  of  the  mountain 
and  the  work  involved  the  clearing  of  a  dense  forest 
composed  almost  entirely  of  Douglas  Fir. 

The  City,  so  as  to  protect  the  watershed  from  any 
possible  danger  of  pollution,  has  purchased  the  whole  area 
comprised  within  it,  being  about  15,000  acres,  for  the  sum 
of  $12.  per  acre.  The  City  expect  ultimately,  if  they  so 
desire,  to  more  than  compensate  themselves  for  this 
expense  by  disposing  of  the  very  large  amount  of  valuable 
timber  which  is  on  the  watershed. 


Concrete  Trestle  No.  14 


April  7th,  1914. 


The  abandoning  of  the  work  by  the  contractors,  the 
Westholme  Lumber  Company,  led  to  a  protracted  liti- 
gation. The  Company  entered  suit  against  the  City 
claiming  $500,000.  damages.  The  suit  was  heard  in 
Victoria  and  the  Judge  hearing  the  case  was  assisted  by 
two  assessors  who  were  civil  engineers.  The  trial  lasted 
six  weeks  and  a  verdict  was  given  for  the  City,  but  the 
Company  appealed  to  the  Supreme  Court  and  finally  to 
the  Privy  Council,  both  of  which  gave  decisions  in  the 
City's  favor. 


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The  system  was  completed  at  the  end  of  May  and 
put  into  use  on  the  2nd  of  June,  1915. 

Some  interesting  tests  were  made  on  the  concrete 
flow-line.  The  original  contract  called  for  the  delivery  of 
16  million  Imperial  gallons  per  24  hours  through  the  40" 
pipe.  As  previously  mentioned,  the  contractors,  without 
any  additional  cost,  constructed  a  42"  pipe  and  the  maxi- 
mum flow  from  tests  through  this  pipe  was  22,400,000 
gallons  in  24  hours,  the  coefficient  being  .0106.  55%  of  the 
pipe-line  is  on  curves,  the  longest  tangent  being  500  ft., 
and  the  minimum  radius  76.7  ft. 

The  following  is  the  actual  cost  of  the  work  carried  out 
by  the  City: — 
Sooke  Lake: 

Earth  excavation  in  construction 

of  dam  at  Sooke  Lake $1.42  per  cu.  yd. 

Rock  excavation 4.24     "     "     " 

Concrete  in  foundation  of  dam ....  15.68     " 

All  the  cement  had  to  be  shipped  by  rail  and  hauled  by 
teams  about  ten  miles  over  very  rough  roads.  The  gravel 
and  cement  were  procured  from  the  upper  end  of  the  lake, 
and  had  to  be  towed  to  the  foot  cf  the  lake.  This  involved 
the  placing  of  a  tug  in  the  lake  which  had  to  be  transported 
from  Victoria  over  the  mountain,  and  the  construction  of 
scows. 

Concrete  Pipe- Line: 

Pipe— per  lineal  ft $2.32 

Concrete  trestles,  ft 18 

Railroad,  ft 53 

Transportation,  ft 33 

Total $3.36  per  lin.  ft. 

Telephone  Line: 

Cost  per  mile $426.00 

Steel  Pressu re- L i  n e : 

Contractors'  prices  were  as  follows:— 

5/16" $5.50  per  foot. 

3/8" 6.25     "     " 

The  City  did  the  earth  excavation  and  backfilling 
at  the  following  cost : — 

Earth  excavation $1.32  per  cu.  yd. 

Backfilling 56     "     "     " 

Humpback  Reservoir: 

Earth  excavation $    2.09  per  cu.  yd. 

Rock            "       12.78     "     "     " 

Clearing 605.00  per  acre. 

Placing  gravel  in  bottom 2.48  per  cu.  yd. 

Concrete  foundations  for  dam .. .  9.00     "     "     " 

Concrete  in  dam 10.05 

These  prices  included  plant,  tools,  equipment,  sup- 
plies, bookkeeping,  etc. 

As  previously  mentioned  Mr.  Meredith,  of  the 
firm  of  Sanderson  &  Porter  of  New  York,  was  Consulting 
and  Designing  Engineer,  and  had  charge  of  the  construc- 
tion. He  was  represented  on  the  ground  during  the  pro- 
gress of  the  work  by  Boyd  Ehle,  Mem.  Am.  Soc.  C.E. 


The  following  data  in  connection  with  this  work  may 
be  of  interest: — 

Area  of  Sooke  Lake  at  655  ft.   elev. 

(City  Datum) 978  acres. 

After  12  ft.  rise,  area 1,180    " 

Land  clearing  around  the  lake 300 

Length    of    concrete    flow-line  —  42" 

in  diam 144,040  ft. 

First   pipe   made  20th   April. 
Commenced  laying  16th  May,  1914. 
Finished  on  8th  May,  1915. 

Length  of  pressure  pipe-line  —  36"  in  diam.,  56,677  ft. 

Started  to  mfg.  July,  1914. 

Finished  laying,  Jan.,  1915. 
Total  quantities  of  earth  excavation,  180,342  cu.  yds. 
"     "      rock  "         150,517    "      " 

Cost  of  construction,  including  en- 
gineering, etc $2,037,176.00 

Cost  of  land,  which  includes  right  of 
way  for  pipe-lines,  site  for  Hump- 
back Reservoir,  land  adjoining 
Sooke  Lake  and  Sooke  Lake 
draining  area 540,000.00 

Total $2,577,176.00 


Electric  Brass  Furnaces 

It  has  long  been  recognized,  and  commercial  experi- 
ence in  the  last  few  years  has  confirmed  the  results  of 
observation,  that  melting  brass  by  electricity  offers  many 
advantages.  These  are  a  saving  of  zinc,  high  quality  of 
product  through  freedom  from  contamination  of  the  melt 
by  oxygen  and  sulphur,  the  elimination  of  crucibles,  the 
ability  to  melt  large  charges,  and  better  and  safer  working 
conditions.  Various  types  of  electric-furnaces  have  been 
devised,  some  of  which  are  suitable  only  for  a  narrow 
range  of  foundry  and  rolling-mill  conditions,  and  have 
certain  drawbacks  which  limit  their  usefulness.  Dr. 
Gillet  and  his  associates  in  the  experimental  work  of  the 
U.  S.  Bureau  of  Mines,  have  evolved  a  rocking-furnace 
for  melting  brass  that  appears  fitted  for  a  wider  range  of 
conditions  than  most  other  furnaces.  This  furnace  has 
been  submitted  to  commercial  tests  with  highly  satis- 
factory results.  Not  only  does  it  reduce  losses  of  metal, 
but  it  avoids  the  use  of  graphite  crucibles,  and  is  so 
economical  of  electrical  power  that  no  more  fuel  is  re- 
quired for  brass  melting  than  if  the  fuel  were  used  directly 
in  a  fuel-fed  furnace.  The  melting  cost  is  reduced  below 
that  of  pre-war  times.  This  rocking  electric- furnace  is 
shown  in  drawings  to  scale,  and  numerous  experiments 
made  to  test  its  efficiency  are  described  in  detail. 

(U.  S.  Bureau  of  Mines,  Bulletin  No.  171.) 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


451 


Patents  and  Engineering* 

By  Hanbury  A.  Budden,  A.M.E.I.C. 


On  the  5th  December,  1912,  Russel  S.  Smart, 
A.M.E.I.C.  of  Ottawa,  read  an  excellent  paper  on  Patent 
Law  before  the  Mechanical  Section  of  the  Canadian 
Society  of  C  vil  Engineers.  In  this  paper  he  discussed 
the  legal  aspect  of  patents  in  Canada,  the  formal  require- 
ments of  patent  applications  and  the  maintenance  of 
patents,  and  gave  a  brief  reference  to  the  question  of 
infringement.  Reference  was  made  in  the  paper,  and 
during  the  discussion  which  followed,  to  a  number  of 
defects  in  the  Canadian  Patent  Act;  and  the  urgent 
necessity  for  a  thorough  re-drafting  of  the  Act  was 
supported  by  several  of  the  speakers.  Unfortunately 
nothing  has  been  done  by  the  Government  to  remedy 
these  defects  which  continue  to  exist.  One  of  the  speakers 
J.  A.  Jamieson,  M.E.I.C.,  in  supporting  the  claim  that 
the  subject  was  one  of  interest  to  engineers,  made  the 
remark  that  the  "  the  history  of  patents  was  the  history 
of  progress  ".  This  statement  I  will  take  as  the  text  of 
my  remarks  to-night,  and  particularly  as  applied  to 
engineering. 

Now,  although  the  expression  Civil  Engineering 
originally  covered  the  whole  field  outside  Military 
Engineering,  in  recent  times  it  has  come  to  signify  merely 
a  sub-division.  This  may  be  seen  by  reference  to  the 
calendar  of  McGill  University.  Here  we  find  Civil 
Engineering  is  one  of  the  ten  courses  in  Engineering.  By 
the  recent  change  of  title  of  The  Canadian  Society  of 
Civil  Engineers  to  that  of  The  Engineering  Institute  of 
Canada  the  scope  of  the  Society  has  been  greatly  enlarged, 
and  now  covers  the  whole  field. 

Engineering  is  defined  in  the  Standard  Dictionary 
as: — "  The  science  and  art  of  making,  building,  or  using 
engines  and  machines  or  of  designing  and  constructing 
public  works,  or  the  like,  requiring  special  knowledge  of 
materials,  machinery  and  laws  of  machines." 

Now  Engineering  is  a  generic  term,  and  includes  a 
variety  of  branches  or  sub-divisions. 


Thus  we  have:— 

Chemical 

Civil 

Dynamical  of  Power 

Electrical 

Heating 

Hydraulic 

Marine 

Mechanical 

Military 

Mining 

Municipal 


Sanitary 

Steam 

Topographical 

Industrial 

Research 

Organizing 

Irrigation 

Highway 

Production 

Efficiency 

Combustion 


We  are  rapidly  approaching  the  time  when  these 
sub-divisions  will  be  further  divided.  Each  one  of  these 
branches  has  grown  and  developed  by  improvements  that 
have  been  the  subject-matter  of  patents.  Take,  for 
example,  chemical  engineering.     The  apparatus  that,  in 


♦Read  at  the  Montreal  Branch  Meeting,  March  13th,  1919. 


the  early  days,  consisted  of  simple  tanks,  vats,  pipes  and 
boilers  now  takes  the  form  of  huge  specially  planned 
buildings  containing  elaborate  and  intricate  devices 
constructed  of  materials  that  were  then  unknown;  and 
employing  temperatures,  pressures  and  effects  that  were 
scarcely  dreamt  of  even  in  comparatively  recent  times. 

At  a  recent  meeting  we  saw  in  the  moving-picture 
film  on  Coal  how  elaborate  modern  mining  engineering 
had  become  in  one  of  its  branches.  Municipal  engineering 
with  its  sewage  treatment,  water  filtration,  incinerators 
and  road  making  and  maintaining  apparatus  has  reached 
a  high  degree  of  development.  The  same  may  be  said  of 
each  of  the  branches  of  engineering.  This  great  develop- 
ment has  taken  place  gradually  and  is  largely  due  to  the 
work  of  inventors  who  have  recorded  the  steps  of  their 
progress  in  the  patents  they  have  taken  out.'  And,  in 
most  of  these  branches  one  of  the  best  methods  of  finding 
out  the  latest  and  highest  development,  is  a  search  in 
the  recent  patent  records  for  improvements  relating  to 
the  particular  subject  of  the  branch  concerned. 

This  may  not  have  occurred  to  the  members  of  The 
Institute  and  the  means  and  methods  of  obtaining  such 
information  may  be  unknown  to  the  majority  of  the 
audience.  With  this  end  in  view  my  remarks  will  relate 
now  to  the  Patent  Records. 

Patents  relate  to  the  invention  of  useful  arts, 
machines,  manufacturers  or  composition  of  matters.  I  do 
not  intend  to  take  up  your  time  in  discussing  the  sub- 
tleties of  patent  law  on  the  question  of  the  distinction 
between  invention  and  mere  improvement.  The  point 
I  wish  to  make  is  that  the  patent  records  contain  a  his- 
torical record  of  the  growth  and  development  of  practi- 
cally every  branch  of  engineering.  It  is  not  in  respect  to 
patents  as  monopolies  that  they  are  to  be  considered 
but  as  a  source  of  information;  to  be  gathered  from  the 
vast  accumulation  of  patents  which  may  or  may  not 
have  become  public  property.  In  this  respect,  the 
essential  point  of  a  patent  is  its  disclosure,  i.e.,  what 
information  it  gives  to  the  public. 

Disclosure 

Disclosure  is  a  statutary  requirement  in  patents. 
The  Canadian  Patent  Act  in  Section  13  requires  that 
the  specification  shall  correctly  and  fully  describe  the 
mode  or  modes  of  operating  the  invention  as  contemplated 
by  the  inventor.  In  the  case  of  a  machine,  the  specifica- 
tion shall  fully  explain  the  principle  and  the  several 
modes  in  which  it  is  intended  to  apply  and  work  the 
same.  Drawings  are  required  where  the  invention  admits 
of  illustration.  The  British  Act  is  very  brief  on  this 
point.  It  reads: — "A  specification  must  particularly 
describe  and  ascertain  the  nature  of  the  invention  and  the 
manner  in  which  the  same  is  to  be  performed."  The 
United  States  Statute  is  more  definite  in  Section  4888 
where  it  requires: — "  A  written  description  of  the  inven- 
tion and  of  the  manner  and  process  of  making,  con- 
structing, compounding  and  using  it  in  such  full  clear 
concise  and  exact  terms  as  to  enable  any  person  skilled 


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in  the  art  or  science  to  which  it  appertains  or  with  which 
it  is  most  nearly  connected  to  make,  construct,  compound 
and  use  the  same;  and  in  the  case  of  a  machine,  he  shall 
explain  the  principle  thereof  and  the  best  mode  in  which 
he  has  contemplated  applying  that  principle  so  as  to 
distinguish  it  from  other  inventions." 

In  Great  Britain  the  courts  have  held  that  the  speci- 
fication must  not  be  so  ambiguous  that  fresh  experiment 
or  research  is  necessary  before  the  results  set  forth  in  the 
specification  can  be  obtained.  It  may  be  interesting  here 
to  refer  to  the  recent  annulling  of  a  number  of  chemical 
patents,  taken  out  by  Germans  in  Great  Britain,  on  the 
ground  that  essential  steps  in  the  processes  had  been 
omitted,  purposely  or  otherwise.  In  these  cases  the  disclo- 
sure was  incomplete  and  useless  and  the  patent  was 
therefore  invalid. 

The  State  of  the  Art,  is  an  expression  used  in  patent 
law  to  determine  public  knowledge  on  matters  relating  to 
an  invention.  In  patent  litigation  one  of  the  most  impor- 
tant questions  is  to  know  the  State  of  the  Art.  on  a  given 
date.  It  is  often  very  difficult,  in  the  light  of  subsequent 
invention  and  progress  in  the  art,  to  solve  this  question. 
But  that  difficulty  is  not  met  with  when  the  State  of  the 
Art  of  the  present  day  is  the  objective.  Recent  patents 
will  furnish  this  information  most  readily.  It  has  been 
often  said  that  the  percentage  of  patents  that  are  successful 
is  very  small,  but  success  in  that  respect  only  refers  to 
remuneration.  A  great  many  patents,  which  have  failed 
to  reward  the  inventors,  have  been  very  valuable  in  dis- 
closing means  and  methods,  which  by  the  addition  of  slight 
improvements,  have  made  great  advances  in  the  art. 
A  record  of  experimental  failures  may  often  be  of  great 
value  in  preventing  waste  of  time  and  effort  in  duplicating 
such  experiments.  A  frequent  cause  of  failure  is  that 
inventions  are  so  far  ahead  of  the  State  of  the  Art  that 
they  are  not  appreciated  at  first  and  it  may  take  years 
before  their  real  value  becomes  known.  The  disclosure 
of  these  ideas  and  devices  in  patents  is  however  very 
valuable  in  directing  the  development  of  the  art.  Another 
cause  of  failure  is  that  inventors  are  frequently  entirely 
lacking  in  financial  knowledge  and  in  the  ability  to  exploit 
their  inventions  to  advantage.  In  Canada,  a  large  number 
of  patents  lapse  before  the  inventions  covered  by  them 
have  been  made  use  of;  owing  to  non  manufacture  or 
failure  to  renew  at  the  end  of  six  years.  In  Great  Britain, 
annuities  are  payable  on  the  fourth  year  from  date  of 
application  and  failure  to  pay  invalidates  the  patent. 
However,  in  spite  of  so  many  failures,  patents  are  issued 
in  increasing  numbers  and  the  mine  of  information  con- 
tinues to  expand  its  field  or  operations. 

Engineers  have  usually  some  hobby  or  subject  that 
they  are  specially  interested  in.  Frequently  these  hobbies 
are  the  subject  of  investigation,  and  a  knowledge  of  the 
history  of  the  art  would  be  of  great  advantage  to  tbem  in 
supplying  a  good  foundation  on  which  to  build  their 
theories  and  to  base  their  conclusions.  As  I  said  before, 
a  knowledge  of  what  has  been  done  in  the  past  will  avoid 
waste  of  time  and  effort  in  repeating  such  work.  More- 
over, it  may  happen  that  the  investigator  in  examining 
a  patent  that  has  failed  to  reach  success,  will  hit  upon  an 
improvement  or  slight  modification  that  will  change  failure 
to  success. 


Up  to  the  present  date  there  have  been  issued  in  the 
world  nearly  four  million  patents. 

In  Great  Britain 515,000 

The  United  States 1,292,000 

France,  over 500,000 

Germany,  over 300,000 

Belgium 272,000 

Canada 188,000 

Italy 140,000 

This  immense  number  of  patents  would  be  of  little 
value  without  systematic  classification. 

Great  Britain  adopted  a  system  of  classification  in 
1855,  which  has  been  readjusted  from  time  to  time,  and 
now  contains  271  classes.  Every  six  years,  since  1855,  a 
series  of  volumes  have  been  issued  covering  the  patents 
issued  in  each  class  for  the  preceding  six  years.  The 
volumes  covering  1909-1915  are  now  available.  These 
volumes  contain  abridgments  of  specifications  with 
drawings.  It  is  thus  possible  to  get  a  complete  set  of  ten 
volumes  covering  any  class  and  the  cost  of  the  set  is  only 
12  s. 

I  am  glad  to  say  that  the  library  of  The  Engineering 
Institute  of  Canada  has  been  receiving  these  volumes  with 
the  exception  of  the  last  set,  covering  1909-1915.  No 
doubt  these  have  been  delayed  owing  to  the  war  but  they 
should  be  procured  as  soon  as  possible  to  complete  the 
series.  They  form  a  valuable,  though  but  little  known  and 
used,  section  of  the  library.  Complete  printed  copies  of 
British  patents  can  be  purchased  at  not  more  than  a 
shilling  a  piece;  before  the  war  they  cost  6d.  The  British 
Patent  Office  also  issue  a  weekly  Illustrated  Official  Journal. 
At  present  this  is  not  received  in  any  of  the  libraries  in 
Montreal.  Complete  copies  of  all  British  patents  are 
received  at  Ottawa  and  also,  I  believe,  at  the  Parliamen- 
tary Library,  Quebec. 

The  classification  adopted  by  the  United  States 
Patent  Office  consists  of  295  classes,  each  of  which  is 
subdivided  into  numerous  sub-classes.  A  Manual  of 
Classification  is  published  which  contains  a  useful  index; 
cost  25  cents.  A  volume  of  definitions  of  classes  and  sub- 
classes is  also  published  from  time  to  time.  The  latest 
issue  is  dated  1912,  but  this  does  not  as  yet  include  the 
definitions  of  all  classes.  The  Official  Gazette  is  published 
weekly  and  this  contains  a  recent,  valuable  addition  in  the 
form  of  a  weekly  classification  of  patents.  The  Annual 
Index  also  contains  a  classification  of  patents.  These 
classifications  give  the  Class  number,  Sub-class  number 
and  Patent  number.  By  means  of  these  lists  it  is  a  simple 
matter  to  obtain  the  numbers  of  any  patents  issued  in  any 
sub-class.  The  United  States  Patent  Office  sell  printed 
copies  at  five  cents  a  piece.  Coupons,  in  pads  of  20,  are 
obtainable,  and  make  the  purchase  of  copies  very  easy. 
They  also  supply  complete  sets  of  all  the  patents  issued 
under  a  sub-class  at  the  same  rate.  It  is  thus  possible,  in 
both  Great  Britain  and  the  United  States,  to  procure  a 
fairly  complete  history  of  the  development  of  any  device 
or  process  at  a  moderate  expense. 

In  regard  to  systems  of  classification  the  French 
publication  "Chimie  et  Industrie"  employs  the  Dewey 
Decimal  System  in  reference  to  patents  as  well  as  to 


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453 


periodical  literature.  This  system  has  the  advantage  of 
flexibility  and  an  indefinite  capacity  for  extension.  It 
has  been  adopted  in  many  libraries  and  by  engineers, 
manufacturers  and  business  concerns  for  indexing  data 
and  information  of  any  description.  The  University  of 
Illinois  publish  a  bulletin  on  The  Extension  of  the  Dewey 
Decimal  System  of  Classification  Applied  to  the  Engineer- 
ing Industries,  which  will  be  found  to  explain  very  clearly 
the  use  of  the  system  in  this  particular  sphere.  Mr. 
Arthur  Surveyer,  M.E.I.C.,  has  referred  to  this  system 
in  an  article  to  be  found  in  the  last  number  of  "  Revue 
Trimestriel'e." 

In  contrast  to  such  beneficial  systems  of  classifi- 
cation, Canadian  patents  are  not  classified.  The  Cana- 
dian Patent  Office  does  not  print  patent  specifications, 
and  the  cost  of  a  typewritten  copy  of  a  patent  is  exor- 
bitant, running  from  $2.00  upwards.  In  referring  to 
this  system,  Sir  Robert  Hadfield  of  Sheffield  in  an  address 
to  the  British  Gas  Association  made  the  following  remark: 
"  As  an  example  of  the  antediluvian  policy  of  our  Empire 
on  this  question,  it  is  difficult  to  imagine  that  an  English- 
man in  this  country  cannot  get  a  copy  of  a  Canadian 
patent  without  sending  to  Canada,  and  even  then  only 
a  typewritten  one;  as  patent  specifications  are  not  printed 
there.  Fie  upon  you  Canada  in  this  respect!  This  is 
only  one  of  quite  a  number  of  shortcomings  on  the 
question." 

The  United  States  Patent  Office  took  in  from  the 
sale  of  printed  copies  of  patents,  in  1917,  the  sum  of 
$127,166  as  well  as  $28,000  for  photographic  and  photostat 
copies  of  drawings:  they  actually  issued  over  5,000,000 
printed  copies  in  the  year.  Our  Patent  Office  took  in 
$2,500  which  would  represent  about  1200  copies.  And, 
the  worst  feature  of  our  system  is  that  each  year's  delay 
increases  the  arrears.  Our  Patent  Office  has  agreed  to 
exchange  copies  of  all  patents  with  the  U.  S.  Patent 
Office.  Printed  copies  are  therefore  necessary  to  carry 
out  this  agreement. 

The  Patent  Office  Record  is  now  published  weekly 
but  so  far  it  contains  all  the  defects  of  the  former  monthly 
issues.    Amoung  these  may  be  mentioned:— 

1.  There  should  be  a  list  of  applications  filed  giving 
title,  name  of  inventor,  date  of  filing,  name  of 
assignee  and  date  of  foreign  patents  issued  for  such 
invention,  if  they  exist.  Section  8.  Para.  1  of  the 
Patent  Act  makes  it  necessary  to  apply  in  Canada 
within  one  year  from  the  date  on  which  the  first 
foreign  patent  issued.  It  is  therefore  important 
that  the  dates  of  applications  should  be  known;  as 
the  rights  of  the  public  are  affected  by  them.  Failure 
to  apply  within  the  year,  gives  the  public  the  un- 
restricted use  of  the  invention. 

2.  A  List  of  Patents  subject  to  Compulsory  License 
should  be  published  from  time  to  time.  In  Great 
British  all  patents  are  subject  to  compulsory  license 
but  in  Canada  it  is  a  matter  of  special  application 
and  therefore  this  information  should  be  published. 

3.  The  Patent  Record  should  record  Extensions  to 
Import  and  to  Manufacture  under  Sections  39  and 
40  of  the  Patent  Act. 


4.  In  regard  to  Renewals.  As  Patents  usually  are 
issued  for  a  term  of  six  years  only,  it  is  important 
to  know  which  have  been  extended  and  which  have 
become  public  property.  A  list  of  patents  that  have 
lapsed  for  non  payment  of  renewal  fees,  or  a  list  of 
renewals  should  be  published.  Such  a  list  was 
formerly  pubhshed  but  it  was  discontinued  in  1897. 

5.  A  List  of  Reissues.  Hitherto  reissues  have  been 
mixed  up  with  new  patents  and  indexed  with  them. 
Reissues  are,  however,  simply  continuations  of  the 
original  patents  and  continue  to  date  from  the 
original  date  of  issue.  They  should  be  numbered  in 
a  distinct  series  and  indexed  as  reissues. 

6.  All  Rules  and  Orders  in  Council  relating  to  patents 
should  be    published  in  the  Patent  Office  Record. 

7.  All  Decisions  of  the  Commissioner  of  Patents  and 
Decisions  of  the  Courts  Relating  to  Patents,  Deci- 
sions of  Arbitrations  in  Conflicting  Cases,  etc., 
should  be  reported  in  the  Record.  It  is  essential 
that  all  decisions  of  the  Patent  Office  should  be 
published  in  order  to  established  a  uniform  practice. 

8.  The  indexes  should  give  title,  name  of  applicant, 
name  of  assignee,  official  number,  date  and  page. 

At  present  the  page  is  not  given  in  the  indexes  of 
patents  and  the  title  list  gives  the  assignee's  name  instead 
of  that  of  the  inventor.  This  makes  it  difficult  to  indentify 
references;  as  a  patent  is  always  cited  in  reference  to  the 
inventor.  In  indexes  which  are  widely  used  for  reference, 
the  proof  reading  should  be  accurately  done,  but  this  is 
far  from  being  the  case  in  the  Patent  Record  indexes. 
Most  of  these  defects  can  be  easily  remedied  and  are 
due  to  the  absence  of  the  necessary  interest,  on  the  part 
of  the  Patent  Office,  to  make  the  Record  as  useful  and 
complete  as  possible. 

The  financial  position  of  the  Patent  Office  is  curious 
and  decidedly  interesting.  The  revenue  of  the  Canadian 
Patent  Office  for  the  year  ending  March  31,  1918,  was 
$224,051.93,  the  expenditure  $122,531.23;  leaving  a 
balance  of  $101,520.70  which  was  handed  over  to  the 
Minister  of  Finance  and  merged  in  the  Consolidated 
Revenue  Fund. 

In  the  United  States  Patent  Office,  for  1917,  the 
receipts  amounted  to  $2,258,377  and  the  expenditure 
$2,048,173:  a  very  different  proportion;  as  there  the 
surplus  is  under  1/10  of  the  receipts  while  in  Canada  it 
is  5/11.  But  even  with  their  large  expenditure,  Thomas 
Ewing,  the  late  Commissioner  of  Patents  at  Washington, 
claims,  in  an  article  on  The  Needs  of  the  Patent  Office 
which  appeared  in  the  Scientific  American  on  21st. 
December,  1918,  that  the  office  needs  to-day  one  million 
dollars  beyond  what  it  has.  It  is  receiving  $2,000,000. 
and  could  use  $3,000,000.  to  great  advantage. 

In  Great  Britain  the  surplus  is  also  turned  over  to  the 
general  funds  and  the  following  protest  was  made  against 
this  system  by  Alan  A.  Campbell  Swinton,  F.R.S., 
Chairman  of  the  Council  of  the  Royal  Society  of  Arts,  in 
an  address  on  Science  and  its  Functions  in  November, 
1917.  He  states  as  follows:  "This  brings  me  to  another 
point  in  connection  with  invention,  and  that  is  the  injustice 


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and  the  inexpediency,  from  a  public  point  of  view,  of  the 
present  system  whereby  the  Patent  Office  makes  a  large 
annual  profit  out  of  the  fees  paid  by  inventors.  There 
might  possibly  be  some  justification  for  this  were  the  money 
thus  obtained  spent  on  scientific  education,  on  scientific 
libraries,  or  on  some  other  object  that  would  further 
invention  and  discovery.  The  money  is,  however,  merged 
in  the  ordinary  revenues  of  the  country,  and  thus  becomes 
a  veritable  tax  on  brains.  It  is,  moreover,  a  tax  on  the 
cerebral  activity  of  a  class  of  men  who  are  usually  by  no 
means  overburdened  with  wealth.  Though  all  inventors 
are  fortunately  not  driven  by  poverty  to  such  expedients 
as  Palliser  the  potter,  who  actually  had  to  burn  his 
household  furniture  in  order  to  provide  heat  for  his  furnace, 
still  the  majoirty  of  inventors  are  undoubtedly  poor  and 
find  the  cost  of  protecting  their  inventions  by  patent,  and 
still  more  of  maintaining  these  patents  when  granted,  a 
considerable  strain  upon  their  finances.  The  truth  of  this 
may  be  seen  by  the  frequency  with  which  patents  are 
dropped  merely  in  order  to  save  the  renewal  fees,  and  the 
patentee  in  some  cases  deprived  of  profits  to  which  he  is 
justly  entitled." 

The  Canadian  Patent  Office  has  in  the  past  been  a 
milch  cow  supplying  the  Government  with  a  large  amount 
of  funds  annually.  This  may  account  for  it  having  been  a 
branch  of  The  Department  of  Agriculture  for  so  many 
years.  Within  the  past  year  it  has  been  transferred  to 
The  Department  of  Trade  and  Commerce.  Let  us  hope 
that  this  is  at  least  a  good  omen. 

Owing  to  the  small  number  of  patent  attorneys  in 
Canada  it  has  not  been  possible  to  form  a  strong  associa- 
tion such  as  The  Chartered  Institute  of  Patent  Agents, 
London.  Individual  efforts  have  been  made  from  time  to 
time  to  obtain  a  more  efficient  organization  of  the  Patent 
Office  and  a  thorough  re-drafting  of  the  Patent  Act,  but 
without  result. 

Reconstruction  is  now  the  all  important  question 
and  our  patent  system  is  one  that  calls  for  immediate 
action  if  we  are  to  take  our  place  among  up-to-date 
nations.  We  have  a  Reconstruction  and  Development 
Committee  and  an  Hororary  Council  for  Scientific  and 
Industrial  Research  appointed  by  the  Government.  The 
development  of  the  Patent  Office  and  the  assisting  of 
inventors  are  matters  which  come  within  the  scope  of  both 
Boards.  The  Honorary  Council  has  already  taken  up  the 
question  of  reference  libraries  and  is  now  consulting  the 
various  local  authorities,  to  arrange  on  some  plan  of 
action.  If  the  Patent  Office  had  a  fully  equipped  tech- 
nical and  industrial  library  with  an  efficient  staff,  it  would 
be  an  ideal  centre  or  headquarters  for  the  organization  and 
development  of  local  libraries.  By  means  of  a  photostat 
equipment  the  Patent  Office  Library  could  supply  copies 
of  references,  drawings,  etc.,  that  were  not  available  in  the 
local  libraries.  At  the  present  we  are  entirely  dependent 
on  foreign  libraries.  Fortunately  the  members  of  The 
Engineering  Institute  of  Canada  have  available  the  library 
of  the  United  Engineering  Societies,  New  York,  for 
scientific  and  technical  literature  and  the  Patent  Office 
Library  at  Washington,  for  foreign  patents. 

As  loyal  Canadians  we  cannot  look  at  this  state  of 
dependence  on  foreign  aid  as  a  proper  condition.  We 
must  aim  at  having  our  own  means  of  investigation  and 
research.    The  Patent  Office  can  be  made  a  more  useful 


institution  than  it  is  at  present.  With  proper  facilities 
it  could  become  a  storehouse  of  technical  information 
available  to  the  public.  At  present  it  is  chiefly  occupied 
in  granting  monopolies  to  other  than  Canadians.  Last 
year  only  973  patents  out  of  7233  were  granted  to 
Canadians.  It  would,  therefore,  appear  that  an  oppor- 
tunity is  offered  our  new  Engineering  Institute  to  apply  its 
influence  in  a  direction  that  would  benefit  our  country,  not 
only  from  technical  and  industrial  but  also  from  commercial 
standpoints,  by  taking  a  lead  in  the  reconstruction  of  our 
Patent  System. 

In  closing  let  me  suggest  a  few  of  the  features  that 
should  enter  into  an  ideal  patent  system: — ■ 

I.  A  research  library  containing  all  current  literature 
on  technical  matters,  properly  indexed  and  kept  up 
to  date,  and  with  photostat  equipment.  Such  a 
library  is  essential  to  the  efficient  work  of  the 
examiners  of  the  Patent  Office.  Under  a  competent 
librarian,  there  should  be  a  staff  of  research  workers 
who  would  make  searches  and  prepare  reports  on 
questions  submitted  to  them. 

II.  A  Commissioner  of  Patents  who  is  a  real  head  of  his 
department  and  who  is  fully  qualified  to  handle  the 
technical  and  legal  questions  of  his  office  as  well  as 
administer  the  same. 

III.  A  sufficient  number  of  competent  examiners  headed 
by  an  Examiner-in-Chief,  to  whom  all  appeals  from 
the  decisions  of  examiners  should  be  submitted. 

IV.  Printed  copies  of  patents  to  be  sole?  for  not  more 
than  25  cents  a  copy. 

V.  A  Patent  Office  Record  that  should  be  a  complete 
medium  of  information  to  the  public  on  all  matters 
relating  to  patents,  patent  law  and  practice. 

VI.  A  list  of  registered  Patent  Attorneys:  subject  to  the 
control  of  the  Commissioner  of  Patents. 

VII.  A  revised  Patent  Act. 

VIII.  And  finally,  that  Canada  should  become  a  member 
of  the  International  Convention. 


New  Process  of  Casting  Non-Ferrous  Alloys 

The  process  consists  in  pouring  the  molten  alloys  into 
metal  moulds  and  forming  or  congealing  them  under  pres- 
sure. They  are  really  die  castings,  formed  under  high 
pressure.  It  is  claimed  that  almost  any  grade  of  non- 
ferrous  alloy  can  be  handled,  the  casting  being  made  in  a 
specially  constructed  automatic  machine  by  which  a  large 
number  can  be  produced  in  a  day. 

It  is  possible  to  use  an  alloy  of  aluminium,  copper,  and 
iron,  which  has  a  low  coefficient  of  expansion.  The  ordin- 
ary piston  made  of  aluminium  and  copper  is  said  to  have 
too  great  a  coefficient  of  expansion,  but  the  introduction  of 
iron  is  regarded  as  making  it  possible  to  produce  very 
large  aluminium  pistons  essential  for  high-power  aircraft 
engines.  Scientific  American,  Jan.  18,  1919. 


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455 


Discussion  on  Papers  Previously  Published  in  The  Journal 


Suggested  Harbour  Improvements  for 
Greater  Montreal* 

By  E.  S.  M.  Lovelace,  M.E.I.C. 


T.  Kennard  Thomson,  M.E.I.C:  The  writer  has 
read  with  much  interest  the  paper  by  Mr.  Lovelace 
describing  his  very  ingenious,  proposed  plan  for  improving 
the  Harbour  of  Montreal  and  he  is  sorry  that  he  did  not 
know  of  it  in  time  to  attend  the  meeting. 


j 


J 


Plan  for  Improving  Montreal  Harbour 


*  Published  in  Vol.  II,  No.  4. 


The  writer  begs  to  take  this  opportunity  of  present- 
ing to  our  Inst  it  iiic  a  plan  which  he  submitted  to  a  number 
of  Montreal  and  Ottawa  gentlemen  before  the  war — in 
fact  as  far  back  as  1911  —  in  which  the  writer  hopes  to 
solve  the  problem  in  a  manner  directly  opposite  to  that 
of  the  author.  In  other  words,  it  would  seem  that  the 
easiest  way  to  handle  ice  is  to  have  deep  water  and  plenty 
of  current,  and  it  would  surely  be  a  great  advantage  if 
all  ocean  steamers  could  reach  Montreal  without  passing 
any  lock  whatever.  In  brief,  the  writer's  plan  is  to  build 
a  dam  at  or  near  Isle  Heron  having  locks  of  at  least 
40  foot  draft,  and  then  to  deepen  the  Channel  from  Isle 
Huron  to  below  Montreal  so  that  vessels  of  40  foot  draft 
could  reach  the  locks  and  then  pass  directly  into  Lake 
St.  Louis. 

In  deepening  the  wide  channel  (between  the  shaded 
portions  on  the  map),  there  would  be  reclaimed  an  area 
of  about  ten  square  miles.  The  dam  would  also  permit 
the  construction  of  power  plants  which  could  easily 
develop  1,000,000  horse-power,  per  annum.  The  enor- 
mous value  of  this  hydro-electric  development  and  of  the 
reclaimed  land  would  pay  for  all  the  harbour  improve- 
ments, dredging,  etc.,  and  a  very  handsome  interest  on  the 
money  expended  besides.  A  glance  at  the  map  enclosed 
will  show  what  an  enormously  valuable  manufacturing 
site  would  be  added  to  Montreal,  which  would  be  connect- 
ed by  numerous  tunnels. 

The  late  Sir  Wm.  C.  Van  Home  said  that  this  plant 
would  make  Montreal  one  of  the  greatest  ports,  if  not  the 
greatest  port,  on  the  American  Continent. 

E.  S.  M.  Lovelace,  M.E.I.C,  (the  author):  The  very 
interesting  discussion  on  the  above  paper  contributed 
by  T.  Kennard  Thomson,  M.E.I.C,  in  which  is  outlined 
an  alternative  scheme  for  the  betterment  of  Montreal 
Harbour,  serves  to  show  that,  generally  speaking,  more 
than  one  solution  of  a  problem  is  possible;  the  better  one 
to  adopt  in  any  given  set  of  circumstances  depending 
largely  on  some  outstandaing  factor,  or  point  of  view, 
which  may  be  said  to  dominate  the  situation. 

While  the  writer  has  not  had  an  opportunity  of 
giving  any  great  amount  of  study  to  Mr.  Thomson's 
scheme,  it  would  appear  that  in  his  proposal,  the  govern- 
ing idea  is  that  of  power  and  industrial  developments, 
harbour  betterments  being  more  or  less  incidental; 
while  n  the  suggestion  of  the  writer,  it  is  the  improve- 
ment of  the  Harbour,  pure  and  simple,  that  is  kept 
strongly  in  the  foreground.  As  has  already  been  pointed 
out  in  the  discussion,  Mr.  Thomson's  idea  of  a  dam  at 
the  foot  of  the  Rapids  is  not  entirely  new;  as  before  the 
war  a  company  was  incorporated  and  surveys  made  for 
the  development  of  the  Lachine  Rapids:  the  idea  being 
to  place  a  dam  at  almost  the  precise  point  indicated  by 
Mr.  Thomson  on  the  plan  accompanying  his  discussion. 
Such  power  development,  therefore,  can  scarcely  be  said 
to  have  to  do  with  any  direct  improvements  to  the 
Harbour  of  Montreal.  If  thought  desirable,  it  could, 
moreover,  be  carried  out  as  a  separate  undertaking  in 
connection  with  the  proposal  of  the  writer. 


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In  making  a  comparison  as  to  the  cost  of  the  two 
schemes,  the  cost  of  this  power  development  could, 
therefore,  be  placed  to  one  side;  and  the  cost  of  the 
submerged  dam  and  locks,  as  suggested  by  the  writer, 
placed  against  the  cost  of  dredging  out  a  forty  foot  channel 
to  the  foot  of  the  Lachine  Rapid,  as  provided  for  in  Mr. 
Thomson's  proposal.  In. the  opinion  of  the  writer,  the 
submerged  dam  and  locks  would  cost  but  a  fraction  of 
the  amount  necessary  to  do  the  enormous  amount  of 
dredging  (a  good  deal  of  it  in  rock)  required  if  the  latter 
proposal  were  adopted.  While,  as  Mr.  Thomson  points 
out,  locks  are  not  entirely  desirable  in  a  river  when  situated 
as  these  would  be,  at  the  entrance  to  the  Harbour;  yet, 
having  only  a  small  lift  to  negotiate,  they  would  not, 
in  the  writer's  opinion,  be  found  as  objectionable  as  the 
existing  strong  St.  Mary's  Current. 

In  the  construction  of  the  Panama  Canal  it  was 
proposed  at  one  time  to  have  no  locks,  but  ultimately, 
and  very  wisely  as  it  now  seems,  they  were  introduced. 

Other  things  being  equal,  apart  from  the  question 
of  cost,  a  wide  open  harbour,  such  as  would  be  created 
through  the  building  of  the  submerged  dam  giving 
plenty  of  room  for  ships  to  manoeuvre  and  pass,  would  be 
preferable  to  the  narrow  channel  with  swift  current 
which    would    result    from    the    carrying    out    of    Mr. 


Thomson's  proposal.  It  would  further  seem  to  the 
writer  that  in  carrying  out  Mr.  Thomson's  idea,  heavy 
land  damages  would  have  to  be  provided  for.  Owners 
with  property  now  facing  the  river  would  scarcely  care 
to  have  such  frontage  replaced  by  a  maze  of  factories, 
however  beneficial  to  the  community  in  general  such 
factories  might  in  the  long  run  prove.  While  it  is  likely 
that  such  damages  could  be  made  up  for  by  the  value  of 
the  land  recovered  from  the  bed  of  the  river,  there  is, 
as  yet,  however,  so  much  cheap  land,  suitable  for  industrial 
development,  obtainable  on  the  south  shore  that  it  would 
scarcely  seem  to  be  worth  while,  apart  from  other  conside- 
rations, to  go  to  any  very  great  expense  in  reclaiming  the 
river  bottom. 

The  whole  question  is,  however,  a  very  large  one 
and  the  possibilities  are  so  far  reaching  that  it  is  desirable 
that  all  the  light  possible  should  be  thrown  upon  it. 
The  writer,  therefore,  would  like  to  express  his  personal 
regret  that  Mr.  Thomson  was  not  present  to  take  part  in 
the  discussion  when  the  paper  was  originally  read.  Mr. 
Thomson's  proposal,  focussing  attention  as  it  does  on 
at  least  one  aspect  of  the  problem,  will  doubtless  be 
given  the  gravest  consideration  by  those  who  ultimately 
may  be  called  upon  to  take  action  in  the  matter  of 
improvements  to  the  Harbour. 


Limitations   to  Alternating-Current   Transmissions 

It  is  argued  that  the  limits  of  distance  over  which 
it  is  desirable  to  transmit  electric  energy  by  alternating 
currents  are  being  approached,  and  that  future  develop- 
ments will  be  carried  out  by  the  high-voltage  direct- 
current  system. 

The  probable  great  increase  in  industrial  activities 
will  outrun  the  capacity  of  the  facilities  for  gaining  and 
transporting  coal,  and  large-scale  electric  systems  of  trans- 
mission will  have  to  be  constructed.  Germany  may  have 
to  draw  its  electric  supply  from  Norwegian  and  Finnish 
waterfalls.  It  may  be  possible  to  increase  the  transmis- 
sion voltages  to  some  extent,  but  when  exceeding  100,000 
volts  the  capacity  currents  flowing  in  the  line  become  of 
great  importance,  and  the  losses  caused  by  these  currents 
may  become  high  enough  to  lower  the  efficiency  of  trans- 
mission seriously.  That  is  to  say,  above  certain  voltages 
it  is  no  longer  correct  to  say  that  the  efficiency  of  trans- 
mission of  a  given  power  increases  with  the  voltage.  A 
decrease  of  frequency  below  the  usual  would  not  be  permis- 
sible owing  to  the  bad  effect  on  lighting  and  the  increase  of 
cost  of  motors  and  transformers. 

An  examination  of  the  problem  shows  that  for  each 
case  there  is  a  maximum  voltage  giving  the  best  efficiency. 
If  the  distance  of  transmission  is  L,  the  voltage  E,  the 
power  transmitted  P,  and  the  capacity  of  the  line  C, 
then  the  "  electric  cost  of  transmission"  (percentage  line 
losses  x  weight  of  line  per  kw.)  is  given  by  the  expression 
(L/E)2  (CEL2/P)2.  The  presence  of  the  second  term 
shows  that  with  alternating  current  the  cost  is  always 
greater  than  with  direct  current  at  the  same  voltage. 
If  the  distance  is  increased  n-fold,  the  first  term  may  be 
kept  constant  by  increasing  the  voltage  in-fold,  but  the 
second  term  will  increase  n°-fold.  Thus  above  certain 
distances  direct  current  will  have  to  be  adopted. 


The  combination  of  capacity  and  inductance  sets  a 
further  limit  to  the  use  of  alternating  current,  and  the 
limit  to  the  use  of  alternating  current  will  be  found  at  about 
200,000  volts,  with  transmission  distances  of  several 
hundred  km.  If  cables  be  used  the  limit  will  be  much 
lower. 

A  further  advantage  of  direct  current  lies  in  the  fact 
that  safety  devices,  such  as  condensers  and  choking 
coils,  are  more  effective  than  with  alternating  current. 
Also  cables  have  many  advantages  as  compared  with 
overhead  lines,  and  they  are  cheaper  for  direct  than 
for  alternating  current.  (M.   Dolivo-Dobrowolsky, 

Electrotechnische  Zeitschrift,  Jan.  2,  1919.) 


Electron  Theory  of  Thermo-Electricity 

Most  investigations  based  on  the  electron  theory  of 
Riecke,  Drude  and  Lorentz  make  for  the  calculation  of 
thermo-electric  effects  the  simplifying  assumption  that  the 
atomic  fields  of  force  in  metals  are  rigid  and  unaltered  by 
temperature.  The  causes  of  thermo  electric  effects  are 
then  sought  in  the  variations  of  the  mean  energy  of  the 
electrons  arising  from  the  movements  of  the  electrons  and 
the  variations  in  the  number  of  free  electrons.  The  view 
of  Bohr  is  followed  up,  according  to  which  the  variations 
of  the  atomic  fields  of  force  must  have  an  influence  on 
thermo  electric  magnitudes.  An  attempt  is  made  to 
establish  the  proposition  that  the  movements  of  the  elec- 
trons in  rigid  fields  of  force  exert  only  a  small  effect, 
whereas  the  phenomena  of  thermo-electricity  are  mainly 
controlled  by  the  changes  in  the  atomic  fields  of  force 
produced  by  the  thermal  expansion  and  the  heat  move- 
ments of  the  atoms.  (G.  Gorelius,  Annalen  der  Phvsik, 
No.  19,  1918.) 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


457 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


Board  of  Management 

President 

Lieut. -Col.  R.  W.  LEONARD 

Vice-President 

WALTER  J.  FRANCIS 

Councillors 

J.  M.  ROBERTSON         Brig.-Gen.  SIR  ALEX.  BERTRAM 

JULIAN  C.  SMITH 
ERNEST  BROWN  ARTHUR  SURVEYER 


Editor  and  Manager 

FRASER  S.  KEITH 


Associate  Editors 

C.  M.  ARNOLD Calgary 

FREDERICK  B.  BROWN Montreal 

NEWTON  L.  SOMERS Sault  Ste.  Marie 

J.  A.  BUTEAU Quebec 

M.  F.  COCHRANE Ottawa 

A.  R.  CROOKSHANK St.  John 

A.  G.   DALZELL Vancouver 

J.N.  deSTEIN Regina 

H.  B.  DWIGHT Hamilton 

R.  J.  GIBB Edmonton 

GEO.  L.GUY       Winnipeg 

W.  S.  HARVEY Toronto 

J.  B.  HOLDCROFT Victoria 

R.  P.  JOHNSON Niagara  Falls 

FREDERICK  R.  FAULKNER   ....  Halifax 

G.  C.  WILLIAMS Walkerville 


VOL.  II. 


June  1919 


No.  6 


Western  Professional  Meeting 

July  tenth,  eleventh  and  twelfth  are  the  dates  and 
Edmonton  is  the  place  of  the  Western  Professional 
Meeting  of  The  Institute  for  the  current  year. 

The  success  of  the  Saskatoon  meeting  last  year 
stimulated  engineering  activity  in  the  West  to  no  small 
extent.  Immediately  after  that  meeting  plans  were 
started  for  the  meeting  this  summer  and  several  cities 
put  in  applications  to  be  favoured  by  having  this  meeting 
held  within  their  borders.  Edmonton  was  finally  selected 
and  the  choice  was  made  unanimous. 

Three  at  least  of  the  important  subjects  dfscussed 
a  year  ago  will  occupy  a  prominent  place  in  the  programme 
of  the  coming  meeting.  A  subject  which  was  discussed 
at  Saskatoon,  for  the  first  time  at  a  general  meeting 
of  The   Institute,  that  of  legislation  has  received  more 


attention  during  the  past  twelve  months  than  any  other. 
It  is  obvious,  therefore,  that  it  should  occupy  a  prominent 
place  at  this  meeting.  During  the  year  the  whole  situa- 
tion regarding  legislation  has  crystallized  and  is  now 
focused  in  the  draft  Act,  with  which  the  western  members 
had  much  to  do. 

The  committee  on  a  problem  which  has  caused  some 
uneasiness  in  the  West,  that  of  the  action  of  alkali  salts 
on  concrete,  have  done  a  large  amount  of  investigating 
and  research  within  that  time  and  their  report  is  being 
looked  forward  to  with  unusual  interest. 

The  good  roads  movement  is  not  confined  to  the  east 
as  indicated  by  the  lengthy  discusssion  on  this  subject 
last  year.  The  committee  appointed  to  study  the 
situation  and  bring  in  recommendations  regarding  improv- 
ing the  earth  roads  of  the  prairies,  will  have  an  important 
announcement  to  make.  The  Chairman  of  the  Honorary 
Council  for  Scientific  and  Industrial  Research  has  become 
interested  in  this  subject  and  has  invited  the  co-operation 
of  The  Institute  with  that  body  in  effecting  a  solution  of 
the  road  problem  in  the  West. 

Other  subjects  suggested  for  the  Edmonton  meeting 
are:  remuneration  of  engineers,  sewage  and  water  purifi- 
cation, reclamation  of  lands,  natural  gas  distribution, 
town  planning  and  the  development  of  aeronautics  in 
the  public  service;  all  of  them  of  interest  to  the  entire 
profession  and  most  of  them  of  particular  moment  to 
the  West  at  the  present  time. 

Last  year  one  hundred  members  of  The  Institute 
met  at  Saskatoon,  having  travelled  an  average  of  two 
hundred  miles  each,  which  illustrates  how  strong  the 
"get  together"  spirit  has  grown  in  the  profession. 
Those  who  were  fortunate  enough  to  be  at  last  year's 
meeting  are  now  looking  forward  to  Edmonton,  and  July 
tenth,  eleventh  and  twelfth.  It  is  certain  that  many 
others  will  attend  the  Western  Professional  Meeting 
this  year.  It  is  expected  that  President  Leonard  will 
open  the  meeting  and  preside  at  a  number  of  the  sessions. 


Transactions 

Inasmuch  as  some  of  the  members  have  requested 
information  regarding  publication  of  transactions,  snowing 
that  the  matter  is  not  yet  clear  in  the  minds  of  all  our 
members,  it  is  opportune  to  state  that  it  is  intended  that 
transactions  be  published  yearly  as  in  the  past. 

In  nineteen  hundred  and  seventeen  one  volume  of 
transactions  only  was  printed,  and  that  volume  completed 
the  transactions  for  that  year.  There  are  now  in  the  hands 
of  the  printers  two  volumes,  one  of  these  is  part  two  for  the 
year  1918,  being  devoted  entirely  to  the  Quebec  Bridge, 
and  will  constitute  a  valuable  historic  record,  by  the  men 
who  were  responsible  for  the  design  and  construction  of 
this  great  engineering  feat. 

Part  1  of  1919  will  be  the  presidential  address  by 
H.  H.  Vaughan,  delivered  at  the  annual  meeting  at  Ottawa. 

The  volumes  now  under  way  will  be  issued  in  the 
name  of  The  Engineering  Institute  of  Canada,  and  the  size 
will  be  similar  to  those  of  the  transactions  already  issued, 
so  that  members  who  keep  their  transactions  will  have 
uniformity  in  their  shelves. 


458 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Legislation  for  Professional  Engineers 

Letter  of  transmittal  of  special  legislation  committee.     Individual  opinions  of  members  of  council. 

Branch  opinions. 


In  the  May  issue  was  published  the  Act  respecting 
the  engineering  profession,  prepared  by  the  special 
committee  of  The  Institute  and  forwarded  to  council 
under  date  of  April  11th. 

It  was  considered  expedient  to  publish  the  letter  of 
transmittal,  sent  by  the  special  legislation  committee, 
in  the  June  issue  of  The  Journal,  rather  than  wait  to  have 
it  sent  out  with  the  ballot  as  was  first  proposed,  in  order 
to  give  an  opportunity  for  some  discussion  before  the 
ballot  is  issued.  The  issuance  of  the  ballot  has  been 
delayed  two  weeks,  with  the  approval  of  the  majority  of 
the  committee,  consequently  it  will  be  sent  out  on  June 
15th. 

The  letters  received,  discussing  legislation  at  the 
time  of  going  to  press  follow  the  committee's  letter. 


Montreal,  April  11th,  1919. 

To  the  Council  of  the  Engineering  Institute  of  Canada. 

Gentlemen : — 

In  accordance  with  a  Resolution  passed  at  the  Annual 
Meeting  of  The  Engineering  Institute  of  Canada  in  Ottawa, 
on  the  12th  of  February,  1919:  "  that  the  wishes  of  the 
majority  of  the  Members  and  of  the  Branches  of  The 
Engineering  Institute  of  Canada  are  that  Provincial  Legis- 
lation should  be  obtained  to  define  the  status  of  Engineers 
throughout  Canada  "  .  .  .  . 

.  .  .  . "  that  this  Legislation  should  be  as  uniform  as 
possible  throughout  the  Provinces  "  .   .   .   . 

.  .  .  ."that  a  Special  Committee  be  formed,  com- 
posed of  one  delegate  appointed  by  each  Branch  to  meet 
at  headquarters  before  the  15th  of  April,  1919,  to  draw  up 
such  sample  Legislation  as  it  may  deem  necessary  and 
advisable". 

A  Committee  was  duly  formed,  consisting  of  the 
following  delegates: — 

C.  E.  W.  Dodwell,  Chairman Halifax,  N.S. 

C.  C.  Kirby St.  John,  N.B. 

A.  R.  Decary Quebec,  Que. 

A.  Surveyer,  Secretary Montreal,  Que. 

R.  F.  Uniacke Ottawa,  Ont. 

Willis  Chipman Toronto,  Ont. 

E.  R.  Gray Hamilton,  Ont. 

N.  L.  Somers Sault  Ste.  Marie, 

Ont. 

E.  E.  Brydone-Jack Winnipeg,  Man. 

H.  R.  McKenzie Regina,  Sask. 

F.  H.  Peters Calgary,  Alta. 

R.  J.  Gibb Edmonton,  Alta. 

A.  G.  Dalzell Vancouver,  B.(  I. 

A.  E.  Foreman Victoria,  B.C. 


The  full  Committee  met  at  10  o'clock  A.M.  on 
Saturday,  April  5th,  1919,  Mr.  Dodwell  of  Halifax,  being 
elected  Chairman,  and  Mr.  Surveyer,  of  Montreal, 
Secretary. 

The  concrete  result  of  the  labors  of  the  Committee, 
after  three  sessions  daily  for  the  past  five  days,  during 
which  its  discussions  and  deliberations  were  character- 
ized by  the  greatest  possible  thoroughness  and  unanimity, 
is  a  tentative  Bill,  of  which  the  Committee  now  has  the 
honor  to  submit  a  copy  herewith  enclosed,  for  the  further 
action  of  the  Council. 

It  may  be  safely  assumed  that  there  is  no  opposition 
or  objection  on  the  part  of  any  Engineer  in  Canada  to  the 
basic  principle  of  Legislation. 

Every  Branch  of  The  Engineering  Institute  of  Canada, 
from  the  Atlantic  to  the  Pacific,  has  expressed  itself  in  no 
uncertain  terms  as  earnestly  desirous  of  obtaining 
Legislation. 

It  requires  no  arguments  or  special  pleading  to 
establish  the  proposition  that  the  Engineer  has  just  as 
good  a  right  and  claim  to  recognized  legal  status  by 
Legislative  enactment  as  the  lawyer,  doctor,  or  other 
professional  man.  It  will  also  be  generally  admitted  that 
the  public  has  just  as  real  a  need  for  protection  from  the 
unqualified  and  incompetent  Engineer  as  from  the  ignorant 
and    incapable  practitioner  in  other  professions. 

In  the  development  of  the  principle  of  Legislation, 
and  its  practical  embodiment  in  the  frame-work  and 
details  of  such  an  Act,  or  Statute,  as  will  accomplish  the 
desired  result,  the  Committee  has  been  guided  by  a  few 
definite  ideas: — 

(a)  Before  any  Legislative  body  can  be  reasonably 
expected  to  accept  or  to  give  serious  consideration  to  any 
proposed  Bill,  it  must  be  made  apparent,  not  only  to  that 
Legislative  body,  but  to  the  public,  that  the  Bill,  as  an 
enacted  law,  would  redound,  directly  or  indirectly,  to  the 
benefit  of  the  community  at  large. 

(b)  It  is  eminently  desirable  that  any  such  Bill,  as 
may  finally  be  decided  upon,  shall  be  uniform  for  all 
Provinces,  so  far  as  is  reasonably  possible. 

(c)  It  is  of  the  first  importance  that  any  such  Bill 
shall  meet  the  views  of,  and  be  acceptable  to,  every  indi- 
vidual Engineer,  and  to  every  Engineering  and  Technical 
Organization  in  the  country. 

(d)  It  is  indispensible,  especially  with  a  view  to  the 
future,  that  any  such  Bill  shall  be  as  clear  as  language 
can  make  it,  and  be  also  practicable  and  workable. 

With  these  principles  in  view,  the  Committee  after 
consultation  with  Mr.  Aime  Geoffrion,  the  eminent  lawyer, 
and  Legal  Advisor  to  The  Institute,  has  drafted  and  pre- 
pared the  tentative  Bill  herewith  submitted. 

The  Council  will  observe  that  the  outstanding 
feature  of  the  draft  is  the  creation  and  incorporation  in 
each  Province  of  the  Dominion,  of  an  entirely  new  body, 
to  be  called  "  The  Association  of  Professional  Engineers 
of  the  Province  of " 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


459 


After  prolonged  and  earnest  debate  this  provision 
appeared  to  the  Committee  to  be  not  only  imperative  and 
unavoidable,  but  to  offer  the  only  practicable  solution  of 
the  problem  before  us.  Its  special  object  is  to  forestall 
adverse  criticism,  and  if  possible,  to  eliminate  jealousy 
and  opposition,  that  might  reasonably  exist  or  arise  in 
Engineering  and  other  technical  organizations,  by  the 
apparent  or  attempted  assumption  of  either  initiative  of 
movement  or  ultimate  control  of  the  machinery  sought  to 
be  set  up,  on  the  part  of  either  The  Engineering  Institute 
of  Canada,  or  by  any  other  specific  or  individual  organi- 
zation. 

The  Committee  would  respectfully  suggest  to  the 
Council  that  in  forwarding  this  draft  Bill  to  the 
Membership  of  The  Institute,  in  accordance  with  the  terms 
of  the  Resolution  of  the  Annual  Meeting  above  referred 
to,  the  Members  be  informed  that  at  this  stage  their 
approval,  or  otherwise,  of  the  draft  should  be  expressed 
as  in  regard  to  its  general  spirit  and  principle,  and  not  as 
to  the  details  or  wording  of  its  sections  and  provisions. 

The  Committee  requests  that  a  copy  of  this  letter  be 
forwarded  to  each  Member  of  The  Institute,  with  a  copy 
of  the  draft  Bill. 

In  conclusion,  the  Committee  individually  and 
collectively  takes  this  opportunity  of  expressing  its  high 
appreciation  of  the  hospitality  and  consideration  shown  to 
it  during  the  sojourn  of  its  Members  in  Montreal,  and  the 
fervent  hope  that  its  labors,  aided,  supported  and  supple- 
mented by  the  Council,  as  representing  the  several 
thousand  Members  of  The  Engineering  Institute  of  Canada, 
may  result  in  lasting  and  substantial  benefit  to  the  Engin- 
eering profession  in  Canada. 

On  behalf  of  the  Committee, 

C.  E.  W.  Dodwell,  Chairman. 
A.  Surveyer,  Secretary. 

Individual  Expressions  of  Opinion 

President,  Lieut. -Col.  R.  W.  Leonard 

In  response  to  the  request  of  Council  that  the  various 
Members  should  express  their  views  on  the  proposed 
Special  Legislation,  for  publication  in  the  June  number  of 
The  Journal,  I  beg  to  submit  the  following:- 

(1)  I  share  in  what  I  believe  to  be  the  general 
opinion  that  the  salaried  members  of  the  Engineering 
profession  in  Canada  have  for  many  years  past  been 
underpaid  and  do  not  receive  the  recognition  from 
the  public  which  the  importance  of  the  profession 
should  ensure; 

(2)  The  salaries  of  members  of  other  professions, 
as  well  as  Engineering,  have  remained  practically 
stationary  for  many  years,  while  various  Trades  and 
Labour  organizations  have,  by  co-operation  and 
strikes,  been  able  to  obtain  recently  very  much 
greater  remuneration  for  their  services; 

(3)  The  result  of  these  conditions  is  that  the 
salaried  members  of  the  profession  generally  are 
looking  for  some  means  of  organization  through 
which  they  hope  to  improve  their  financial  and  social 
status,  and  the  work  which  The  Engineering  Institute 


of  Canada  is  doing  in  this  respect  is  of  too  recent  a 
date  to  be  fully  appreciated  by  the  bulk  of  the 
Members  as  yet; 

(4)  Apparently  realizing  that  the  classification 
and  salaries  of  employees  of  the  Dominion  Civil 
Service  require  readjustment,  there  is  being  framed 
at  the  present  time  a  new  Civil  Service  Act,  which  it  is 
hoped  will  be  made  effective  shortly  and  tend  to 
greatly  remedy  the  conditions  complained  of; 

(5)  I  believe  if  the  provisions  of  the  proposed 
Civil  Service  Act  are  such  as  to  commend  themselves 
to  our  Members,  and  if  that  Act  is  put  into  force 
during  the  present  Session  of  the  House,  that  the 
results  to  be  obtained  through  the  operation  of  the 
Act  will  be  deemed  by  the  Members  of  the  pro- 
fession generally  to  be  of  greater  advantage  than  any 
results  which  could  be  obtained  through  the  passage 
of  an  Act  through  the  various  Provincial  Legisla- 
tures, as  proposed  by  the  Special  Legislation  Com- 
mittee; 

(6)  If,  on  the  other  hand,  the  provisions  of  the 
expected  Civil  Service  Act  be  not  favorably  received 
by  our  Membership,  of  if  the  passing  of  that  Act  be 
deferred  to  another  Session,  then  the  majority  of  the 
Membership  of  The  Engineering  Institute  of  Canada 
will  favor  Provincial  legislation  framed  with  a  view 
to  meeting  their  desires: 

(7)  I  am  of  the  opinion  that  a  short  simple  Act 
of  each  Provincial  Legislature  requirirg  that  all 
employees  of  such  Province  or  of  Municipalities  within 
such  Province,  who  may  be  engaged  as  technical  Engi- 
neers, should  be  Members  of  The  Engineering  Institute 
of  Canada,  or  possess  qualifications  sufficient  for 
such  Membership,  would  be  of  greater  value  to  the 
Membership  and  would  be  more  easily  obtained  than 
the  Act  proposed  by  the  Special  Committee. 

Vice-President,  H.  E.  T.  Haultain 

Three  months  ago  I  did  not  think  any  useful  legisla- 
tion was  possible,  except  perhaps  in  connection  with 
Public  Works.  After  several  hours  of  serious  considera- 
tion of  the  work  of  this  Committee  I  am  inclined  to  think 
that  it  very  probably  is  not  only  practicable,  but  is  good 
business.  It  will  not  succeed  in  doing  what  a  great  many 
of  us  expected  was  required. 

It  may  be  possible — I  think  it  probable — that  all  the 
different  branches  of  Engineering  can  get  together  on  this 
basis,  and  if  we  can  it  will  be  valuable  education,  not 
only  for  ourselves,  but  for  the  Public.  It  woud  be  a 
starting  point  for  much  growth  to  follow. 

I  cannot  see  at  the  present  time  any  serious  difficulties 
or  drawbacks.  I  do  not  believe  it  will  injure  The  En- 
gineering Institute  of  Canada.  It  may  hinder  perhaps, 
for  a  short  time,  its  present  rate  of  growth,  but  in  the 
long  run  it  ought  to  be  beneficial.  The  Engineering 
Institute  of  Canada  will  have  no  jurisdiction  over  the 
Provincial  Associations  but  it  ought  to  have  tremendous 
influence,  and  sometimes  influence  is  greater  than  juris- 
diction. These  are  wonderful  get-together  days,  and  in 
my  present  frame  of  mind  I  believe  that  this  is  something 
that  we  can  all  get  together  on.  I  know  of  nothing  else  so 
good  for  that  purpose.  I  consider  Clause  33,  the  closing 
clause,  essential. 


4  60 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


William  Pearce,  M.E.I.C. 

I  can  quite  appreciate  the  sentiments  that  many 
engineers  have  expressed  that  the  proposed  legislation 
appeared  to  them  to  be  too  much  along  the  lines  of  a  trade 
union.  It  is  not  more  so  than,  in  fact,  in  my  opinion, 
it  does  not  approach,  the  rigidity  exercised  by  the  law 
societies  in  the  various  provinces  of  Canada.  The  lawyers 
have  assumed,  and  the  public  to  a  considerable  extent 
seems  to  have  acquiesced  in  the  view,  that  they  are  pre- 
eminently the  leaders  in  almost  any  line  of  undertaking 
in  the  country. 

They  do  not  confine  themselves  to  law.  All  our  best 
public  offices,  many  having  no  connection  with  legal 
points,  go  to  lawyers.  Why  is  that  the  case  ?  Undoubtedly 
because  of  their  co-operation  which  can  be  enforced  by 
their  acts  of  incorporation  and  the  regulations  thereunder. 
Lawyers  live  and  make  their  livelihood  in  centres,  and 
thus  possess  facilities  of  co-operation  in  carrying  out 
thoroughly  the  schemes  of  their  incorporation.  We  find 
medical  men  are  striving  to  work  out  along  the  same  lines. 
The  same  is  noticeable  in  many  other  callings  or  profes- 
sions. 

Engineers  on  account  of  the  nature  of  their  operations 
are  very  much  scattered  and  that  is  all  the  more  reason 
they  should  have  incorporation  and  pull  together.  The 
greater  the  number  of  the  branches  of  engineering  one  can 
get  to  combine  the  more  beneficial  to  one  and  all  will  be  the 
organization. 

It  is  quite  easy  to  understand  and  I  fully  appreciate 
the  feeling  of  many  of  the  leading  members  of  the  profes- 
sion who  believe  legislation  would  be  no  benefit  to  them, 
and  it  if  should  be  that  any  odium  should  arise  from  such 
incorporation  a  certain  percentage  would  no  doubt  attach 
to  them.  From  that  standpoint  they  naturally  are  adverse 
to  such  incorporation.  That  is  a  condition  that  will  arise 
at  any  time  in  any  incorporation  of  individuals  and  we 
must  all  be  ready  to  sacrifice  something  to  the  general 
good. 

At  the  last  annual  meeting  it  was  decided  to  appoint 
a  committee  to  draw  up  a  draft  act.  That  committee 
has  been  appointed  and  I  understand  performed  the 
functions  assigned  to  it.  Is  it  not  rather  late  in  the  day  to 
hark  back  ?  From  the  action  that  has  been  taken  I  think 
that  the  time  to  have  taken  such  action  would  have  been 
at  that  meeting  or  immediately  succeeding  it. 

There  is  no  doubt  whatever  that  the  leading  members 
of  the  profession  have  in  the  past  and  still  hold  the  prin- 
ciple office  in  the  association  and  it  is  highly  desirable  in 
the  interests  of  The  Institute  that  that  condition  should 
continue.  It  would  be  detrimental,  probably  fatal,  to  it 
if  such  a  condition  did  not  continue.  It  is  I  presume  a 
matter  of  indifference  to  many  of  those  past  or  present 
officials  whether  we  have  incorporation  or  not.  Their 
business  either  professionally  or  arising  out  of  their  pro- 
fession is  sufficiently  assured,  so  that  legislation  is  a 
matter  of  indifference  to  them  at  least  from  a  financial, 
social  or  any  other  standpoint.  I  trust,  however,  that  on 
reflection  they  will  consider  that  it  would  at  least  be  gen- 
erous if  not  their  duty  to  the  less  fortunate  members  of  the 
profession  to  assist  them  in  the  promotion  of  their  interests. 
Under  the  present  condition  the  opinion  of  the  majority 
must  largely  rule;  any  other  course  would  probably  be 


fatal  to  the  interest  s  of  the  profession  and  in  turn  to  that 
of  The  Institute;  therefore,  I  trust  that  the  council  will 
loyally  back  up  the  legislation  proposed. 

There  may  be,  and  no  doubt,  will  be,  many  things  in 
the  proposed  legislation  which  will  require  amendment,  but 
let  us  make  a  start:  the  amendments  can  come  later.  If 
we  are  to  study  the  matter  for  a  decade  it  would  probably 
be  found  that  when  we  came  to  apply  the  legislation  many 
weak  points  would  be  discovered. 

G.  II.  Duggan,  M.E.I.C. 

The  proposed  legislation  is,  no  doubt,  the  outcome 
of  the  widespread  feeling  that  we  should  bend  our  energies 
to  our  material  as  well  as  our  professional  advancement. 

In  my  view,  better  pay  for  all  can  only  come  through 
better  and  more  complete  organization  of  the  profession 
and  the  education  of  the  public  to  the  value  of  our  services. 
It  cannot  be  at  once  reached  by  any  form  of  legislation 
except  for  certain  special  classes  of  engineers  employed  by 
governing  bodies,  to  be  referred  to  later. 

While  I  am  strongly  in  favor  of  the  introduction  of 
legislation  because  it  can  probably  be  made  to  immediately 
benefit  some  classes  and  will  hasten  the  better  recognition 
of  the  profession  so  that  eventually  a  plan  may  be  worked 
out  by  which  all  will  benefit,  I  think  the  Act  is  impractic- 
able in  its  present  scope  and  if  its  promoters  should  happen 
to  be  successful  in  getting  legislation  in  this  form  that  it 
would  almost  certainly  destroy  The  Institute,  segregate 
the  profession  and  set  us  back  many  years. 

Admitting,  for  the  sake  of  argument,  that  the  pro- 
posed legislation  can  be  obtained,  let  us  consider  its 
probable  effect  upon  The  Institute  and  upon  the  profession 
as  a  whole.  The  Act  provides  that  a  Provincial  Association 
shall  be  formed  in  each  Province  and  although  it  proposes 
to  nominally  limit  the  work  of  the  Association  to  the 
administration  of  the  Act  and  calls  upon  its  Members  to 
pay  only  moderate  dues,  it  also  prohibits  any  one  who  is 
not  a  member  of  that  Association,  regardless  of  his  member- 
ship in  The  Institute,  from  practising  any  kind  of  engin- 
eering in  the.  Province.  It  is  a  foregone  conclusion  that 
most  of  the  men  who  belong  to  the  Provincial  Association 
will  not  continue  to  pay  double  dues  and  will  drop  The 
Instil ute  because  it  will  be  more  efficient  and  quite  easy, 
notwithstanding  the  aforesaid  limitations  of  the  Act,  to 
substitute  the  Provincial  Association  for  the  Branch; 
one  Association  of  Engineers  being  all  that  is  required  to 
do  the  present  work  and  to  administer  the  Act. 

The  Act  implies  that  all  who  are  registered  under  it 
will  be  competent  to  practice  as  engineers,  and  then 
proceeds  to  cover  under  the  definition  of  Registered 
Engineers  nearly  every  branch  and  grade  of  the  profession. 

It  is  difficult  to  see  the  connection  between  the 
qualifications  requisite  for  an  engineer  designing  or  super- 
vising harbor  works  or  an  irrigation  scheme  with  those 
required  for  an  engineer  designing  internal  combustion 
engines  or  electrical  machinery,  and  the  lack  of  parallelism 
may  be  multiplied  to  any  extent.  No  one  can  hope  to  be 
proficient  in  all  branches  of  engineering  and  the  tendency 
is  towards  specialization — the  only  tie  between  many  of 
the  branches  of  the  profession  being  the  fundamental 
sciences —  and  merely  being  a  Registered  Engineer  without 
definition  would  not  mean  to  the  employing  public  or  to 
brother  engineers  a  certificate  of  general  competency. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


461 


The  Institute  has  already  achieved  great  influence 
considering  its  scattered  membership  and,  under  its  new 
Constitution,  is  apparently  in  a  fair  way  to  include  all 
engineers  and  become  the  organization  we  need.  We  must 
recognize,  however,  that  so  far  we  have  only  included  a 
small  number  of  the  mechanical,  electrical  and  other 
specialized  branches  of  the  profession  who  have  not 
heretofore  had  any  interest  in  our  Institute  and  if  we 
proceed  too  fast  we  must  expect  serious  opposition  from 
engineers  as  well  as  the  Corporations  and  others  to  whom 
we  look  for  employment. 

Many  other  arguments  could  be  set  forth  to  show  that 
the  effect  of  the  legislation  would  be  to  destroy  The  Institute 
or,  at  the  very  least,  to  curtail  its  activities  and  relegate 
it  to  the  position  of  only  a  technical  society. 

I  recognize  that  legislation  must  be  Provincial  and 
that  associations  provincial  in  name  will  have  to  be  sponsors 
for  applications  to  the  Provincial  Legislatures.  Our 
Branches  and  Provincial  Divisions  are  naturally  the  main- 
stay of  The  Institute  and  I  cannot  see  why  the  legislation 
should  be  made  of  such  a  character  that  we  must  dissociate 
these  Provincial  bodies  from  our  own  division  and  from 
The  Institute. 

It  has  been  argued  that  we  cannot  apply  for  legis- 
lation through  our  own  Provincial  Divisions  or  through 
any  Associations  linked  with  The  Institute  without  serious 
opposition  from  the  Mining  Institute  and  from  other 
qualified  engineers  who  are  not  members  of  our  Institute. 
That  is  no  doubt  true  if  it  is  expected  to  bring  under  the 
Act  all  who  practice  engineering  in  any  form  and  in  every 
capacity,  but  I  believe  that  if  legislation  were  sought 
within  more  reasonable  and  practicable  limits  instead  of 
opposition  we  would  have  assistance  from  these  other 
interests. 

In  my  view  the  fundamental  difficulty  is  in  trying  to 
make  the  Act  all-embracing  and  cover  all  classes  of  engin- 
eers rather  than  in  defining  the  character  of  works  which 
may  be  designed  and  supervised  only  by  registered 
engineers  and,  for  a  start,  I  should  make  registration 
necessary  only  for  the  designers  and  supervisors  of  works 
built  by  public  money  of  the  character  usually  called 
Civil  Engineering — that  is  to  say,  waterways,  harbors, 
irrigation,  roads,  railways,  bridges,  hydraulic  works  and 
similar  constructions,  carefully  excluding  mining  or  those 
works  undertaken  by  private  capital  or  private  Cor- 
porations. 

The  Miners  might  properly  be  urged  to  seek  legislation 
at  the  same  time  with  regard  to  mines,  and  we  would  not 
suffer  if  in  this  legislation  they  asked  that  Civil  Engineers 
must  join  their  Institute  and  pass  the  mining  examinations 
before  being  allowed  to  do  work  in  connection  with  mines. 
The  surveyors,  too,  should  be  safeguarded  in  the  continua- 
tion of  their  present  work  even  to  the  extent  of  conducting 
such  engineering  works  as  they  have  been  accustomed  to 
carry  out  in  their  Surveying  practice. 

The  Act  could  provide  for  admission,  without  exam- 
ination, of  members  of  the  Institution  of  Civil  Engineers, 
London,  the  American  Society  of  Civil  Engineers  and 
other  recognized  Civil  Engineering  Societies.  It  would 
be  a  simple  matter  for  each  Provincial  division  to  collect 
enough  to  cover  the  extra  cost  of  its  examinations  and 
registration — thus  only  the  men  who  benefit  by  the  legis- 
lation would  be  taxed  therefor;  those  who  did  not  care  to 


join  The  Institute  would  be  simply  making  use  of  its 
machinery  to  handle  the  legislative  enactments  benefitting 
them  in  the  Province,  and  the  Branches  would  still  remain 
the  Associations  to  which  the  Members  of  The  Institute 
would  owe  their  first  allegiance  and  wo'uld  thus  become  of 
increased  usefulness  and  be  better  supported. 

I  have  not  touched  upon  the  probable  failure  of  the 
Act  to  protect  or  benefit  in  any  way  the  very  large  number 
of  salaried  men  now  designated  as  engineers  but  who 
would  be  treated  under  the  Act  merely  as  technical  clerks. 
It  would  seem,  in  fact,  that  it  is  drafted  principally  with  a 
view  to  benefitting  the  consulting  engineers  or  only  those 
who  must  affix  their  signatures  to  plans  and  documents. 

The  public  has  a  right  to  be  protected  and  to  know 
that  those  in  charge  of  public  works  are  competent.  From 
an  economic  point  of  view  the  public  will  benefit  by  paying 
for  the  better  administration  of  public  expenditures, 
but  there  is  absolutely  no  justification  for  demanding 
registration  for  all  classes  of  the  profession;  it  is  distinctly 
contrary  to  public  interest,  is  sure  to  arouse  the  opposition 
of  many  corporations  and  of  associations  of  business  men 
and  manufacturers — all  tending  to  lower  rather  than 
elevate  the  engineer  in  the  estimation  of  the  public,  and 
I  feel  it  my  duty  to  oppose  legislation  of  this  character  and 
scope. 

I  am,  however,  prepared  to  give  whole-hearted  sup- 
port to  legislation  protecting  engineers  in  the  public 
service  and  that  will  not  be  detrimental  to  this  Institute, 
for  I  am  convinced  that  in  the  strengthening  of  The 
Institute  lies  the  advancement  and  better  remuneration 
of  the  Profession. 

F.  H.  Peters,  M.E.I.C. 

The  Model  Act  published  in  the  May  Journal  I  think 
speaks  for  itself.  I  am  strongly  in  favour  of  gaining 
legislative  enactment.  I  would  suggest  to  all  the  members 
that  in  determining  how  to  cast  their  ballot  on  the  matter 
of  legislation  that  they  be  not  too  critical  of  the  minor 
details  of  the  Act,  but  rather  view  it  in  the  broad  light  as 
indicating  what  kind  of  legislation  is  desirable.  I  believe 
that  a  large  majority  of  our  members  will  vote  in  favour  of 
legislation.  If  this  proves  to  be  the  case,  I  think  that  our 
members  should  then  take  the  lead  in  gaining  a  full  co- 
operation between  all  professional  engineers  in  order  to 
get  the  necessary  legislation  passed  in  the  several  provinces. 
I  think  the  Model  Act  as  framed  by  the  special  committee 
should  prove,  once  and  for  all,  that  The  Engineering 
Institute  is  working  for  the  material  advancement  of  all 
professional  engineers  and  not  for  any  selfish  interest  of 
The  Engineering  Institute. 

II.  H.  Vaughan,  M.E.I.C. 

I  agree  that  the  form  of  the  proposed  Act  is,  in  all 
probability,  the  only  one  possible  in  view  of  the  legal 
conditions  and  the  position  that  would  be  taken  by  other 
Societies  if  it  were  modified.  I  consider  it  unfortunate, 
however,  that  conditions  should  exist  which  require  such  an 
Act  being  so  drafted  as  to  eliminate  from  its  requirements 
the  provision  that  members  of  The  Engineering  Institute 
may,  by  payment  of  the  local  fee,  become  members  of  any 
of  the  Provincial  Associations. 


462 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


Such  a  provision  would  bring  together  the  various 
provincial  associations  and  the  parent  Society  wheras 
without  it  The  Institute  must  necessarily  become  a  tech- 
nical society  only  and  gradually  lose  its  influence  and  the 
means  for  improving  the  status  and  prosperity  of  engi- 
neers generally. 

The  proposed  Act  can  only  benefit  a  small  number 
of  those  who  are  earning  their  living  as  Engineers.  It 
would  establish  registration,  which  might  be  advantageous 
to  men  engaged  in  civil  engineering  work,  in  Government 
or  Municipal  services  or  those  who  are  practicing  as 
Consulting  Engineers.  It  is  so  drafted  that  it  cannot 
possibly  benefit  in  any  way  the  vast  majority  of  engineers 
who  are  salaried  employees  of  firms  or  corporations  manu- 
facturing or  contracting  for  work  requiring  engineering 
supervision  as  employment  by  such  firms  of  one  registered 
engineer  would  be  sufficient  to  conform  to  the  requirements 
of  the  Act.  The  majority  of  engineers  must,  therefore, 
understand  that  in  supporting  such  legislation  they  will 
inevitably  weaken  The  Engineering  Institute  which,  if 
properly  developed,  may  evolve  into  a  sufficiently  powerful 
society  to  be  of  some  substantial  use  in  improving  the 
condition  of  all,  while  a  series  of  provincial  societies  will 
only  be  of  benefit  to  the  few.  Such  legislation  may  react 
on  the  younger  members  of  the  profession  by  making  it 
more  difficult  for  them  to  engage  in  engineering  work  in  any 
Province  in  which  they  see  an  opportunity  as,  before  doing 
so,  they  would  have  to  become  members  of  the  Provincial 
Association,  which  might  conceivably  be  rendered  quite 
difficult  if  any  provincial  organisation  desired  to  restrict 
the  number  of  men  practising  in  the  territory  it  controls. 

Drafted  as  this  Act  is  to  include  as  professional 
engineers  men  exercising  certain  classes  of  supervision 
over  the  entire  field  of  engineering  work,  a  large  proportion 
of  its  requirements  are  bound  to  become  a  dead  letter. 
The  admission  as  a  professional  engineer  carries  with  it  no 
guarantee  of  competency ;  that  is  to  say  that  the  admission 
of  a  man  on  account  of  his  ability  in  constructing  or  repair- 
ing highways  will  in  no  way  indicate  his  fitness  as  a  designer 
of  aeroplanes  or  floating  docks.  The  consequence  will, 
naturally,  be  that,  while  the  Act  may  restrict  the  employ- 
ment of  men  on  public  or  municipal  works,  it  is  practically 
sure  to  be  ignored  on  mechanical  or  electrical  works  or, 
at  the  most,  will  be  obeyed  by  the  registration  of  one 
engineer  in  each  firm,  who  would  take  out  his  certificate. 

I,  therefore,  consider  that  if  legislation  of  this  kind 
is  to  be  applied  for  it  would  be  far  wiser  to  restrict  it 
to  civil  engineers  employed  on  work  involving  public 
funds  or  public  safety  so  that  it  might  be  of  some  reason- 
able use  as  a  measure  of  public  benefit. 

L.  B.  Elliot,  M.K.I.C. 

The  Act  as  proposed  by  the  Special  Committee 
overcomes  the  principal  objections  that  have  been  raised 
against  Legislation  for  Engineers;  namely,  by  providing 
for  similar  legislative  control  in  each  province,  and  by 
placing  all  engineers  on  the  same  basis  irrespective  of 
their  affiliations.  It  might  also  be  argued  that  the  creation 
of  the  proposed  Association  of  Engineers  would  encroach 
on  the  proper  sphere  of  The  Institute.  I  think  this 
objection  is  more  apparent  than  real,  as  the  function  of 
the  Association  is  restricted  solely  to  the  administration 
of  the  Act.    On  the  contrary  I  believe,  that  once  legislation 


is  secured  and  its  benefits  become  apparent,  engineers  will 
take  a  renewed  interest  in  The  Institute  and  its  activities. 

The  Special  Committee  has  I  think,  succeeded  in 
framing  an  Act  which  should  commend  itself  to  a  large 
majority  of  engineers,  whether  members  of  The  Institute 
or  not.  While  the  details  of  the  measure  might  require  to 
be  varied  in  the  different  provinces,  the  general  spirit 
and  prinicple  of  the  Act  should  receive  our  full  support. 

A.  (inn,,  M.E.I.C. 

In  approving  of  the  proposed  act,  the  members  of 
The  Institute  must  bear  in  mind  that  a  new  body  of 
engineers  is  being  formed,  independent  of  The  Institute 
or  any  other  association  now  existing. 

To  have  the  act  successfully  passed,  will  require  the 
co-operation  of  all  engineers  throughout  the  country, 
including  civil,  mining,  electrical,  mechanical,  chemical, 
etc. 

As  it  is  hardly  likely  to  find  engineers  willing  to 
support  two  engineering  associations  in  Canada  working 
with  the  same  aim,  The  Institute  must  consider,  in  the 
event  of  the  adoption  of  the  proposed  legislation,  a  change 
in  the  by-laws,  and  a  wider  policy  to  admit  all  grades  of 
engineers. 

It  is  the  duty,  therefore,  of  the  complete  membership 
to  support  the  bill  and  obtain  the  co-operation  of  all  other 
engineering  associations  in  the  country.  When  the  act  is 
passed  by  each  province,  and  carefully  complied  with,  it 
will  greatly  redound  to  the  credit  and  uplift  of  the 
Engineering  profession  throughout  Canada. 

Janies  H.  Kennedy,  M.E.I.C. 

Though  I  have  in  the  past  never  been  much  in 
sympathy  with  the  idea  of  applying  for  any  special 
Legislation,  having  viewed  the  Can.  Soc,  C.  E.  from  the 
standpoint  of  a  member  outside  the  Dominion,  and  possibly 
over  estimating  the  difficulties  to  be  encountered,  I  have 
now  arrived  at  the  conclusion  that  Legislation  has  become 
necessary;  and  should  be  obtained  if  possible.  I  have 
examined  the  draft  Bill  submitted  by  the  Committee  and 
entirely  approve  of  the  basic  principle  of  Legislation  and 
the  details  of  the  proposed  Bill  as  submitted  by  the 
Committee. 

J.  G.  Sullivan,  M.E.I.C. 

The  ideas  set  forth  by  the  Committee  as  those  which 
guided  them  in  the  forming  of  the  Draft  Bill,  seem  to  fully 
cover  the  ground,  and  the  draft  bill  has  overcome  many  of 
the  difficulties  that  I  saw  in  the  way  of  Legislation.  I, 
therefore,  approve  of  what  has  been  done  to  date. 

L.  A.  Thornton,  M.E.I.C. 

Saskatchewan  members  with  whom  I  have  discussed  the 
matter  are  in  favor  of  legislation,  and  of  the  proposed  Bill 
which  embodies  the  essentials  in  the  Draft  prepared  by 
the  Saskatchewan  Bianch.  While  I  concur  in  this 
view,  I  sincerely  regret  that  the  identity  of  The  Institute 
and  membership  thereof  will  rot  in  any  definite  way  be 
recognized  in  Legislation.  I  feel  that  there  is  in  this  a 
serious  objection  since  the  securing  of  legislation  in  the 
several  provinces  is  liable  to  cause  a  flagging  of  that 
interest  in  The  Institute  which  of  late  has  been  so  en- 
couraging. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


463 


Branch  Opinions 

Edmonton  Branch 
The  Edmonton  Branch  strongly  supports  the  pro- 
posed Bill  in  a  general  way. 

We  hope  to  have  a  good  discussion  on  it  at  the 
Western  Professional  Meeting  and  we  are  writing  all 
Western  Branches  to  present  their  views,  also  to  find  out 
what  the  Local  Engineers  of  other  Organizations  think 
of  it. 

We  believe  it  would  be  advisable  for  our  Headquarters 
to  commence  discussion  with  such  organizations  as  are 
vitally  interested. 

Toronto  Branch 
(Telegram) 

At  Branch  Meeting  held  May  19th,  moved  by  A.  F. 
Stewart,  seconded  by  C.  H.  Rust,  that  this  meeting  of  the 
Toronto  Branch,  Engineering  Institute  of  Canada,  hereby 
endorse  general  principles  of  proposed  Act  respecting 
engineering  profession,  but  is  of  the  opinion  that  there 
should  be  a  very  careful  revision  of  the  details  before 
submitting  it  to  the  legislature.     Carried. 

W.  S.  Harvey, 

Sec'y--Treasurer. 

*    *    * 

To  Visit  Western  Branches 

Brig.-Gen.  Sir  Alexander  Bertram,  who  has  taken 
a  lively  interest  in  the  welfare  of  The  Institute  in  the  past 
and  who  is  now  Chairman  of  the  Library  and  House 
Committee  as  a  member  of  Council,  has  kindly  consented 
to  visit  the  western  branches  of  The  Institute  during  the 
coming  summer  and  be  present  at  the  Western  Profes- 
sional Meeting  in  Edmonton,  accompanied  by  the 
Secretary,  who  expects  to  leave  Montreal  on  or  about 
the  16th  of  June  and  attend  meetings  of  the  various 
branches  approximately  as  follows: — Winnipeg,  June 
19th;  Regina  Annual  Meeting,  Saskatchewan  Branch, 
June  21st;  Calgary,  June  23rd;  Vancouver,  June  28th; 
Victoria,  June  30th. 

Sir  Alexander  will  speak  on  the  activities  and  welfare 
of  the  engineering  profession  in  this  country. 

Salaries  and  the  Civil  Service 

Since  the  last  issue  of  The  Journal  the  Ottawa 
committee  has  been  actively  at  work  compiling  informa- 
tion for  the  benefit  of  members  of  Parliament  who  have 
promised  to  speak  on  behalf  or  engineers  and  technical 
men  when  this  important  question  comes  before  Parlia- 
ment. About  seventy  members  have  endorsed  the 
proposal  to  discuss  the  matter  of  increased  remuneration, 
feeling  that  an  injustice  has  been  wrought  the  splendid 
men  of  this  class  who  are  in  the  Government  service. 
The  influence  of  The  Institute  throughout  Canada  is 
being  brought  to  bear  on  this  matter  in  a  way  that  has 
never  before  been  attempted.  If  this  activity  does  not 
bring  about  the  desired  result  in  full  measure,  the 
experience  gained  will  have  made  the  profession  stronger 
and  in  a  better  position  to  secure,  on  behalf  of  the  engineers 
employed  by  the  Government,  what  everyone  is  agreed 
is  rightfully  theirs. 

Many  of  the  members  have  been  throwing  the  blame 
for  the  salaries  advertised  by  the  Secretary  of  the  Civil 
Service  Commission  upon  that  body,  but  from  a  letter 
received  from  Secretary  Foran  it  is  shown  that  the  Civil 


Service  Commission  has  not  yet  been  able  to  assume  the 
responsibility  of  fixing  salaries,  which  still  rests  with  the 
heads  of  the  various  departments.  It  is  proposed, 
however,  under  the  new  Act  to  have  this  matter  entirely 
in  the  hands  of  the  Commission,  subject  to  the  regulations 
laid  down  in  the  Civil  Service  Act. 

The  subject  of  remuneration  has  taken  a  strong 
hold  of  engineering  bodies  as  shown  by  the  activity  in  the 
United  States.  The  Engineering  Council  has  taken  up 
this  question  in  an  aggressive  manner  and  has  appointed 
a  commettee  of  influential  men  to  report  on  the  whole 
subject.  The  American  Association  of  Engineers  has 
been  most  active  in  this  connection.  At  its  annual 
convention  held  in  Chicago,  May  12th  and  13th,  the 
Compensation  Committee  brought  in  a  report  comprising 
nineteen  pages  and  containing  a  schedule  of  salaries 
covering  nearly  every  line  of  engineering  work.  The 
salary  recommendations  were  on  a  par  with  those  published 
in  the  May  issue  of  The  Journal  and  were  adopted  by  the 
convention. 

The  suggestion  made  in  some  quarters  of  adopting 
union  methods  to  increase  salaries  is  an  evidence  of  how 
keenly  the  situation  is  felt  by  some  men.  It  is,  however, 
unthinkable  that  The  Institute  should  second  such 
proposals  and  moreover,  we  cannot  in  the  very  nature  of 
things  sympathize  with  the  principles  of  unionism,  which 
demand  and  threaten,  without  assuming  any  responsibility 
either  collectively  or  individually.  Engineers  are  res- 
ponsible men  and  deserve  the  recognition  that  men  of 
responsibility  should  have,  and  moreover,  they  are  going 
to  receive  this  recognition  by  acting  together  for  the 
common  good.  The  work  already  initiated  will  bring 
about  beneficial  results  and  in  the  near  future. 

Appreciation  from  England 

Members  of  The  Institute  will  be  interested  to  know 
the  manner  in  which  The  Journal  is  appreciated  in 
England,  from  the  following  extract  of  a  letter  just 
received : — 

"I  was  very  glad  indeed  to  receive  the  March 
copy  of  The  Journal,  and  was  interested  in  the 
account  of  the  Annual  Meeting,  which  seems,  as  you 
said,  to  have  been  a  very  successful  one.  The  Insti- 
tute is  in  a  very  live  condition,  and  I  look  forward 
with  pleasure  to  the  arrival  of  The  Journal  each 
month.  I  have  shown  it  to  several  members  of  the 
British  Institute  here  and  they  are  rather  envious". 
This  is  a  further  tribute  to  the  wisdom  of  the  men  who 
are  responsible  for  The  Journal  being  started. 

Aims  and  Ideals  of  the  American  Association 
of  Engineers 

By  F.  H.  Newell. 

Service:  Service  to  the  members  and  through  these 
to  the  public  is  the  first  aim  of  the  American  Association 
of  Engineers.  This  service  is  rendered  directly  and  in 
ways  where  the  individual  member  cannot  help  himself 
and  where  he  needs  the  assistance  of  a  well  organized 
group  of  men  of  similar  thoughts  and  habits. 

This  service  takes  various  forms,  but  begins  with 
the  vital  requirement  of  opportunity  for  self  support. 
The  engineer  who  is  without  proper  employment  cannot 
perform  his  duties  to  his  family  and  to  society;  to  be  of 


464 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


the  greatest  value  he  must  be  so  placed  as  to  be  able  to 
use  his  abilities  to  the  best  advantage.  The  first  aim, 
therefore,  of  the  Association  is  to  use  its  resources  in 
trying  "  to  get  the  square  pegs  into  the  square  holes  and 
the  round  pegs  into  the  round  holes." 

Adequate  Compensation  :  More  than  this  it  is  obvious 
that  a  mere  living  wage  will  not  permit  a  highly  educated 
and  well  trained  engineer  to  do  his  best  for  his  fellow 
men.  He  is  "  worthy  of  his  hire  "  and  this  must  be 
sufficient,  not  merely  to  keep  his  family  from  privations 
but  to  enable  him  to  make  choice  among  opportunities 
and  to  express  his  personality  and  ideals ;  not  having  these 
crushed  out  by  the  daily  struggle  to  make  both  ends  meet. 

A  fair  wage  scale,  a  definition  of  the  training  and 
qualities  needed,  the  terms  of  employment  and  the 
corresponding  compensation  is  being  worked  out.  In  the 
study  of  these  intricate  relations  it  has  become  apparent 
that,  largely  through  ignorance,  the  wages  of  engineers 
in  subordinate  positions  often  have  been  kept  below 
those  of  mechanics  and  laborers.  Out-grown  laws  and 
traditions  have  fixed  his  low  pay  rather  than  the  opera- 
tion of  the  rules  of  supply  and  demand,  as  usually  under- 
stood. 

It  is  not  to  be  supposed  that  every  poorly  paid 
engineer  is  entitled  to  larger  compensation;  he  may  be 
earning  all  that  he  is  worth  in  his  present  position,  but 
if  misplaced  he  should  be  enabled  to  get  into  a  position 
where  his  natural  or  acquired  talents  will  be  worth  more 
and  where  he  may  be  correspondingly  remunerated. 

Education:  The  American  Association  of  Engineers 
is  conducting  an  educational  campaign  to  inform  the 
public  not  only  as  to  what  engineers  in  general  are  doing 
but  to  enforce  the  lesson  that  larger  comfort,  health, 
and  prosperity  to  the  public  will  flow  from  a  more  complete 
use  of  the  services  of  the  engineer.  This  is  being  done 
through  publicity,  through  putting  in  the  daily  papers 
and  magazines,  which  are  read  by  the  public  not  the 
technical  journals  read  by  but  few,  the  simple  facts  in 
ways  which  will  attract  the  ordinary  readers.  These 
by  constant  repetition  in  new  forms  tend  to  create  a 
proper  appreciation  of  the  services  of  the  engineer  and 
of  his  value  to  society. 

This  publicity  is  undertaken  not  to  exploit  any 
particular  man  but  on  the  contracy  to  let  the  public 
know  something  of  engineering  achievements  and  the 
gain  to  all  which  comes  from  these.  For  example,  millions 
of  dollars  are  being  spent  on  highways,  a  considerable 
part  of  this, —  as  in  the  past, —  is  being  wasted  because 
the  public  has  not  yet  learned  that  there  is  a  science  in 
road  making  and  that  not  every  farmer  or  man  out  of  a 
job  is  a  born  expert  in  this  line.  When  people  in  general 
appreciate  that  the  payment  of  a  liberal  salary  to  a  skilled 
highway  engineer  will  result  in  saving  ten  or  a  hundred 
dollars  for  every  dollar  spent  in  salary,  then  our  highway 
construction  may  be  put  on  a  sound  basis. 

The  educational  program  is  also  conducted  in  the 
local  meetings  of  the  American  Association  of  Engineers 
where  the  effort  is  made  to  bring  together  all  engineers 
in  that  vicinity,  assembling  them  in  small  groups  for 
mutual  acquaintance  and  advancement,  not  as  specialists 
in  some  one  line  or  as  separate  sections  of  civils,  mechan- 
icals and  electricals  but  as  engineers  concerned  in  engineer- 
ing as  a  profession  and  with  a  common  background  of 
intellectual  activity. 


Engineers  for  Engineering :  One  of  the  slogans  of  the 
American  Association  of  Engineers  is  the  demand  that 
in  all  engineering  operations  engineers  be  employed  in 
responsible  executive  positions.  Because  of  defects  in 
their  early  education  and  to  corresponding  indifference 
to  public  affairs,  the  engineers  as  a  whole,  as  well  as  the 
public,  have  tolerated  the  designation  of  men  other  than 
engineers  to  take  responsible  charge  of  public  works. 
Lawyers,  newspapermen  or  politicians  in  general  are  as  a 
rule  put  at  the  head  of  bureaus  or  offices  having  charge 
of  highway  construction,  water  works,  sewage,  drainage, 
canals,  and  innumerable  other  enterprises;  the  popular 
statement  being  that  a  cheap  engineer  can  be  employed 
if  necessary. 

It  is  one  of  the  aims  of  the  American  Association  of 
Engineers  to  turn  the  full  light  of  publicity  upon  such 
conditions  and  make  it  as  impossible  for  the  public  to 
tolerate  an  unskilled  man  at  the  head  of  federal,  state  or 
municipal  public  works  as  it  would  be  for  a  doctor  to  be 
designated  as  city  attorney. 

Mutual  Protection:  In  the  same  way  individual 
abuses  which  have  been  tolerated  should  be  exposed  to 
the  purifying  sunshine  of  publicity.  Again  and  again  it 
has  happened  that  the  Civil  Service  laws  as  they  relate  to 
engineers  have  been  violated  with  impunity,  simply 
because  it  was  known  that  the  existing  engineering 
organizations  would  make  no  effective  protest.  Individual 
cases  of  unfair  dealing  have  been  all  too  frequent.  In 
other  professions,  as  of  law  and  medicine,  these  have 
been  dealt  with  in  a  drastic  manner,  public  opinion  has 
sustained  the  legal  or  medical  fraternity  in  taking  such 
action.  The  engineers,  however,  have  gained  the  reputa- 
tion of  being  not  merely  tolerant  but  indifferent  to  such 
matters,  they  have  rather  prided  themselves  on  their 
individualism,  which  lets  each  member  sink  or  swin,  or 
violate  ordinary  rules  of  fair  competition,  or  remain  subject 
to  requirements  of  laws  such  as  those  which  fix  the  wages 
of  a  drainage  engineer  at  $5.  a  day. 

It  is  not  to  be  supposed  that  all  of  these  evils  can  be 
corrected  at  once,  but  a  long  step  forward  will  be  made 
when  it  becomes  known  that  a  large,  well  organized  body 
of  educated  men  are  ready  to  take  up  the  just  cause  of  a 
brother  member,  even  though  he  may  be  living  remote 
from  any  engineering  center.  Moreover  the  weaker 
men  in  the  association  will  be  strengthened  to 
perform  better  work  and  more  completely  discharge 
their  duties  if  they  are  aware  that  their  lack  of  efficiency 
will  be  known  and  will  reflect  unfavorably  upon  the  stand- 
ing of  all  other  engineers. 

Ethics:  Above  and  beyond  these  fundamentals  of 
employment,  education  and  protection,  comes  the  larger 
and  more  difficult  field  of  ethics,  of  the  preservation  and 
enlargement  of  that  goodwill  which  is  the  largest  asset 
of  the  engineer.  Here  no  hard  and  fast  rules  apply: 
all  recognize  that  the  main  distinction  between  the 
mechanic  and  the  engineer  is  that  the  latter  seeks  as  his 
reward  not  merely  wages  but  the  satisfaction  in  work 
well  done,  and  properly  appreciated;  he  needs  a  certain 
intellectual  reward  found  in  the  respect  and  confidence 
of  his  fellow  men.  Here  also  as  well  as  in  technical 
achievement  the  American  Association  of  Engineers  is 
striving  for  better  things. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


465 


Town  Planning  Institute  of  Canada 

Copies  of  the  Provisional  Constitution  and  By-laws 
of  the  newly  formed  Town  Planning  Institute  of  Canada 
are  being  issued  by  the  Honorary  Secretary,  F.  D. 
Henderson,  Office  of  the  Surveyor-General,  Ottawa. 
The  objects  of  the  Institute  are  termed  to  be  to  advance 
the  study  of  town  planning,  civic  design,  and  kindred 
subjects,  and  of  the  arts  and  sciences  applying  to  these 
subjects;  to  promote  the  scientific  and  artistic  develop- 
ment of  land  in  urban  and  rural  districts,  and  to  secure  the 
association  of  and  promote  the  general  interests  of  those 
interested  in  the  study  of  town  planning. 

The  membership  of  the  Institute  will  comprise  resi- 
dents in  Canada,  who  are  architects,  engineers,  surveyors, 
landscape  architects  and  barristers,  in  good  standing  in 
their  professional  institutes  or  societies,  who  shall  be 
prepared  to  qualify  themselves  to  engage  in  the  practice 
of  some  aspect  of  town  planning.  Provision  is  also  made 
for  associate  members,  legal  members;  legal  associate 
members,   students,   associates  and  honorary  members. 

A  refreshing  feature  of  the  new  Town  Planning  In- 
stitute is  that  there  are  to  be  no  "Charter"  members. 
Prior  to  the  31st  May,  1920,  no  members  or  legal  members 
are  to  be  elected.  During  that  period  the  membership 
is  to  consist  only  of  associate  members,  legal  associate 
members,  students,  associates  and  honorary  members. 
Associate  members  are  elected  on  probation  only  for  one 
year.  As  a  condition  of  their  election  such  associate 
members  must  agree  to  undertake  a  course  of  study  in 
town  planning,  and  either  pass  a  qualifying  examination, 
or  submit  a  thesis  dealing  with  an  aspect  of  town  planning 
prior  to  the  above  named  date,  satisfactory  to  boards  of 
examiners  to  be  hereafter  appointed.  One  of  the  objects 
of  the  Town  Planning  Institute  will  be  to  promote 
university  courses  in  town  planning  and  some  preliminary 
steps  have  already  been  taken  in  this  regard. 

An  invitation  has  been  sent  to  a  number  of  architects, 
engineers  and  surveyors,  who  are  believed  to  have  suffi- 
cient interest  in  the  subject  of  town  planning,  and  to  be 
willing  to  become  associate  members  under  the  conditions 
set  forth  in  the  prospectus.  Corporate  members  of 
The  Engineering  Institute  are  invited  to  offer  themselves 
for  probationary  membership,  and  can  obtain  forms  of 
application  from  the  Secretary.  An  inaugural  meeting  of 
the  Institute  is  to  be  held  shortly  at  Ottawa. 

Of  the  provisional  council  elected  for  the  purpose  of 
carrying  on  the  work  of  the  Institute  during  the  pro- 
bationary period,  Mr.  Thomas  Adams,  F.S.I.,  Housing  and 
Town  Planning  Adviser  for  Canada,  is  Chairman.  The 
engineering  members  of  the  provisional  council  are: — ■ 
J.  B.  Challies,  M.E.I.C,  Director  of  Water  Power,  Dept. 
of  the  Interior,  Ottawa;  R.  S.  Lea,  M.E.I.C,  Consulting 
Engineer,    Montreal. 

Provision  is  made  for  the  formation  of  local  branches 
of  the  Town  Planning  Institute  in  the  different  provinces 
and  cities.  The  officers  of  the  Ottawa  local  branch  include 
two  engineers: — N.  Cauchon,  A.M.E.I.C.,  President;  H.  L. 
Seymour,  A.M.E.I.C.,  Secretary-Treasurer. 

Federal  Orders-in-Council  have  been  passed  that 
make  some  $25,000,000  available  to  the  Provincial  Govern- 
ments for  loans  for  housing  at  an  interest  rate  of  only  5 


per  cent  per  annum.  The  general  object  as  stated  in  the 
Order-in-Council  of  February  18th.  (P.C.  374),  is  to 
promote  the  erection  of  dwelling  houses  of  modern  charac- 
ter to  relieve  congestion  of  population  in  cities  and  towns, 
to  put  within  the  reach  of  all  working  men,  particularly 
returned  soldiers,  the  opportunity  of  acquiring  their  own 
homes  at  actual  cost  of  the  building  and  land  acquired  at 
a  fair  value,  thus  eliminating  the  profits  of  the  speculator 
and  to  contribute  to  the  general  health  and  well-being 
of  the  community  by  encouraging  suitable  town  planning 
and  housing  schemes. 

The  four  general  conditions  on  which  the  loan  will  be 
made  are  specified  and  standards  are  recommended  for 
Provincial  Housing  schemes.  The  amount  of  the  loan  for 
the  acquisition  of  the  site,  the  construction  of  the  nec- 
essary local  improvements  and  the  erection  of  the  dwelling 
is  limited  bv  the  Order-in-Council.  The  amount  of  loan 
varies  as  the  type  of  house  to  be  erected,  the  maximum 
being  $4,500.  No  actual  limit  is  set  to  the  cost  of  house, 
land  or  improvements,  but  in  order  to  ensure  that  loans 
are  made  only  to  those  who  need  it,  it  is  recommended  that 
no  person  in  receipt  of  an  income  exceeding  $3,000  per 
annum  should  be  eligible  as  a  purchaser  or  tenant  of  a 
house  erected  with  the  aid  of  Government  funds  in  any 
schemes  carried  out  by  Provincial  Governments,  Munici- 
palities, Housing  Associations  or  owners  of  lots.  The 
proportion  of  the  cost  of  land  and  local  improvements  to 
the  cost  of  dwelling  is  also  specified  in  the  recommenda- 
tions. 

A  matter  of  significance  to  engineers  is  that  the 
Order-in-Council  recognizes  that  a  house  is  considered 
to  consist  of  three  things:  (1)  the  site— the  land  on  which 
it  stands;  (2)  local  improvements —pavements,  sidewalks, 
sewers,  etc.,  provided  for  access  and  drainage;  (3)  the 
building.  In  the  first  two,  and  especially  the  second,  the 
engineer  is  particularly  interested. 

According  to  Orders-in-Council  the  Housing  Com- 
mittee of  the  Cabinet  is  authorized  to  secure  the  assistance 
and  co-operation  of  Mr.  Thomas  Adams,  the  Town 
Planning  Expert  of  the  Commission  of  Conservation,  and 
of  any  other  person  or  persons  specially  qualified  to  advise 
or  assist  the  said  Committee  in  carrying  on  its  work. 
To  assist  in  carrying  out  the  general  objects  in  view,  the 
experts  of  the  Federal  Government  are  available  for 
conference  with  the  officers  and  experts  of  the  Provincial 
Governments  regarding  the  details  of  schemes  and  pre- 
paration of  general  provisions  or  standards,  and  any 
other  matters  on  which  the  officers  of  the  Provinces  may 
desire  to  confer.  On  Mr.  Adams'  staff  are  the  following 
Engineers: — 

A.  G.  Dalzell,  A. M.E.I.C,  formerly  Assist- 
ant to  the  City  Engineer,  Vancouver,  B.C.  Mr. 
Dalzell  is  acting  as  Engineering  Assistant  for  the 
Western  Provinces,  in  connection  with  all  housing  and 
town  planning  schemes. 

H.  L.  Seymour,  A.M.E.I.C,  formerly  Town 
Planning  Assistant  to  the  Commission  of  Conserva- 
tion. Mr.  Seymour  is  acting  as  Engineering  Assist- 
ant for  Eastern  Provinces. 

C  G.  Moon,  A.M.E.I.C,  of  Messrs.  Moon 
&  Silverton,  Consulting  Engineers,  Vancouver,  B.C. 
Mr.  Moon  is  compiling  statistics,  and  making  re- 
searches into  municipal  conditions  of  Canadian 
cities. 


466 


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G.  H.  Ferguson,  A.M. E. I. C,  of  the  Commission 
of  Conservation  staff.  Mr.  Ferguson  is  making  in- 
vestigations into  engineering  matters  connected  with 
housing  and  town  planning. 

The  Architectural  section  is  in  charge  of  W.  D- 
Cromarty,  M.R.A.I.C.,  formerly  acting  professor  of 
architecture  in  the  University  of  Alberta. 

Attention  is  drawn  to  the  following  recommenda- 
tions of  the  Federal  Government  with  regard  to  matters 
connected  with  houses  which  involve  engineering  assis- 
tance, usually  left  to  be  dealt  with  as  something  distinct 
from  housing.  The  engineer  is  here  definitely  linked  up 
with  the  architect  in  the  planning  and  development  of  the 
complete  dwelling.  This  connection  is  established  by 
introducing  town  planning  as  an  element  in  house 
construction : 

'  To  facilitate  proper  planning  and  to  secure 
economy  in  connection  with  housing  schemes  com- 
paratively large  sites  should  as  a  rule  be  so  chosen 
as  to  permit  of  comprehensive  treatment.  Such 
sites  should  be  conveniently  accessible  to  places  of 
employment,  means  of  transportation,  water  supply, 
sewers  and  other  public  utilities. 

"Where  Housing  Schemes  are  proposed  the  sites 
as  well  as  the  buildings  should  be  properly  planned 
to  secure  sanitary  conditions,  wholesome  environ- 
ment and  the  utmost  economy. 

"  In  cities  and  towns,  local  improvements,  com- 
prising   necessary    sewers,     pavements,     sidewalks, 


water-mains  and  lighting  services,  should  be  construc- 
ted as  far  as  practicable  prior  to,  or  simultaneously 
with,  the  building  of  houses,  and  no  house  should  be 
permitted  to  be  occupied  until  provided  with  proper 
means  of  drainage  and  means  of  sewage  disposal 
and  an  adequate  supply  of  pure  water. 

"All  dwellings  erected  in  cities  and  towns 
should  face  on  streets  so  constructed  as  to  provide  dry 
and  convenient  means  of  access  to  such  dwellings,  or 
on  approved  courts  opening  on  to  such  streets  and 
in  no  case  on  lanes  or  alleys. 

"In  cities  and  large  towns,  sewers  and  water- 
mains  should  be  provided  to  enable  connections  to  be 
made  as  buildings  are  erected;  and  in  small  towns, 
villages  and  rural  areas  where  no  sewers  exist,  there 
should  be  proper  sanitary  provision  for  sewage  dis- 
posal, to  the  satisfaction  of  the  Board  of  Health  or 
Sanitary  Engineer  of  the  Province. 

All  dwellings  should  have  connected  to  them  an 
adequate  supply  of  pure  water  before  occupation  is 
permitted  for  purposes  of  habitation. 

"  No  building  should  be  erected  on  a  site  which 
shall  not  have  been  drained  of  surface  water,  or  which 
shall  have  been  filled  up  with  any  material  impreg- 
nated with  faecal  matter,  or  with  animal  or  vegetable 
matter,  unless  and  until  such  matter  shall  have  been 
removed,  and  the  ground  surface  under  such  building 
shall  be  properly  asphalted  or  covered  with  concrete 
or  other  dry  and  hard  material  to  a  thickness  of  six 
inches  at  least." 


New  Canadian  Pacific  Locomotives 


New  Canadian  Pacific  Railway  Locomotive  No.  5302. 
W.   H.   Winterrowd,  M.E.I.C.,   Chief  Mechanical  Engineer. 


Ten  of  the  largest  locomotives  ever  built  in  Canada 
have  lately  been  designed  and  built  in  the  Angus  Shops 
of  the  Canadian  Pacific  Railway  under  the  direct  supervi- 
sion of  W.  H.  Winterrowd,  M.E.I.C.,  Chief  Mechanical 
Engineer. 

These  locomotives  are  of  the  heavy  Mikado  type 
and  are  designed  for  freight  service.  The  weight  of  the 
engine  and  tender  in  working  condition  is  500,000  lbs., 
the  engine  along  weighing  323,000  lbs.  The  diameter 
of  the  driving  wheels  is  63  inches.  The  cylinders  are 
25 Yi  inches  in  diameter  by  32-inch  stroke,  which  with 
200-lbs.  boiler  pressure  makes  these  locomotives  capable 
of  exerting  a  miximum  tractive  effort  of  36,000  lbs. 
The  diameter  of  the  boiler  is  80  inches  at  the  front  end 


and  90  inches  at  the  back  end.  The  fire  box  is  84  inches 
wide  and  120  inches  long,  and  the  grates  are  moved  by 
steam  grate  shakers.  The  tender  has  a  capaticy  for 
12  tons  of  coal  and  8,000  Imperial  gallons  of  water. 

The  cab  is  of  the  vestibule  type,  which  is  the  C.P.R. 
standard,  and  every  effort  has  been  made  to  make  the 
accommodations  for  the  enginemen  as  comfortable  as 
possible.  One  side  of  the  cab  is  fitted  with  a  clothes 
locker  14  inches  by  20  inches  wide,  in  which  clothes  can 
be  hung  and  lunch  pails  carried. 

One  of  these  locomotives  No.  5302,  was  recently 
inspected  by  E.  W.  Beatty,  President,  and  Grant  Hall, 
Vice  President,  Canadian  Pacific  Railway. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


467 


CORRESPONDENCE 


Improving  Professional  Status 

Editor,  Journal: 

In  a  recent  editorial  of  the  Canadian  Mining  Journal 
(April  16th,  1919)  under  the  title  "Class  Legislation  for 
Engineers,"  certain  arguments  were  presented  against  the 
policy  of  The  Engineering  Institute  in  the  matter  of 
obtaining  legal  recognition.  Now  while  the  futility  of 
these  arguments  (which  I  will  discuss  later)  is  so  apparent 
to  a  man  of  experience  that  they  hardly  merit  the  trouble 
of  refutation,  nevertheless  on  account  of  the  wide  circula- 
tion that  they  necessarily  obtain,  they  must  be  considered 
as  exceedingly  pernicious  owing  to  the  influence  that  they 
have  on  the  public  mind,  and  on  the  younger  and  less 
experienced  members  of  the  profession.  They  are  of  a 
type  of  propaganda  which  has  had  a  wide  dissemination  by 
sundry  technical  journals,  quasi  professional  organiza- 
tions, and,  I  regret  to  say,  by  a  certain  section  of  engineers 
who  ought  to  know  better.  As  the  fallacies  spread  in 
this  manner  have  rarely  been  openly  controverted,  they 
have  caused  a  complete  misunderstanding  of  the  aims  of 
The  Institute,  and  are  largely  responsible  for  the  opposition 
to  its  efforts  to  improve  the  status  of  the  profession.  In 
my  undergraduate  days,  as  a  result  of  this  propaganda, 
I  received  an  incorrect  idea  of  the  character  of  the  Society, 
which  only  the  practical  experience  of  years  effaced,  and 
no  doubt  the  same  thing  happened  in  numberless  other 
instances,  so  that  in  my  opinion  what  is  badly  needed  is 
an  organized  effort  on  the  part  of  The  Institute  to  combat 
this  evil,  so  that  when  a  statement  of  this  kind  appears,  its 
absurdities  will  not  be  allowed  to  go  unchallenged  and 
influence  the  public  mind  to  the  detriment  of  The  Institute. 

In  the  editorial  above  mentioned,  the  following 
points  are  taken.  First,  that  for  any  society  to  secure 
legislation  giving  it  the  right  to  define  the  status  of 
engineers  is  to  allow  it  to  usurp  the  functions  of  govern- 
ment, and  hence  not  to  be  permitted.  It  is  to  be  inferred 
from  this  that  such  a  privilege  conferred  on  any  pro- 
fessional body  constitutes  an  evil,  the  nature  of  the  evil 
however  is  not  made  clear.  Second,  that  The  Engineering 
Institute  by  its  activities  is  endeavouring  to  draw  pro- 
fessional members  away  from  the  Canadian  Mining 
Institute,  and  hence  injure  the  latter  institution.  In  the 
course  of  his  article,  the  editor  admits  that  the  technical 
professions  generally  are  underpaid,  and  that  furthermore 
they  have  the  right  to  organize  to  protect  their  interests. 
Such  being  the  case,  it  appears  difficult  to  escape  the  impli- 
cation that  an  endeavour  to  obtain  legal  recognition  of 
their  status  follows  as  a  natural  corollary  to  their  admitted 
right  to  organize. 

As  to  the  contention  that  giving  an  engineering  society 
the  right  to  define  the  legal  status  of  engineers  is  allowing 
it  to  usurp  the  functions  of  Government,  that  is  exactly 
what  is  done  in  the  case  of  the  professions  which  have 
already  a  recognized  legal  standing,  such  as  law  and 
medicine.  The  Government  does  not  exercise  its  control 
directly,  but  delegates  it  to  a  professional  society.  In 
view  of  this  fact  it  appears  evident  that  if  this  procedure  is 
wrong  with  respect  to  engineering  the  same  conclusion 
equally  applies  to  the  other  professions  mentioned.  On 
this  point  however  the  editor  is  not  very  clear,  and  leaves 


us  in  some  doubt  as  to  whether  he  is  in  favor  of  the  intro- 
duction of  quackery  into  all  the  professions,  or  is  content 
merely  to  restrict  it  to  engineering.  In  short,  the 
absurdity  and  contradictions  of  the  arguments  become 
manifest  even  on  a  superficial  analysis.  As  to  the  inference 
that  The  Engineering  Institute  is  trying  to  draw  profes- 
sional members  away  from  the  Mining  Institute,  the 
incorrectness  of  such  an  assumption  is  obvious,  as  the 
two  societies,  in  spite  of  a  certain  similarity  in  their 
personnel,  occupy  different  spheres  of  action,  and  as, 
furthermore,  those  who  join  them  do  so  from  distinct  and 
different  considerations  in  each  case,  there  can  be  no 
conflict  between  them  except  in  the  imagination  of  certain 
parties. 

As  to  mining  engineering,  from  my  own  experience, 
having  practised  that  profession  for  seventeen  years,  in 
the  three  principal  political  divisions  of  this  continent, 
I  would  say,  that  there  is  no  profession  more  in  need  of  legal 
regulation,  it  is  overrun  with  pretenders  and  imposters 
who  are  the  curse  not  only  of  the  profession,  but  of  the 
industry  as  well.  I  have  repeatedly  seen  thousands  of 
dollars  squandered  on  the  advice  of  some  plausible  quack 
whose  entire  stock-in-trade  consisted  of  a  smooth  exterior, 
and  a  glib  enunciation  of  technical  phrases.  I  well 
remember  one  of  these  gentry,  who,  on  the  strength  of  his 
supposed  geological  knowledge,  succeded  in  being  ap- 
pointed consulting  engineer  to  a  large  mining  company 
(still  operating)  in  Mexico;  shortly  after  securing  this 
position,  he  attempted  to  make  a  topographical  and 
geological  map  of  the  area  adjoining  the  mine,  and  in  so 
doing  demonstrated  his  ignorance  of  the  principles  govern- 
ing the  use  of  an  ordinary  transit.  Instances  of  this  sort 
are  without  number,  and  in  general,  it  can  be  said  that  the 
public,  including  a  considerable  section  directly  interested 
in  mining  are  quite  unable  to  distinguish  between  the 
genuine  and  spurious  in  the  matter  of  mining  engineers. 
As  for  the  titles  of  M.E.  and  E.M.,  anybody  is  at  liberty 
to  use  them,  so  that  they  mean  nothing.  In  my  own 
experience  I  have  found  a  greater  number  of  imposters 
using  them  than  genuine  mining  engineers.  From 
consideration  of  these  facts,  it  is  evident  that  some  sort 
of  government  supervision  of  mining  engineers  is  in  order, 
and  it  is  necessary  in  the  interest  of  the  public  apart  from 
any  benefit  it  may  confer  on  the  profession. 

Needless  to  say,  the  best  way  to  accomplish  this  is 
through  a  recognized  professional  society,  in  good  stand- 
ing, and  in  this  connection  two  societies  come  up  for 
consideration,  namely,  the  Canadian  Mining  Institute 
and  The  Engineering  Institute  of  Canada.  The  first- 
named,  however,  is,  strictly  speaking,  an  industrial, 
rather  than  a  professional  organization,  a  fact  which  unfits 
it  to  take  the  leading  part  in  such  a  matter.  The  second 
on  the  other  hand,  is  the  only  purely  professional  engin- 
eering body  of  national  importance  in  the  Dominion,  and 
consideration  of  its  ideals,  history,  and  personnel  clearly 
show  that  it  is  the  one  best  adapted  to  bring  the  matter  to 
a  successful  conclusion. 

Finally,  I  may  say,  that  it  is  my  opinion  that  the  two 
societies  above  mentioned  ought  to  co-operate  to  achieve 
this  end,  as  improvement  of  the  status  of  mining  engineers 
is  bound  to  react  advantageously  to  the  industry  as  a 
whole. 

Yours  truly, 
Cobalt,  April  29th,  1919.  J.  A.  Reid. 


468 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Congratulations  from  the  United  States 

Fraser  S.  Keith, 

The  Engineering  Institute  of  Canada, 
176  Mansfield  Street, 

Montreal. 
Gentlemen: 

Referring  to  your  favor  of  January  30th,  we  wish  to 
congratulate  you  and  the  entire  Engineering  Profession 
of  Canada  on  the  fact  that  you  have  already  succeeded 
in  organizing  the  Profession  so  well  in  your  Country,  and 
have  no  doubt  you  will  reap  great  benefit  from  your 
strong  and  generally  inclusive  organization. 

We  are  hoping  that  we  may  be  able  to  have  a  similar 
effective  organization  to  properly  represent  the  entire 
Engineering  Profession  in  the  United  States. 

Yours  very  truly, 

O.  H.  Dickerson, 

Chairman,  Committee  on  Engineering  Unity, 

Duluth  Engineers'  Club, 

Duluth,  Minn. 

April  24th,  1919. 

*  *  * 

The  Status  of  the  Engineer 

Editor,  Journal: 

We  are  living  in  an  age  of  re-construction,  and  I 
trust  that  the  coming  years  will  witness  an  age  of  scientific 
research  and  of  investigations,  on  sound  economic 
principles,  into  the  development  of  our  natural  resources. 

To  attain  this  object,  however,  it  behoves  us  to 
build  our  structure  on  a  sure  foundation — a  foundation  of 
highly  educated  and  qualified  men. 

In  the  past  century  the  pivotal  figure  in  man's  wonder- 
ful material  progress  has  been  the  engineer  who  is  mainly 
responsible  for  the  benefits  that  have  been  conferred  on 
the  human  race,  but  whose  achievements  have  not 
brought  him  the  appreciation  he  merits  principally  due,  no 
doubt,  to  his  abhorrence  of  self-advertisement  and 
newspaper  notoriety. 

The  time  has  come,  however,  when  we  must  all 
recognize  the  status  of  the  engineer  and  the  technical 
expert,  and  appreciate  more  fully  the  services  rendered  by 
the  engineering  profession  and  the  practically  trained 
university  graduate. 

The  engineer  has  to  play  an  even  greater  part  than 
ever  in  the  future,  and  now  that  the  Government  is  the 
largest  single  employer  of  technical  men  in  the  whole 
Dominion  and  by  having  lately  taken  over  two  trans- 
continental railways  has  become  the  employer  also  of  a 
large  proportion  of  all  the  technically  trained  workers  in 
Canada  it  is  absolutely  necessary  to  secure  the  advice  of 
the  most  competent  engineers  and  scientists  if  we  wish  to 
protect  the  public  from  the  wilful  expenditures  of  public 
money,  due  to  incompetent  engineering  advice  or  super- 
vision. 

But  how  are  we  going  to  procure  these  trained  experts 
unless  we  elevate  the  status  of  the  engineer  and  encourage 
scientific  pursuits  by  giving  greater  remuneration  to  the 
technically  trained  men? 

At  the  present  time  the  engineer  in  the  Government 


employ  has  a  very  precarious  standing.  If  he  is  on  the 
Inside  Service  he  is  usually  classified  as  a  clerk  and  is  in 
the  habit  of  receiving  the  same  annual  increase  as  the 
messenger.  He  cannot,  as  a  rule,  be  promoted  unless  a 
clerk  (in  90  cases  of  a  100,  a  clerical  clerk)  ahead  of  him 
dies,  resigns  or  is  superannuated. 

Not  much  inducement  is  held  out  to  the  young  men 
of  our  Universities  to  pursue  the  science  and  engineering 
courses,  when  we  see  over  and  over  again  an  advertise- 
ment similar  to  the  following,  that  appeared  in  the  Canada 
Gazette  of  June  1st,  1918: — 

'  Technical  clerk  required  in  the  Topographical 

Surveys  Branch,  who  is  a  graduate  in  Applied  Science, 

honour  mathematics,  or  physics.     Salary  $1300  per 

annum." 

Yet  in  this  same  issue  of  the  Canada  Gazette  appeared 
advertisements  for  twenty-five  draughtsmen  in  the 
Department  of  Public  Works  at  a  minimum  salary  of 
$1500  per  annum,  a  law  clerk  in  the  office  of  the  Auditor 
General  at  $2100  per  annum  and  mark  this,  a  motion 
picture  camera  man  in  the  Department  of  Trade  and 
Commerce  at  $2400  a  year.  The  picture  man  whose 
education  probably  cost  him  very  little  receives  the  highest 
salary.  The  honour  graduate  in  mathematics  is  offered 
the  least — only  $1300  per  annum. 

Numerous  illustrations  could  be  given  of  such  dis- 
crepancies between  the  salaries  of  the  technical  and  non- 
technical men  in  the  Government  employ.  No  wonder 
it  is  that  the  Government  repeatedly  loses  the  services  of 
some  of  its  most  highly  trained  experts  who  have  gone  over 
to  the  United  States  where  their  work  has  been  fully 
appreciated  and  well  rewarded.  In  this  way  especially 
have  the  Geological,  the  Topographical  and  the  Geodetic 
Survey  branches  of  the  Service  suffered.  In  passing  I 
would  like  to  point  out  to  you  the  great  work  carried  on 
by  the  Geodetic  Survey  of  Canada — work  that  is  but 
little  understood  by  the  public  owing  to  its  exceedingly 
high  technical  nature  and  which  consequently  is  not 
appreciated,  but  this  work  nevertheless  is  absolutely 
indispensable  to  the  surveys  of  the  Militia  Department, 
the  Department  of  Public  Works,  the  Hydrographic 
Surveys  of  the  Department  of  Naval  Service,  the  Irri- 
gation and  Water  Power  Surveys  of  the  Interior  Depart- 
ment and  for  all  map  making  departments  of  the  Federal 
and  Provincial  Governments.  A  country  without  a 
geodetic  survey  has  not  reached  the  state  of  civilization. 
Yet  in  this  branch  of  the  Federal  service  there  are  to  be 
found  highly  educated  engineers  receiving  salaries  con- 
siderably less  than  the  average  salary*  paid  to  the 
employees  of  the  United  States  Steel  Corporation. 

A  little  while  ago  I  read  a  report  which  brought  to 
my  attention  the  great  scarcity  of  men  in  Canada  who  were 
trained  in  the  science  of  forestry.  This  is  indeed  very 
serious  and  very  much  to  be  regretted  in  view  of  the  fact 
that  it  is  most  essential,  for  the  proper  administration  of 
our  forest  resources  which  are  far  from  being  inexhaustible 
as  we  were  formerly  prone  to  believe,  that  they  should  be 
studied  most  scientifically  if  we  are  going  to  learn  the 
conditions  that  control  growth  and  reproduction  in  our 
forests  and  to  devise  remedies  to  overcome  the  diseases 
that  every  year  ruin  acres  upon  acres  of  excellent  timber. 
Yet  look  at  the  encouragement  the  Government  gives  to 
the  student  of  forestry  when  it  advertises  in  the  Canada 
Gazette  of  March  8th,  1919,  for  an  entomological  assistant 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


469 


who  possesses  a  university  degree  and  has  had  training  in 
entomology,  expecially  of  forest  insects.  Salary  $1400 
per  annum. 

In  the  reorganization  of  the  Civil  Service  I  hope  that 
the  engineers  of  the  Service  have  had  adequate  technical 
representation  by  the  Civil  Service  Commission  and  I 
would  impress  upon  the  members  of  the  Government  that  in 
the  interests  of  the  public  and  the  engineering  profession  a 
high  standard  of  professional  ability  should  be  adopted  for 
the  different  classes  of  work  embraced  in  the  engineering 
branches  of  the  Service  and  that  a  scale  of  remuneration 
be  fixed  that  is  high  enough  to  encourage  the  young  men 
of  our  universities  in  industrial  and  scientific  research 
and  to  attract  and  keep  men  of  ability. 

Superintendent  of  a  Government  Department, 

A.M.E.I.C. 
*$1685  (V.  Financial  Post,  April  5th,  p.  8.) 

Message  from  India 

Editor,  Journal: 

My  luck  is  in  at  last,  and  I  am  about  to  leave  India 
to  spend  one  month's  leave  in  England.  I  have  been  two 
and  a  half  years  in  the  East  and  am  longing  to  see  the 
fine  green  fields  of  England,  or  the  pine  forests  of  British 
Columbia — and  I  am  going  to  have  my  wish  gratified  at 
last. 

I  leave  Bangalore  on  Friday  (to-morrow)  and  hope 
to  sail  from  Bombay  on  Tuesday,  1st  April.  I  do  not 
expect  to  return  to  India,  although  I  am  only  going  on 
leave,  as  I  expect  I  shall  be  able  to  get  my  demobilization 
completed  soon  after  I  arrive  in  "  Blighty."  Please 
cancel  my  present  address,  and  direct  all  correspondence, 
until  further  orders,  to  my  old  home  "  Rose  Lea,"  Uddings- 
ton,  Lanarkshire,  Scotland.  I  may  be  there  for  a  time 
after  which  I  hope  to  return  to  British  Columbia,  if 
conditions  there  warrant  my  return.  I  enclose  a  copy  of 
an  Illuminated  Address  presented  to  me  yesterday  along 
with  a  handsome  hunter's  walking  stick.  My  stay  in 
India  has  been  most  agreeable  and  I  have  enjoyed  training 
the  Indian  Sappers.  They  are  wonderfully  smart  and 
intelligent  and  they  are  as  keen  as  mustard  if  handled 
properly.  It  was  a  great  surprise  to  me  to  be  so  honored 
as  I  have  been,  for  one  scarcely  expects  such  tangible 
tokens  of  esteem  for  doing  one's  duty.  I  shall  treasure 
these  gifts  highly,  and  shall  always  look  back  with  pride 
to  my  two  and  a  half  years  connection  with  the  Corps  of 
Second  (Queen  Victoria's  Own)  Sappers  and  Miners. 

All  the  same,  I  shall  be  glad  to  return  to  civil  life 
again,  and  I  am  looking  forward  with  much  pleasure  to 
the  free  life  in  Canada.  It  is  hard  to  knuckle  down  to  red 
tape  and  discipline  after  enjoying  the  freedom  of  the 
West,  and  I  shall  be  glad  when  I  am  at  last  engaged  in  the 
pursuits  of  a  quiet,  peaceful  life. 

Your  Journal  is  as  greatly  appreciated  as  ever.  It  is 
the  one  link  I  have  with  the  life  and  thought  of  Canada, 
and  I  always  read  it  with  the  greatest  of  pleasure  and 
appreciation. 

Yours  faithfully, 

D.  B.  McLay,  Capt.,  R.E., 
Late  Commanding  67th  Field  Co'y.,  2nd  Q.V.S.  &  M. 
Bangalore,  India, 

27th  March,  1919. 


la 


@apt.  ©•  $•  {ftelkfej,  n. 


Officer  Commanding, 

No.  67,  Field  Company. 
2nd      Q    V.  O."  Sappers  and   Miners, 

BANGALORE. 

=  E,  the  INDIAN  OFFICERS.  N.C.O's  and  Men  who  serving 
[/ft  under  your  honor's  command,  beg  leave  to  avail  ourselves  of  this 
y£     opportunity'  of   your  honor's   departure  home,   to  express   our 

sentiments  of  respect  and  love  to  your  honor  and  specially   to 

bid   your   honor   "  Adieu." 

In  a  word  your  honor's  command  is  a  "  Cheerful  Command." 

If  we  are  not  unduly  praising,  we  beg  to  state  that  we  enjoyed  under 
your  honor's  "Regime"  Even  Treatment,  Fair  Justice  and  Fair  Play  in  all 
matters  connected  with  the  company  Your  honor's  cheerful  appearance 
mingled  with  (he  sense  of  duty  and  drscipline,  enabled  us  to  carry  on  our 
work  with  cheer  and  pleasure  and  everything  went  .smooth  and  soft 

The  way  your  honor  appreciated  the  help  and  advice  of  the  I.  O's, 
the  zeal  exhibited  by  N.C.O's  and  the  instruction  given  by  them  to  Sappers 
in  Field  Works,  other  Coy.  duties  and  the  neat  turn-out  of  men  on  Parade" 
is  almost  like  a  Good  Conduct  Medal,  awarded  to  the  full  Coy 

It  will  not  be  out  of  place  to  state  that  the  advice  given  by  your 
honor  regarding  N.C.O's  commanding  respect  from  juniors,  words  of 
command  and  improvement  in  education,  is  deep  seated  in  our  minds. 

We  duly  promise  your  honor  that  we  will  not  shrink  a  bit  in  the 
trust  to  serve  under  your  honor's  successor  Lieut.  W.  H.  Knox,  R.E.,  with 
the  same  zeal  and  interest  and  thus  work  for  the  honor  of  the  Coy :  and 
keep-up  the  prestige  of  the  "  2nd  Q.  V.  O."  Sappers  and  Miners. 

In  conclusion  we  with  one  heart  and  one  voice  proclaim  in  the  major 
key  "  Good'bye  "  and  pray  for  your  honor's  longevity  and  prosperity 

We  beg  to  remain. 

Honored  Sir, 

THE  I.  O's.  N.  C.  O's  and  MEN 

of  67th  Field  Coy.. 

2nd  (Q.  V  O.)  Sappers  and  Miners. 
Asuy«  LtMi. 

Bangalore. 
36tb  March.  1919 


•039@&&£ 


Many  many  thanks  for  the  gift  of  cigarettes  and  the 
welcome  Christmas  Greeting  of  The  Engineering  Institute 
of  Canada.  Both  are  extremely  welcome  and  I  am  very 
grateful  for  such  reminders.  I  long  to  be  back  in  dear 
old  Canada,  and  I  do  hope  I  shall  be  there  soon.  Best  of 
luck  to  you. 

D.  B.  McLay,  Capt.,  R.E.,  A.M.E.I.C, 
O.C.  67th  Field  Co., 
2nd  Q.V.O.,  Sappers  &  Miners, 

Bangalore,  India. 

*  *  * 

I  wish  to  thank  the  Council  and  members  of 
The  Institute  for  their  Xmas  gift  of  cigarettes,  which  have 
only  just  reached  me. 

Yours  sincerely, 

T.  C.  MCCONKEY, 

(Major,  79th  Depot  Battery,  C.E.F.) 
Russia,  Dec.  8th,  1918. 


470 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


REPORT  OF  COUNCIL  MEETINGS 


An  adjourned  meeting  was  held  at  the  headquarters  of 
The  Institute  on  Tuesday  May  6th. 

Legislation:  The  Minutes  of  the  previous  meeting 
having  been  confirmed,  the  question  of  legislation  was 
taken  up  and  the  list  for  Members  of  Council,  giving 
views  as  to  whether  a  letter  should  or  should  not  be  sent 
out  with  the  Ballot  to  the  Members,  concerning  the 
proposed  Act  for  Professional  Engineers. 

It  was  resolved  that  the  letter  of  transmittal  sent 
in  by  the  Special  Legislation  Committee  with  the  Draft 
Act,  be  printed  in  the  June  issue  of  The  Journal,  and 
that  the  ballot  should  call  attention  to  the  Act  printed 
in  the  May  issue,  and  to  the  letter  in  the  June  issue  of 
The  Journal. 

It  was  resolved  that  a  Committe  of  Council,  consist- 
ing of — Walter  J.Francis,  Arthur  Surveyer,  H.H.Vaughan. 
G.  H.  Duggan  and  R.  A.  Ross,  be  appointed  to  draw 
up  a  Pro  and  Con  circular,  giving  the  reasons  advanced 
for  and  against  the  proposed  bill,  and  that  this  circular 
should  be  printed  and  sent  out  with  the  ballot. 

It  was  resolved,  in  order  to  allow  of  a  discussion 
through  The  Journal,  of  the  proposed  Act  before  the 
vote  was  taken,  that  the  ballot  be  sent  out  on  June  15th. 

The  Secretary  was  instructed  to  advise  all  members 
of  the  Legislation  Committee  of  this  action  and  ask 
their  approval. 

Winnipeg  Branch:  Pending  the  consideration  and 
approval  of  By-laws  as  submitted  by  the  Manitoba 
Branch,  the  suggestion  made  of  changing  the  name  to 
"  WINNIPEG  "  Branch,  was  approved. 

Canadian  Mining  Institute  Proposal:  It  was  resolved 
that  the  proposal  of  the  Canadian  Mining  Institute  to 
urge  the  Government  to  send  out  parties  prospecting, 
calculating  to  employ  mining  engineers  and  others 
returned  from  the  front,  be  given  hearty  approval.  The 
Secretary  was  instructed  to  wire  Sir  James  Lougheed 
approving  of  the  plan  and  urging  immediate  action. 

Concrete  Investigations:  A  suggestion  from  the 
Director  of  the  Bureau  of  Standards,  Washington,  that 
we  appoint  a  member  of  The  Institute  to  join  them  in 
a  meeting  of  the  Advisory  Committee  to  be  held  in 
June  in  connection  with  the  investigation  to  determine 
the  effect  of  alkali  salts  in  soils  and  waters  on  cement 
drain  tile  and  other  concrete  structures,  was  considered. 
The  Secretary  was  instructed  to  ask  the  Committee  on 
this  subsject  to  appoint  one  of  their  members. 

National  Railways  Commission:  A  telegram  from 
the  Manitoba  Branch  stating  that  the  Federal  Govern- 
ment was  about  to  appoint  a  commission  of  six  to  handle 
national  railways  and  requesting  Council  to  urge  appoint- 
ment of  an  engineer,  was  presented.  The  Secretary  was 
instructed  to  ask  the  Ottawa  Branch  to  advise  regarding 
this  commission. 


Earth  Roads  Speci fictions:  A  letter  was  presented 
from  the  Chairman  of  the  Honorary  Advisory  Council 
for  Scientific  and  Industrial  Research  with  reference  to 
earth  road  specifications.  The  Secretary  was  instructed 
to  advise  Dr.  Macallum  that  the  Research  Council 
would  have  the  hearty  support  of  The  Institute  in  this 
matter  and  to  point  out  that  Council  was  awaiting  the 
report  of  the  committee  already  appointed  on  this 
subject. 

Soldiers  Civil  Re- Establishment:  A  letter  from  Col. 
C.  N.  Monsarrat,  advising  that  a  committee  of  the  Ottawa 
Branch,  consisting  of  Lieut. -Col.  Duncan  Macpherson, 
Major  T.  C.  Keefer,  Dr.  A.  F.  Macallum  and  Lieut.-Col. 
C.  N.  Monsarrat,  convener,  was  appointed  to  assist 
the  Department  of  Soldiers'  Civil  Re-Establishment, 
was  considered  and  the  committee  approved. 

Memorial  to  Government:  Further  replies  to  the 
memorial  to  the  different  Governments,  received  from 
T.  L.  Norris,  Premier  of  Manitoba,  and  A.  S.  Barnstead, 
Deputy  Provincial  Secretary  of  Nova  Scotia,  were  noted. 

Society  of  Chemical  Industry  —  2nd  Annual  Conven- 
tion: A  letter  to  the  Chairman  of  the  Society  of  Chemical 
Industry,  offering  the  members  of  the  Society  the  privi- 
leges of  The  Institute's  Headquarters  and  extending 
the  goodwill  of  The  Institute,  was  approved. 

Canadian  Engineering  Standards  Association:  In 
response  to  a  request  from  Capt.  R.  J.  Durley  for  nominees 
to  the  Canadian  Engineering  Standards  Association, 
Messrs.  H.  H.  Vaughan,  W.  F.  Tye  and  Walter  J.  Francis 
were  appointed. 

The  regular  monthly  meeting  of  the  Council  was 
held  at  the  rooms  of  The  Institute,  176  Mansfield  Street, 
on  Tuesday,  May  20th,  at  8.15  P.M. 

Legislation:  (a)  Pro  and  Con  Circular:  The  com- 
mittee reported  progress.  It  was  understood  that  a 
complete  report  of  this  committee  would  be  submitted 
to  Council  at  the  adjourned  meeting  to  be  held  on  June 
3rd. 

(b)  Definition  of  "  Professional  Engineering."  The 
Secretary  submitted  a  definition  of  "Professional  Engineer- 
ing," the  work  of  the  Legislation  Committee  of  the 
Engineering  Council.  It  was  noted  that  a  copy  had 
been  sent  by  Mr.  Surveyer  to  each  member  of  th 
Special  Legislation  Committee. 

(c)  The  letters  from  Councillors,  in  response  to  a 
request  for  their  views  for  publication,  and  from  the 
Toronto  and  Edmonton  Branches,  were  noted. 

Revision  of  By-laws  —  Scrutineers'  Report:  The 
report  of  the  scrutineers  appointed  to  examine  the  letter 
ballot  on  the  adoption  of  the  amendments  to  the  By-laws 
showed  that  of  four  hundred  and  seventy-six  ballots 
cast,  four  hundred  and  six  voted  "  Aye  ".  The  report 
of  the  scrutineers  was  accepted  and  the  amendments  to 
the  By-laws  declared  adopted. 

Convention  A.A.E:  The  Secretary  reported  that 
he  attended  the  convention  of  the  American  Association 
of  Engineers,  in  Chicago  and  gave  an  address  on  the  aims 
and  ideals  of  The  Engineering  Institute  of  Canadal 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


471 


Salaries:  A  letter  from  the  Secretary  of  the  Civil 
Service  Commission  was  read,  pointing  out  the  situation 
regarding  the  Civil  Service  Commission's  relations  to  the 
present  salaries.  It  was  resolved  that  this  letter  be 
published,  provided  the  consent  of  the  writer  be  given. 

In  consideration  of  the  request  from  the  Quebec 
Branch  that  a  committee  be  appointed  to  meet  the 
Executive  Council  of  the  Province  of  Quebec,  in  Montreal, 
regarding  salaries,  the  Secretary  was  instructed  to  ask 
the  Quebec  Branch  to  report  to  Council  a  list  of  the 
engineering  positions,  with  present  salaries  and  suggested 
salaries  and  to  prepare  a  classification  of  engineering 
positions  in  the  Government  service. 

Committee,  St.  John  Branch:  A  committee  appointed 
by  the  St.  John  Branch  to  act  as  an  employment  bureau 
for  New  Brunswick  was  noted,  as  follows: — G.  N. 
Hatfield,  Chairman,  F.  G.  Goodspeed  and  J.  A.  Waring, 
and  the  Secretary  instructed  to  co-operate  with  same. 

Royal  Commission  on  Industrial  Relations:  In 
response  to  a  request  from  the  Halifax  Branch  for  advice, 
the  Secretary  was  instructed  to  advise  that  the  Montreal 
Branch,  who  had  first  made  the  suggestion  in  connection 
with  the  Royal  Commission,  had  decided  to  take  no 
action  at  the  present  time. 

Scientific  Research:  A  letter  from  the  Clerk  of  the 
Committee  on  Scientific  Research  asking  if  The  Institute 
wished  to  be  heard  in  connection  with  matters  referred 
to  the  Committee,  was  presented,  and  Professor  Ernest 
Brown  and  Julian  C.  Smith  were  appointed  to  act  with 
the  Secretary  in  drafting  a  reply. 

Town  Planning:  The  Secretary  was  instructed  to 
published  in  The  Journal  information  regarding  the 
Town  Planning  Institute,  to  keep  the  members  informed 
on  this  important  matter. 

An  invitation  from  the  National  Conference  on  City 
Planning  to  the  Eleventh  National  Conference  to  be 
held  in  Niagara  Falls-Buffalo,  May  26th-28th,  was 
presented.  It  was  decided  to  ask  the  Niagara  Peninsula 
Branch  to  send  representatives  to  this  Conference. 

Draftsmen  Union:  A  photostat  copy  of  a  circular 
describing  the  draftsmen  union,  forwarded  by  Mr. 
Walter  J.  Francis  was  noted.  It  was  further  noted  in 
a  letter  from  Toronto  that  a  Canadian  draftsmen  union 
was  being  formed. 

Legislation  Committee,  Quebec  Branch:  The  Legisla- 
tion Committee  of  the  Quebec  Branch  was  noted  as 
follows:  Messrs.  A.  O.  Barrette,  A.  Fraser,  J.  E.  Gibault, 
A.  Lariviere,  A.  B.  Normandin. 

Canadian  Engineering  Standards  Association:  Two 
letters  from  Captain  R.  J.  Durley,  M.E.I.C.,  Secretary 
of  the  Canadian  Engineering  Standards  Association  were 
presented,  proposing  intimate  co-operation  regarding 
the  issuance  of  engineering  standards.  In  regard*  to  the 
Specification  for  Steel  Railway  Bridges,  it  was  proposed 
that  the  Committee  of  The  Institute  become  a  sub- 
committee on  Steel  Railway  Bridges  of  the  Canadian 
Engineering  Standards  Association,  together  with  such 
other  members  as  might  be  needed  to  ensure  that  all 


interests  concerned  had  been  consulted,  it  being  intended 
that  this  sub-committee  should  consider  the  E.I.C. 
Specification  and  make  recommendations  to  the  Canadian 
Engineering  Standards  Association  regarding  its  adoption. 

Regarding  the  Specification  for  Steel  Highway 
Bridges,  it  was  proposed  that  the  Specification  already 
adopted  by  The  Institute  be  considered  by  the  Committee 
on  Steel  Railway  Bridge  Specifications  and  any  important 
modifications  that  might  be  found  necessary  in  the 
Specification  for  Steel  Railway  Bridges  be  incorporated 
therein,  and  the  Specification  dealt  with  in  a  manner 
similar  to  that  proposed  for  Steel  Railway  Bridges. 

It  was  further  proposed  by  the  Canadian  Engineering 
Standards  Association  that  other  Specifications  of  The 
Institute  be  similarly  dealt  with.  These  suggestions 
were  heartily  approved. 

Classifications:  Classifications  were  made  for  a  ballot 
returnable  at  the  regular  meeting  in  June.  The  meeting 
adjourned  until  Tuesday,  June  3rd,  at  8.15  P.M. 


Contracting  Plants  Wanted 

A  Member  in  England  writes  that  it  would  be 
advantageous  for  any  parties  having  plant  for  sale,  to 
advertise  them  in  The  Journal,  as  there  is  a  scarcity  at 
the  present  time. 

*     *     * 

Central  Station  Developments 

Progress  and  developments  in  the  U.  S.  A.,  in  1918, 
are  reviewed.  In  some  cases  the  cost  of  coal  increased 
500  per  cent.  The  four  largest  concerns  in  North  and 
Central  California,  comprising  90  per  cent  of  the  power 
business  40,000  sq.  ml.,  were  interconnected.  Similar 
schemes  were  carried  out  in  other  States.  Agitation  is 
still  proceeding  for  a  Federal  water-power  scheme. 

A  25,000  h.p.  Francis  turbine  and  a  45,000  kw.  impulse 
steam  turbine  were  placed  in  service.  A  70,000  kw.  cross 
compound  unit  was  ordered  for  a  Government  nitrate 
plant;  at  the  other  extreme,  high-speed  turbines  of  7J/2 
kw.  are  now  available  for  driving  auxiliaries.  Instru- 
ments are  being  introduced  in  boiler  rooms  on  an  unpre- 
cedented scale.  Substitutes  are  being  sought  for  alloy 
condenser  tubes. 

Automatic  and  outdoor  substations  represent  an 
important  development.  The  inferior  quality  of  coal 
marketed  has  hastened  the  utilisation  of  pulverised  fuel. 
A  number  of  the  smaller  stations  purchased  second-hand 
plant  with  satisfactory  results,  and  this  policy  is  likely  to 
be  continued.  Co-operation  between  stations  in  pur- 
chasing lamps,  etc.,  effects  economy.  The  elimination  of 
isolated  power  plant  (in  many  cases  on  the  order  of  the 
Fuel  Administration)  has  been  an  important  develop- 
ment ;  where  isolated  plant  is  more  economical  than  central 
station  service  during  winter  months,  owing  to  heating 
requirements,  it  is  still  possible  to  obtain  a  valuable  off- 
peak  load  for  the  central  station  during  the  summer. 
A  number  of  central  station  have  acquired  control  of  coal 
mines,  the  electrification  of  which  has  incidentally  been 
hastened.     (Electrical  Review,  Chicago.) 


472 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


BRANCH  NEWS 


Halifax  Branch 

Frederick  R.  Faulkner,  M.E.I.C.,  Secy.-Treas. 

At  a  meeting  of  the  Executive  Committee  of  the 
Halifax  Branch,  held  in  the  reading  room  of  the  Nova 
Scotia  Technical  College  on  Friday,  May  7th,  the  resigna- 
tion of  K.  H.  Smith,  A.M.E.I.C.,  as  Secretary-Treasurer 
of  the  Branch  was  received,  and  accepted,  with  consi- 
derable regret,  as  Mr.  Smith  has  been  a  leading  factor  in 
the  activities  of  the  Halifax  Branch  since  its  formation. 

By  virtue  of  the  power  conferred  upon  the  Executive 
Committee  at  a  general  meeting  held  on  April  25th, 
Professor  F.  R.  Faulkner,  of  the  Nova  Scotia  Technical 
College,  was  appointed  to  fill  the  vacancy  for  the  remainder 
of  the  year. 

Montreal  Branch 

Frederick  B.  Brown,  Secy-Treas. 

A  ballot  was  recently  issued  to  the  membership  of  the 
Branch  and  the  following  were  chosen  as  Members  of  the 
Executive  Committee  for  1919-21: — 

Chariman Walter  J.  Francis. 

(By  acclamation) 

Vice-Chairman Arthur  Surveyer. 

(By  acclamation) 

Sec'y- -Treasurer Frederick  B.  Brown. 

(By  acclamation) 

Executive F.  P.  Shearwood, 

W.  Chase  Thomson, 
H.  G.  Hunter, 
K.  B.  Thornton, 
de  M.  J.  Duchastel, 
S.  F.  Rutherford. 

*     *     * 

A  questionnaire  on  Legislation  was  recently  issued 
to  the  Branch  membership.  The  replies  were  as 
follows: — 

Question  1.     146  are  in  favour  of  a  closed  corporation, 
18  are  against,  3  did  not  answer. 

"  2.  140  are  in  favour  of  legislation  embracing  all 
engineering  works,  17  favour  public  works 
only,  10  did  not  answer. 

3a.  53  are  in  favour  of  entrance  through  colleges 
only,  while  114  believe  otherwise. 

"  3b.  140  are  in  favour  of  candidates  being  obliged 
to  pass  examinations  for  admission  to  study, 
and  27  believe  this  is  not  necessary. 

"  3c.  133  are  in  favour  of  examinations  for  admis- 
sion to  practice  and  32  are  not  in  favour, 
2  did  not  answer. 

3d.  139  think  candidates  should  serve  a  period 
of  apprenticeship  and  20  think  this  is  not 
essential,  8  did  not  answer. 


3e.  77  are  in  favour  of  the  joint  board,  while  51 
prefer  the  corporation  only  or  other   (13) 
forms  of  board.     26  did  not  answer. 
3f.    1 10  are  in  favour  of  exemption  from  examina- 
tions and  46  are  not,  10  did  not  answer. 
3g.  It  is  impossible  to  briefly  classify  these 
replies.    78  are  in  favour  of  exempting  the 
graduates  of  engineering  colleges  from  all 
examinations;  33  are  in  favour  of  exempting 
them  from  some  of  the  examinations;  44  do 
not  want  them  exempted  from  any  examina- 
tions and  12  did  not  answer. 
3h.  140  think  it  essential   that  graduates  of 
engineering  schools  should  have  experience 
before  taking  charge  of  engineering  work, 
and  18  think  this  is  not  necessary.    8  did 
not  answer. 
The  committee  believe  it  would  be  in  the  interests  of 
The  Institute  to  publish  in  The  Journal  the  questionnaire 
sent  out  to  the  members,  together  with  the  above  summary 
of  the  answers  received,  and  I,  therefore,  take  pleasure  in 
requesting  that  this  be  done. 

The  questions  are  given-  on  pp.  26  and  27  of  the 

January  Journal. 

Yours  very  truly, 

Frederick  B.  Brown, 

Secretary-Treasurer. 

Ottawa  Branch 

M.  F.  Cochrane,  A.M.E.I.C.,  Sec  y.- Treasurer. 

The  third  meeting  of  the  Ottawa  Branch  was  held 
on  April  17th,  when  Dr.  W.  Bell  Dawson,  by  request, 
read  his  paper  on  "  Mean  Sea  Level  as  a  General  Datum 
for  Canada,"  which  he  presented  at  the  Annual  Meeting. 
At  the  same  time  Mr.  Uniacke  made  a  report  to  the  Branch 
on  the  work  done  at  Montreal  by  the  Special  Legislation 
Committee. 

The  fourth  meeting  of  the  Branch  was  held  on  May 
8th,  when  Capt.  H.  W.  B.  Swadey,  the  late  officer  in  charge 
of  steel  inspection  for  the  Imperial  Ministry  of  Muni- 
tions, gave  an  account  of  the  production  and  inspection 
of  steel  for  munitions  in  Canada  during  the  period  of 
the  war. 

Capt.  Swabey's  paper  forms  a  record  of  the  highest 
importance,  and  many  of  the  methods  described  will 
be  of  permanent  value  to  all  those  interested  in  the 
production  and  manufacture  of  steel. 

On  the  15th  May,  James  White,  M.E.I.C,  of  the 
Commission  of  Conservation,  gave  an  interesting  account 
of  the  hydro-electric  system  in  course  of  construction  by 
the  Aluminum  Company  of  America,  which  when  complet- 
ed will  be  one  of  the  largest  in  North  America. 

In  order  to  assist  engineers  who  have  served  in  the 
military  forces  overseas  to  find  suitable  positions  on 
their  return  to  civil  life,  a  Committee  of  the  Ottawa 
Branch  has  been  formed  to  co-operate  with  the  Depart- 
ment of  Soldiers  Civil  Re-Establishment.  This  Com- 
mittee consists  of: — Col.  C.  N.  Monsarrat,  Convener; 
Major  T.  C.  Keefer;  A.  F.  Macallum;  Col.  Duncan 
MacPherson. 


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473 


Toronto   Branch 

W.  S.  Harvey,  A.M.E.I.C.,  Sec'y.-Treas. 

An  open  meeting  of  the  Branch  was  held  in  the 
lecture  room  of  the  Engineer's  Club,  96  King  Street, 
West,  at  8.00  P.M.  on  Thursday,  April  24th,  1919. 
The  evening  was  spent  as  a  "  Smoker,"  and  an  enjoyable 
musical  programme  was  provided.  There  will  be  no 
further  regular  meetings  of  the  Branch  till  the  autumn. 

A  special  general  meeting  of  the  Branch  was  held 
in  the  lecture  room  of  the  Engineer's  Club,  96  King 
Street,  West,  at  8.15  P.M.  on  Monday  May  19th,  for 
the  purpose  of  considering  and  discussing  the  Draft 
Bill  of  the  proposed  Legislation.  The  meeting  heartily 
approved  of  the  proposed  Act. 

The  Branch  intends  to  make  a  revision  of  its  member- 
ship list  for  the  purpose  of  issuing  a  Year  Book  for  1919, 
and  has  sent  out  to  each  of  the  members  a  post  card  to 
be  filled  in  by  him,  giving  his  name,  grade,  home  address, 
business  address,  house  phone  number  and  business 
phone  number. 

Niagara  Peninsula  Branch 

R.  P.  Johnson,  S.E.I.C,  Sec'y.-Treas. 

A  meeting  of  the  Branch  was  held  on  May  9th  at  the 
Engineers'  Club,  Thorold,  for  the  purpose  of  discussing 
and  forming  a  Branch  policy  on  legislation  and  ways  and 
means  of  improving  engineering  compensation. 

Before  turning  to  this  matter  the  chairman  called 
upon  two  visitors  for  a  short  description  of  the  Regional 
and  Town   Planning  Movements. 

H.  L.  Seymour,  A.  M.  E.  I.  C,  of  the  Ottawa 
Branch  and  Dr.  W.  J.  Donald.  Secretary  of  the  Chamber 
of  Commerce  of  Niagara  Falls,  N.Y.,  each  outlined  these 
projects,  acknowledged  their  dependence  upon  engineering 
skill,  and  advised  the  meeting  of  the  forthcoming  Regional 
Planning  Conference  at  Niagara  Falls  towards  the  end 
of  May. 

As  there  are  a  large  number  of  Civil  Service 
employees  in  the  Branch,  the  discussion  on  compensation 
reverted  largely  to  the  forthcoming  Civil  Service  Act, 
and  considered  the  procedure  to  be  taken  by  the  Branch 
at  the  time  the  exact  figures  of  the  salary  schedule  em- 
bodied in  the  Act  should  become  known. 

A  resolution  was  passed  and  a  committee  appointed 
along  the  same  lines  as  that  of  the  Toronto  Branch,  to 
draw  up  a  salary  schedule  for  all  branches  of  the  pro- 
fession. 

A  committee  was  also  appointed  to  ascertain  the 
salaries  which  are  really  being  paid  for  various  positions. 

The  former  committee  was  instructed  to  be  ready  to 
report  to  a  meeting  of  the  Branch  to  be  called  on  or  about 
July  15  and  the  latter  committee  to  have  its  data  ready  for 
forwarding  to  Headquarters  along  with  the  approved 
salary  schedule  at  this  time. 

It  was  decided  to  ask  the  other  Branches  to  take 
similar  action  if  they  had  not  already  done  so. 

The  subject  of  legislation  was  not  taken  up  at  this 
meeting,  partly  because  the  hour  was  late  but  largely 


because  the  speakers  who,  it  was  intended,  should  lead 
the  discussion,  were  unable  to  be  present.  It  should  be 
said  that  the  exact  nature  and  progress  of  The  Institute  s 
legislation  programme  is  not  fully  understood  by  the  mem- 
bers of  the  newly  formed  Niagara  Peninsula  Branch  and, 
as  yet,  no  definite  Branch  policy  in  this  connection  has 
been  worked  out. 

Coffee,  sandwichs  and  'smokes'  provided  by  the  mem- 
bers of  the  Engineers'  Club  of  Thorold,  were  much 
appreciated  at  the  close  of  the  meeting. 

The  first  affiliate  of  the  new  Branch  has  just  been 
elected  in  the  person  of  F.  H.  Byrn  of  the  Toronto  Power 
Co.,  Niagara  Falls,  Ontario. 

Several  members  of  the  Branch  have  signified  that 
they  are  acting  upon  the  important  suggestion  in  the 
April  Journal  with  regard  to  interesting  members  of 
parliament  in  connection  with  the  proposed  Civil  Service 
Act  which  embodies  a  higher  schedule  of  salaries  for  the 
engineers  of  the  Civil  Service.  Members  are  writing 
letters  to  those  members  of  Parliament  who  are  personal 
friends  irrespective  of  whether  they  are  the  members  for 
the  local  constituencies  or  not. 

A  great  deal  of  interest  in  The  Institute  is  being  shown 
by  engineers  in  the  Niagara  District  who  are  not  already 
connected  with  The  Institute.  Many  have  applied  for 
application  forms  for  membership;  so  much  so  that  the 
supply  has  been  temporarily  exhausted.  Fourteen  appli- 
cations for  membership  in  The  Institute  have  been  made 
by  engineers  within  the  Branch  radius  since  the  Branch 
was  organized  two  months  ago. 

The  membership  of  the  Branch  is  growing  rapidly  as 
the  following  personal  notes  indicate. 

E.  P.  Johnson,  A.M.E.I.C,  formerly  resident  engineer 
on  the  Port  Colbome  harbor  work,  has  taken  up  the  duties 
of  resident  engineer  of  Section  1  of  the  Welland  Ship 
Canal. 

C.  L.  Kate,  A.M.E.I.C,  formerly  of  Montreal,  has 
joined  the  staff  of  the  Welland  Ship  Canal  on  Section  3 
at  Thorold,  Ont. 

E.  J.  Bolger,  A.M.E.I.C,  is  with  Doheny,  Quinlan 
and  Robertson,  contractors  for  Section  3,  Welland  Ship 
Canal,  at  Thorold. 

C  E.  Hogarth,  Jr.  E.I.C,  has  returned  from  over- 
seas and  is  again  on  the  staff  of  the  Welland  Ship  Canal 
on  Section  1 — Address,  St.  Catharines. 

Gerald  M.  Hamilton,  A.M.E.I.C,  has  returned  from 

overseas  and  rejoined  the  staff  of  the  Welland  Ship  Canal. 

R.  C  MacLachlan,  Jr.  E.I.C,  of  Ottawa,  has  returned 

from  overseas  and  joined  the  staff  of  the  Welland  Ship 

Canal,  Section  1— Address,  St.  Catharines. 

The  following  resolution  was  passed  at  a  meeting  of 
the  Niagara  Peninsula  Branch,  held  at  Thorold. 

Whereas  there  is  great  need  of,  and  justice  in,  securing 
greater  remuneration  for  engineers  in  all  branches  of  the 
profession,  and 

Whereas  The  Engineering  Institute  of  Canada  has 
committed  itself  to  actively  take  up  this  matter: 

Be  it  resolved  that  the  Niagara  Peninsula  Branch 
appoint  a  committee  to  study  the  salary  situation  and 
bring  in  a  report  as  to  what  they  consider  to  be  a  fair 
schedule  of  salaries  for  all  the  usual  positions  of  all  branches 
of  the  profession. 


474 


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This  committee  to  consist,  as  far  as  possible,  of  mem- 
bers representing  Civil,  Mechanical,  Electrical,  Chemical 
and  Mining  Engineering  and  with  power  to  add  to  its 
numbers. 

This  committee  to  be  appointed  at  this  meeting  by 
vote  of  the  members  present,  with  instructions  to  report 
to  a  meeting  of  the  Branch  to  be  called  on  or  about  July 
15,  1919,  for  the  purpose  of  approving  or  revising  the 
schedule. 

And  be  it  further  resolved  that  a  committee  consisting 
of  W.  H.  Sullivan,  A.M.E.I.C,  and  A.  C.  D.  Blanchard, 
M.E.I.C.,  be  appointed  to  ascertain  the  salaries  that  are 
really  being  paid  for  various  positions  within  the  Branch 
radius.  The  data  gathered  by  this  last  committee  to  be 
forwarded  to  Headquarters  along  with  the  approved 
schedule  of  salaries. 

And  be  it  further  resolved  that  copies  of  this  resolution 
be  forwarded  to  each  of  the  other  branches  with  a  request 
that  they  take  similar  action  if  they  have  not  already  done 
so. 

And  be  it  further  resolved  that  Council  be  requested 
to  use  this  data  as  a  guide  in  drawing  up  a  salary  schedule 
to  be  adopted  by  The  Institute,  and  that  the  final  approved 
schedule  be  printed  in  pamphlet  form  and  copies  mailed 
to  each  member  of  The  Institute  for  their  guidance  in 
engaging  assistants  or  in  seeking  new  positions. 

A  copy  of  this  resolution  was  sent  to  all  the  Branches 
of  The  Institute. 

Sault  Ste.  Marie  Branch 

Newton  L.  Somers,  A.M.E.I.C,  Sec'y.-Treas. 

At  a  meeting  of  the  Sault  Ste.  Marie  Branch  held  on 
the  24th  April,  the  following  officers  were  elected:— 
Sec.-Treas.,  Newton  L.  Somers,  Box  412,  Sault  Ste. 
Marie,  Ont;  Executive,  A.  G.  Tweedie,  J.  H.  Ryckman 
(for  2  years),  B.  E.  Barnhill,  R.  S.  McCormick  (for  1  year). 

Two  additional  committee-men  were  also  elected  from 
the  affiliates,  these  being  Thos.  R.  Wilkes  and  F.  A. 
Ritchie. 

N.  L.  Somers  reported  his  attendance  at  the  Legis- 
lation Committee,  and  it  was  resolved  to  have  a  discussion 
on  the  draft  act  as  soon  as  the  May  issue  of  The  Journal 
was  received. 

The  following  short  paper  on  Forest  Engineering 
was  read  by  W.  F.  V.  Atkinson,  affiliate  member  of  the 
Branch: — 

The  Forester 

What  is  a  Forester?  The  Forester  has  sometimes 
been  called  a  Tree  Farmer  and  failing  a  more  concise 
description  we  will  let  it  go  at  that.  The  farmer  is  a 
producer,  so  is  the  forester.  The  farmer  produces  at  a 
low  cost  or  he  cannot  subsist  by  his  labors.  To  do  this 
requires  a  knowledge  of  his  work.  The  more  knowledge 
he  has,  and  the  more  use  he  can  made  of  that  knowledge  in 
his  work,  the  better  success  he  is.  He  needs  to  know  his 
soil,  climate,  irrigation,  drainage  and  fertilization;  the 
most  suitable  grains,  roots  and  other  crops,  including 
fruits  and  fruit  trees;  their  various  qualities,  productive- 
ness and  diseases;  methods  of  preparing  for  them  and 
harvesting;  and,  lastly,  the  available  markets  and  how  to 
get  his  products  to  them.  In  all  this  work  he  has  to  deal 
with  human  nature,  machinery,  transportation,  trade  and 


its  requirements.  If  he  is  an  idealist  he  can  also  grow  for 
his  personal  use  and  satisfaction  some  things  not  necessarily 
marketable. 

The  general  lines  are  somewhat  parallel  to  forestry, 
but  forestry  is  not,  as  is  frequently  supposed,  confined  to 
arbor  culture  or  even  to  silviculture.  A  forester  though 
often  an  idealist  has  from  his  training  been  taught  that 
values  are  the  final  test  whether  these  are  present  or 
future.  His  whole  training  has  been  the  apportioning  of 
these  values  correctly,  allotting  to  each  subject  its  proper 
place  in  the  scale  and  expressing  these  in  dollars  and  cents. 
For  the  purposes  of  this  sketch  it  is  not  necessary  to  go 
into  the  training  and  studies  required  by  a  forester  at  the 
university,  but  rather  to  deal  with  his  general  work. 

A  forester  is  likely  to  specialize  along  certain  lines 
and  there  is  plenty  of  room  for  such  work.  Investigations 
and  research  are  never  really  absent  from  his  mind  although 
he  may  be  employed  most  of  his  time  in  one  district  and 
in  dealing  with  a  limited  number  of  tree  species  and 
conditions. 

Again,  he  may  attain  to  a  position  where  details  must 
be  delegated  to  assistants,  and  special  conditions  to  those 
whom,  as  I  have  said,  have  specialized  on  these  particular 
points,  such  as  tree  diseases  and  pests,  fungi,  insects, 
etc.  This  brings  us  to  the  protection  of  the  forest  under 
his  charge,  which  must  be  attended  to  and  for  which 
almost  continual  inspection  is  necessary,  including,  amongst 
other  things,  protection  against  man,  adverse  possession, 
forest  fires,  wasteful  methods,  etc.;  against  animals 
grazing  and  pasturing  in  some  places,  and  against  other 
mammals,  destructive  and  useful;  against  insects  affecting 
the  trunk  and  bark,  twigs  and  seeds,  leaves,  etc.;  and 
against  fungi,  which  like  the  insects,  breed  upon  waste  and 
dying  species;  and  against  erosion,  shifting  sands,  noxious 
fumes,  waters  and  drainage.  There  is  quite  a  little 
scope  in  these  matters  alone.     Birds  are  wholly  useful. 

The  chief  object  of  his  work  is  to  produce  the  woods 
required  by  trade  at  the  least  cost  and  to  continue  to  do 
so.  Some  of  the  woods  now  in  demand  were  of  little  or 
no  market  value  years  ago  and  some  which  are  at  present 
of  no  market  value  will  undoubtedly  be  of  value  in  the 
future.  Thus,  the  history  of  forestry,  including  the 
wood  trade,  is  essential.  The  first  work  required  in  the 
practice  of  his  profession  is  to  locate  the  various  species 
of  trees  in  the  district  placed  under  his  charge,  to  learn 
how  these  are  producing  wood  and  the  conditions  affecting 
this  production.  This  necessitates  surveys  of  land, 
including  topography,  and  of  soil.  He  must  also  keep 
climatic  records;  hence  the  necessity  for  accurate  history 
and  current  records  of  meteorological  conditions.  Type 
maps  showing  the  production  of  certain  species  and  their 
inter-relationship  is  a  second  step.  The  availability  of 
woods  required  relative  to  the  means  of  transportation, 
such  as  roads,  streams  and  railroads,  and  the  respective 
cost  of  each  method  is  part  of  this  study.  He  must  also 
study  how  to  eventually  harvest  those  trees  which  are  not, 
under  present  conditions,  in  situations  commercially 
available.  A  course  in  logging  practice  in  the  woods, 
which  can  only  be  acquired  by  personal  experience  in  the 
actual^work  both  in  the  camps  and  on  the  rivers,  is  neces- 
sary. If  the  local  conditions  should  necessitate  a  change 
of  methods  when  his  work  takes  him  elsewhere,  his 
experience  and  training  will  most  likely  enable  him  after 
close  observation  to  recommend  improvements  in  road 


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475 


making,  tools  and  camp  paraphernalia  generally,  all  tending 
towards  the  most  economical  methods.  Thus,  logging 
engineering  is  one  line  of  a  forestry  training  and  includes 
a  certain  class  of  railroad  construction,  steam  and  cable 
hauls  in  some  parts  of  the  country,  road  and  bridge 
building,  as  well  as  the  more  primitive  methods.  Stream 
flow  control  and  improvement,  for  which  actual  experi- 
ence in  river  driving  is  necessary,  is  a  further  part  of  this 
work.  The  various  methods  employed  in  logging,  from 
the  tree  to  the  mills,  differ  in  each  locality.  Custom  and 
the  methods  employed  for  many  years  are  retained  with  a 
wonderful  tenacity  by  the  workman,  and  new  ideas  take 
a  long  time  to  appeal  to  those  who  are  really  skilled  in 
local  methods.  I  have  seen  suggestions  made  ineffective 
time  and  time  again,  and  later,  when  adopted,  become  as 
much  the  logger's  creed  as  their  former  methods  were. 

But  if  the  administrative  position  is  the  forester's 
lot,  he  will  have  to  leave  this  most  fascinating  part  of  the 
work  for  the  larger  idea.  The  engagement,  control  and 
supply  of  logging  gangs  is  not  the  object  of  his  training, 
but  he  can  assist  this  work  by  tactful  co-operation  with 
the  superintendents  and  foremen.  He  should  know  that 
the  logging  outlay  is  proportionate  to  the  quantity  of 
wood  to  be  produced  in  each  operation  and,  amongst  other 
matters,  that  the  cost  of  buildings,  and  particularly  roads 
and  bridges,  are  proportionate  to  the  required  tonnage, 
both  immediate  and  future.  I  believe  that  a  great  change 
will  be  made  before  many  years  in  the  methods  of  control 
and  direction  of  logging  operations. 

One  of  the  forester's  first  duties  is  to  know  if  the 
demand  for  certain  species  will  be  regular  and  continuous, 
and  whether  this  demand  is  not  for  such  quantities  and 
dimensions  as  are  inimical  to  the  best  results  from  the 
available  source  of  production,  that  is  to  say,  the  forest 
under  his  charge,  and  what  percent  of  loss  is  entailed  in 
producing  the  specified  timber,  in  the  forest,  in  trans- 
portation, and  in  the  manufacture.  This  entails  inspection 
at  all  stages  and  places  of  the  work. 

Measurements  at  all  points  therefore  are  of  interest 
and  these  are  not  only  of  bulk,  board  measure,  cubic  feet, 
cords,  or  otherwise  but  also  of  the  weight  of  the  material. 

If  the  demand  is  fixed  as  to  quantity  and  quality  and 
defined  as  to  species,  then,  from  his  type  maps  and  topo- 
graphy, growth  studies  and  volume  tables,  he  can  fix 
working  plans  of  the  areas  and  for  the  required  quantities, 
with  regulations  as  to  selection  methods  in  sizes  and 
species.  The  plan  of  a  total  clean-up  (clear  cut)  is  not 
usual  in  this  country  and  thus  like  other  drastic  methods 
must  be  undertaken  only  when  the  whole  forest  policy  is 
fixed,  including  tenure,  dues,  rents,  taxes,  interest  rates 
and  prospective  costs  at  all  stages,  etc. 

If  the  annual  demand  is  not  greater  than  the  area 
can  produce  under  accelerated  and  improved  growth 
conditions,  he  can  fix  upon  rotation  cuttings  of  the  required 
timber;  growth  increment  in  untouched  forests  is  not  often 
greater  than  the  natural  losses.  A  rotation  of  cuttings, 
under  the  present  conditions  in  this  country,  is  not  a  fully 
accepted  idea  by  the  timber  owners  but  it  is  the  ideal, 
and  it  is  the  method  accepted  in  countries  where  foresters 
are  considered  a  necessity.  Where  the  cuttings  must  be 
annual,  as  is  usual  in  Canada,  and  the  production  required 
is  large,  timber  areas  must  be  extremely  large  to  establish 
a  rotation,  and  the  protection  and  assistance  to  the 
immature  crop  becomes  an  important  branch  of  the  work, 
in  this  respect,  drainage,  light  by  thinnings  and  protection 


from  fire  are  amongst  the  larger  issues.  On  these  points 
many  interesting  facts  which  have  been  noted  would  sur- 
prise the  non-technical  observer. 

Again,  the  immature  crop  can  be  augmented  by  judi- 
cious planting,  making  a  greater  yield  per  acre  and  per  mile 
of  haul.  This  should  only  be  done  for  commercial 
purposes  where  the  soil  is  suitable  and  the  logging 
inexpensive.  Further,  there  is  the  method  of  acquiring 
really  suitable  ground  for  a  new  forest  of  the  required 
species,  laying  it  out  in  roads  and  sections  for  the  purposes 
of  cheap  logging,  and  afterwards  planting  it  with  the  most 
suitable  species,  in  point  of  growth  rapidity,  of  the  wood 
required  for  the  purposes  in  view.  Seeding  in  the  forest 
for  this  purpose  is  not  sufficiently  certain  or  rapid  to  be 
satisfactory. 

The  introduction  and  use  of  new  kinds  of  wood  in  the 
different  trades  is  another  line  of  investigation.  Our 
forest  products  laboratories  have  helped  the  forest  admin- 
istration very  greatly  in  this  respect.  This  work  is  also 
a  line  of  specialization. 

From  these  remarks  it  will  be  seen  that  forestry  opens 
many  avenues  for  work  and  study;  that  it  aims  like  the 
farmer  to  produce  material  required  for  the  use  of  man. 
The  number  of  cubic  feet  of  wood  used  (per  capita)  is 
increasing  continually.  The  exact  quantity,  however,  is 
hard  to  estimate  in  a  country,  .like  this,  which  exports 
large  quantities  of  the  manufactured  products  of  the 
forest  and  where  waste,  owing  to  ignorance  of  the  rapidly 
diminishing  supply,  is  so  great. 

The  forester  is  continually  in  touch  with  the  civil 
engineer,  as  these  few  remarks  show,  and  from  his  work 
and  accumulated  data  has  special  advantages  in  regulating 
the  waters  in  the  rivers  draining  his  districts,  wnich 
rivers  supply  not  only  the  means  of  transport  for  such 
woods  as  will  float,  but  also  supply  the  power  where 
his  '  Civil '  confrere  has  constructed  his  mills  or  power- 
house. The  maintenance  or  change  of  forest  cover  are 
no  small  factors  in  stream  control.  A  great  deal  of  the 
information  acquired  by  the  forest  engineer  should  be  of 
use  to  civil  engineers,  undertaking  new  developments, 
and  will  generally  be  found  minutely  and  carefully  charted, 
such  as  curves  for  tree  growth,  volume  tables,  etc. 
Speaking  for  the  profession,  I  may  say  that  co-operation, 
lucidity  and  professional  etiquette  are  points  on  which  all 
foresters  are  united. 

Calgary  Branch 

('.  M.  Arnold,  M.E.I.C.,  Sec'y.-Treas. 

Minutes  of  a  meeting  held  in  the  Board  of  Trade 
Rooms  on  the  evening  of  March  21st,  1919. 

The  meeting  was  preceded  by  a  talk  given  by 
Brigadier-General  McDonald,  a  member  of  the  Branch, 
touching  upon  the  work  of  the  Engineers  during  the  war, 
as  seen  from  the  viewpoint  of  the  fighting  man,  his  work 
being  with  the  infantry  and  with  any  engineering  branch 
of  The  Service. 

►  About  thirty-five  members  and  friends  attended  the 
meeting  and,  incidentally.  Major  Muckleston,  M.E.I.C., 
was  given  a  hearty  welcome  upon  his  return  from  overseas. 

After  the  address  the  business  meeting  was  called  to 
order  by  A.  S.  Dawson,  A.M.E.I.C.,  in  the  absence  of 
G.  W.  Craig,  M.E.I.C,  and  the  secretary  read  the 
minutes  of  the  last  executive  committee  meeting,  which 


476 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


were   adopted   upon   the   motion   of  A.    S.    Chapman, 
A.M.E.I.C,  seconded  by  F.  H.  Peters,  M.E.I.C. 

The  secretary  read  the  report  of  the  committee 
appointed  to  consider  the  movement  introduced  by  A.  G. 
Dalzell,  A.M.E.I.C,  of  Vancouver,  at  the  last  general 
meeting,  and  also  letter  received  from  the  Secretary  of 
The  Institute  on  the  same  matter. 

The  report  which  recommended  that  no  action  be 
taken  by  this  Branch  as  a  body  was  adopted  on  the  motion 
of  M.  H.  Marshall,  M.E.I.C,  seconded  by  B.  L.  Thorne, 
M.E.I.C. 

In  the  course  of  the  discussion,  the  reading  of  a  letter 
from  Secretary  Keith  brought  out  the  fact  that  a  Bill  was 
to  be  introduced  into  the  Dominion  Parliament  this 
session  providing  for  more  adequate  remuneration  for 
engineers  employed  in  the  service  of  the  Government. 

F.  H.  Peters,  M.E.I.C,  moved  that  the  Secretary 
get  into  communication  with  the  local  members  of 
Parliament,  and  that  a  wire  be  sent  asking  for  their 
support  of  this  measure.  Seconded  by  G.  N.  Houston, 
M.E.I.C.     Carried. 

The  meeting  adjourned  at  10.30  p.m. 


Minutes  of  a  meeting  of  the  Executive  Committee 
in  the  office  of  the  secretary  at  5  P.M.,  April  14th,  1919. 

Present: — Messrs.  Craig,  Thorne,  Dawson,  Chapman 
and  the  secretary. 

The  minutes  of  the   general   meeting  held   March 
21st  were  read  and  approved. 
Communications: 

Letters  from  Sec'y  Keith  and  the  Edmonton  Branch 
re  Summer  Meeting.  From  Sec'y  Keith  re  matter  of  secur- 
ing increased  salaries  for  engineers  in  Government  employ. 
Wire  and  letter  from  secretary, Calgary  Branch  to  our  Cal- 
gary Members  of  Parliament  and  to  Dr.  Thompson  sent  un- 
der instructions  of  resolution  of  general  meeting  of  March 
21st,  were  read  as  well  as  replies  from  them  acknowledging 
receipt  of  same.  Letter  from  Sec'y  Keith  re  employment 
of  returned  men  who  are  engineers.  It  was  considered 
that  for  the  present  the  secretary  do  all  in  his  power  to 
aid  such  men  in  giving  them  information,  etc.  Letter 
from  Mr.  Goldman  of  Toronto  Branch  re  matter  of  engin- 
eering fees  and  salaries:  it  was  thought  that  the 
Sec'y  should  indicate  to  Mr.  Goldman  that  Calgary 
Branch  thought  that  after  his  Committee  had  formulated 
something  along  this  line  the  Calgary  Branch  could 
then  take  it  up  and  get  out  schedule  of  fees  and  salaries 
consistent  with  our  conditions  in  this  province.  Letter 
from  Sec'y  Keith  re  standard  stationery  enclosing  samples: 
Secretary  stated  that  Branches  would  be  supplied  with  stock 
of  letter  heads:  decided  to  ask  for  1000  letter  heads  as 
per  sample  of  Montreal  Branch. 

It  was  decided  to  concur  in  suggestions  of  Mr.  Gibb 
re  summer  meeting  except  for  Calgary  Branch  taking 
entire  charge  of  Papers  Committee.  It  was  thought 
control  of  Papers  Committee  should  be  in  Edmonton 
though  we  would  co-operate  in  every  way  possible. 

Suggested  that  discussion  on  Concrete  be  continued 
and  it  was  thought  that  we  could  again  get  the  attendance 
of  Mr.  Williams  and  Prof.  Abrams  at  the  meeting. 

Mr.  Dawson  mentioned  the  meeting,  with  Alberta 
Government,  to  take  up  question  of  good  roads.  Messrs. 
Thorne,  Dawson  and  Craig  were  appointed  to  represent 
the  Branch  at  this  meeting. 

The  meeting  adjourned  at  6.15  P.M. 


PERSONALS 


E.  A.  Crawley,  B.A. .A.M.E.I.C,  who  has  been  over- 
seas as  Lieutenant  in  a  Pioneer  Battalion,  has  recently 
returned  to  Canada,  and  has  taken  up  his  residence  in 
Wolfville,  N.S. 

Major  William  T.  McFarlane,  Jr.  E.I.C,  of  the 
Canadian  Engineers  returned  to  Canada  in  April  last, 
and  is  now  employed  in  the  Reclamation  Service, 
Department  of  the  Interior,  Ottawa. 

M.  B.  Watson,  B.A.Sc,  A.M.E.I.C,  has  resigned 
his  position  with  the  Department  of  Highways,  and 
has  accepted  the  appointment  of  Director  of  Engineering, 
Central  Technical  School,  Toronto. 

Lieut.-Col.  H.  F.  Meurling,  D.S.O.,  M.C,  Croix 
de  Guerre,  M.E.I.C,  has  recently  returned  from  over- 
seas on  the  R.M.S.  Scotian.  Colonel  Meurling  went 
overseas  as  a  Lieutenant  in  1915. 

Robert  H.  Harcourt,  A.M.E.I.C,  has  returned  to 
Canada  recently  from  overseas.  Mr.  Harcourt  enlisted 
in  September  1914,  and  served  as  Lieutenant  with  a 
Divisional  Ammunition  Column.  He  has  now  been 
appointed  Assistant  Engineer,  Welland  Ship  Canal. 

Leslie  S.  MacDonald,  B.Sc,  S.E.I.C,  who  went 
Overseas  with  the  P.P.C.L.I.,  has  recently  returned 
and  expects  to  take  up  his  residence  in  Edmonton. 
Mr.  MacDonald  served  two  years  with  the  P. P. C.L.I. 
and  was  later  transferred  to  the  R.A.F. 

H.  A.  Dixon,  B.A.Sc,  O.L.S.,  M.L.S.,  A.M.E.I.C, 
has  been  appointed  chief  engineer,  western  lines,  Canadian 
National  Railways,  to  succeed  the  late  A.  T.  Fraser, 
A.M.E.I.C,  who  was  recently  killed  in  a  snow  slide  at 
Mount  Robson.  Mr.  Dixon  was  formerly  district 
engineer  of  the  Pacific  District  with  offices  at  Vancouver. 

E.  G.  Home,  A.M.E.I.C,  who  for  a  number  of  years 
was  a  member  of  the  firm  of  Grant  &  Home,  engineers 
and  contractors,  St.  John,  N.B.,  has  severed  his  connec- 
tion with  the  firm  and  will,  on  July  1st,  take  over  the 
entire  management  of  Lockwood  &  Green  Company  of 
Canada. 

W.  B.  Hutchison,  Jr.  E.I.C,  Lieut.  Canadian 
Engineers,  has  returned  from  overseas  after  spending 
eighteen  months  in  Germany  as  a  prisoner  of  war.  Mr. 
Hutchison  has  been  appointed  Inspection  Engineer, 
Department  of  the  Interior,  Irrigation  Branch,  Calgary, 
with  which  Branch  he  was  associated  before  going 
overseas. 

James  Fergusson,  A.M.E.I.C,  whose  home  is  in 
Perthshire,  Scotland,  and  who  has  been  overseas  for  the 
past  four  years,  returned  on  April  10th,  to  Canada. 
Mr.  Fergusson  went  overseas  as  Sergeant,  and  was  later 
promoted  Lieutenant.  He  is  resuming  engineering  work 
with  the  Engineering  Staff  of  the  Canadian  National 
Railways,  Montreal. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


477 


Major  John  R.  Grant,  M.C.,  M.E.I.C,  returned  to 
Canada  on  the  S.S.  Corsican,  arriving  in  St.  John  on 
April  25th.  Major  Grant,  whose  home  is  in  Vancouver, 
went  Overseas  in  the  early  days  of  the  War  and  during 
the  big  push  of  1918  was  O.C.  2nd  Field  Company  Royal 
Engineers.  On  May  17th  1918,  at  the  Chemin  des 
Dames,  the  Germans  broke  through  and  he  was  one 
of  the  many  thousands  taken  prisoner  at  that  time.  He 
was  a  prisoner  of  war  till  the  Armistice  was  signed. 
He  proposes  returning  to  Vancouver  to  resume  his 
engineering  practice. 

Professor  R.  F.  Faulkner,  M.E.I.C,  of  the  Nova 
Scotia  Technical  College  has  accepted  the  secretaryship 
of  the  Halifax  Branch  of  The  Institute,  owing  to  the 
resignation  of  K.  H.  Smith,  A.M.E.I.C.,  whose  present 
activities  require  his  prolonged  absence  from  the  city. 
Mr.  Smith  was  one  of  the  active  organizers  of  the  Halifax 
Branch  and  much  of  its  success  is  due  to  his  untiring 
efforts.  In  his  successor,  Professor  Faulkner,  the  Branch 
has  a  secretary  who  has  already  shown  his  interest  in  the 
profession  in  a  tangible  manner.  Through  his  influence 
seventy-five  per  cent  of  the  1918  graduating  class  of  the 
Nova  Scotia  Technical  College  have  joined  The  Institute, 
while  of  the  1917  class  every  one  has  applied  for  member- 
ship. 

Lt.-Col.  H.  J.  Lamb,  D.S.O.,  M.E.I.C,  who  before 
the  War  was  Engineer  of  Public  Works  at  Windsor, 
Ontario,  returned  to  this  country  on  the  S.S.  Minnedosa 
on  April  17th,  after  a  distinguished  career  at  the  Front. 
Col.  Lamb  volunteered  for  the  Expeditionary  Force  on 
August  10th  1914,  and  joined  at  Valcartier  Camp  on  the 
21st  August.  Going  to  France  with  the  1st  Contingent, 
Col.  Lamb  served  as  General  Staff  Officer  of  the  1st 
Canadian  Division  until  March  1917,  when  he  was 
invalided  to  England.  In  August  1916,  he  was  awarded 
the  D.S.O.,  and  in  January  and  April  1917  mentioned 
in  despatches.  On  September  19th  he  was  seconded 
to  the  War  Office  under  the  Director  of  Fortifications 
and  Works  in  the  Aviation  Department,  and  later  was 
appointed  Deputy  Assistant  Director  in  this  Depart- 
ment. In  January  1918  he  was  made  Staff  Officer, 
1st  grade,  and  Assistant  Director  of  Works  and  Buildings, 
Air  Ministry.  In  October  he  was  appointed  Commander 
Royal  Engineers  under  Major  General  Twing,  D.F.W., 
on  the  construction  of  the  American  Rest  Camp,  Knotty 
Ash,  Liverpool,  which  provided  for  fifteen  hundred  men, 
with  a  hospital  for  twenty- five  men. 


and,  in  1917,  when  all  the  laboratories  in  the  Montreal 
district  were  transferred  to  McGill  University,  Mr.  Marien 
had  charge  of  tests. 


E.  R.  MARIEN,  S.E.I.C. 


On  January  22nd,  last,  Mr.  Marien  was  called  by  the 
Quebec  Board  of  Trade  to  co-operate  with  them  in  the 
industrial  progress  of  the  city. 

This  appointment  of  a  highly  educated  professional 
engineer  proves  the  growing  recognition  of  the  services 
of  the  engineer  to  the  community,  and  reflects  credit  upon 
those  responsible  for  his  appointment. 


E.  R.  Marien,  S.E.I.C,  of  the  Quebec  Branch  of 
The  Institute,  has  recently  been  appointed  Commissioner 
of  Industries  for  the  City  of  Quebec. 

Mr.  Marien  was  born  the  seventeenth  of  February, 
1893.  After  having  taken  a  commercial  course  at  the 
Mont  St.  Louis  College,  classics  at  the  Montreal  College 
and  philosophy  at  the  Seminary,  he  entered  the  Laval 
Polytechnic  School  from  which  he  graduated  in  1916, 
with  the  degree  of  B.A.Sc.  in  the  Department  of  Civil 
Engineering.  After  graduation,  Mr.  Marien  was  em- 
ployed on  the  testing  of  materials  by  the  Montreal 
Western  Division  of  the  Imperial  Ministry  of  Munitions, 


OBITUARY 


Ernest  Marceau,  B.A.Sc.  M.E.I.C. 

Engineers  throughout  Canada  will  regret  to  learn  of 
the  death  of  Ernest  Marceau,  Treasurer  of  The  Institute, 
on  Friday,  May  23rd.  Mr.  Marceau  has  been  President, 
Vice-President  and  Member  of  Council.  Memoir  of  his 
career  will  appear  in  the  next  issue  of  The  Journal. 


478 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


EMPLOYMENT  BUREAU 


Situations  Vacant 

The  Civil  Service  Commission  of  Canada  hereby 
gives  public  notice  that  applications  will  be  received  from 
persons  qualified  to  fill  the  following  positions  in  the 
Civil  Service  of  Canada: — 

A  Motion  Picture  Photographer, Salary  $2,600  per  annum. 

1.  A  Motion  Picture  Photographer  for  the  Exhibits 
and  Publicity  Bureau,  Department  of  Trade  and  Com- 
merce, at  an  initial  salary  of  $2,600  per  annum.  Appli- 
cants must  have  had  experience  in  laboratory  and  motion 
studio  work  on  photoplay  production. 

A  Chemist,  Department  of  Mines,  Salary  $2,100  per  A  n  n  urn. 

2.  A  Chemist  for  the  Explosives  Division,  Depart- 
ment of  Mines,  at  an  initial  salary  of  $2, 100  per  annum. 
Candidates  must  be  graduates  of  some  recognized 
university  and  must  have  specialized  in  Chemistry. 
They  must  have  had  subsequent  practical  experience  in 
the  testing  of  explosives  and  if  possible,  also  in  inspection 
work. 

A  Mole  Clerk,  Department  of  Trade  and  Commerce,  Salary 
$1,600  per  annum. 

3.  A  Male  Clerk  for  the  staff  of  the  Trade  Mark 
and  Copyright  Branch,  Department  of  Trade  and 
Commerce,  at  a  salary  of  $1,600  per  annum.  Candidates 
should  have  ability  to  supervise  the  work  of  clerks  and 
give  ordinary  information  to  the  public,  ability  to  acquire 
facility  in  examining  indexes  and  registers,  to  pass 
applications  and  keep  registrations  indexed.  A  know- 
ledge of  both  languages  is  desirable. 

Assistant   Chemist,    Dept,    of   Trade   and   Commerce,    Salary 
$1,300  to  $1,400  per  Annum. 

4.  An  Assistant  Chemist  for  the  Dominion  Grain 
Research  Laboratory  at  Winnipeg,  Department  of  Trade 
and  Commerce,  at  a  salary  of  $1,300  to  $1,400  per  annum. 
Applicants  must  have  education  equivalent  to  graduation 
in  Science  from  a  recognized  university,  with  special 
training  in  qualitative  and  quantative  chemical  analysis, 
and  a  through  knowledge  of  general  organic  and  inorganic 
chemistry.  They  must  have  had  experience  in  chemical 
analysis,  preferably  in  a  commercial  laboratory.  They 
must  be  in  good  physical  condition  and  not  more  than 
25  years  of  age.  Preference  will  be  given  to  residents 
of  Manitoba. 

Bookkeeper,   Department  of  Indian  Affairs,  Salary  $1,400 
per  A  nmim. 

5.  A  Bookkeeper  in  the  Office  of  the  Commissioner 
for  Greater  Production  on  India  Reserves  in  Manitoba, 
Saskatchewan  and  Alberta,  Department  of  Indian  Affairs, 
at  a  salary  of  $1,400  per  annum;  the  office  to  be  located 
at  Regina.  In  connection  with  this  position  a  written 
examination  will  be  held  on  June  the  12th  in  Bookkeeping, 


Commercial  Arithmetic  and  Typewriting.  Penmanship 
and  neatness  will  be  considered  in  connection  with  the 
paper  in  bookkeeping.  Applicants  must  be  residents  of 
Manitoba,  Saskatchewan  or  Alberta;  they  must  be 
between  the  ages  of  18  and  35,  except  in  the  case  of 
returned  soldiers.  A  fee  of  $8.00  will  be  required  from  all 
condidates  who  are  not  returned  soldiers.  Candidates 
will  be  notified  later  of  examination  centres. 

Application  forms  properly  filled  in,  must  be  filed 
in  the  Office  of  the  Civil  Service  Commission  for  positions 
numbers  1,  2,  3  and  5  not  later  than  May  the  27th  and 
for  position  number  4  not  later  than  June  the  10th. 
Application  forms  may  be  obtained  from  the  Dominion- 
Provincial  Employment  Offices,  or  the  Secretary  of  the 
Civil  Service  Commission,  Ottawa. 

By  order  of  the  Commission, 
W.  For  an, 

Secretary. 
Ottawa,  May  1,  1919. 


The  Civil  Service  Commission  of  Canada  hereby  give 
public  notice  that  applications  will  be  received  from 
persons  qualified  to  fill  the  following  positions  in  the  Civil 
Service  of  Canada: — 

A  Petroleum  Engineer,  Department  of  Interior, 
salary  $2,700- 

1.  A  Petroleum  Engineer  for  the  Mining  Lands  and 
Yukon  Branch  of  the  Department  of  the  Interior  with 
headquarters  in  Alberta,  at  a  salary  of  $2,700  per  annum. 
Candidates  must  be  graduates  in  Applied  Science  of  a 
recognized  university.  They  must  have  had  at  least  3 
years'  experience  in  the  study  of  the  geological  structure 
and  in  the  practical  development  of  petroleum  and  natural 
gas  deposits  in  the  Provinces  of  Saskatchewan  and  Alberta. 
They  must  have  a  thorough  knowledge  of  the  technology 
of  well-drilling  and  must  be  competent  to  assume  respon- 
sible charge  of  and  direct  the  same. 

An  Officer  for  Poultry  Die,  Dept.  of  Agric,  in  N.B., 
Salary  $1,800 

2.  A  Representative  of  the  Poultry  Division,  in  the 
Province  of  New  Brunswick,  Live  Stock  Branch,  Depart- 
ment of  Agriculture,  at  a  salary  of  $1,800  per  annum. 
Candidates  should  be,  preferably,  graduates  of  a  recognized 
agricultural  college.  They  should  have  proven  in  the  past, 
in  Government  or  private  work,  ability  to  organize.  They 
must  have  practical  knowledge  of  poultry,  which  will 
enable  them  to  lecture  and  demonstrate.  They  should 
have  the  education  necessary  to  prepare  news  articles 
and  handle  the  general  work  of  an  office. 

An  Assl.  in  Cereal  Div.,  at  Exp.  Farm,  Ottawa, 
Salary  $1,700  per  annum 

3.  An  Assistant  in  the  Cereal  Division  at  the  Experi- 
mental Farm  at  Ottawa;  Department  of  Agriculture,  at  an 
initial  salary  of  $1,700  per  annum,  Grade  D  of  the  First 
Division.  Applicants  must  be  graduates  of  an  Agricultural 
College  and  must  have  had  special  training  in  regard  to 
cereals.  A  good  knowledge  of  English  and  at  least  a 
reading  knowledge  of  French  are  essential. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


479 


An  Asst.  to  Superintendent  of  Exp.  Station  at  Fredericton, 
Salary  $1,400 

4.  An  Assistant  to  the  Superintendent  of  the  Experi- 
mental Station  at  Fredericton,  N.B.,  Department  of 
Agriculture,  at  a  salary  of  $1,400  per  annum.  Applicants 
should  be  graduates  of  a  recognized  Agricultural  College. 

Assistant  Chemist,  Dept.  Trade  and  Commerce, 
Salary  $1,300  to  SI 400 

5.  An  Assistant  Chemist  for  the  Dominion  Grain 
Research  Laboratory  at  Winnipeg,  Department  of  Trade 
and  Commerce,  at  a  salary  of  $1,300  to  $1,400  per  annum. 
Applicants  must  have  education  equivalent  to  graduation 
in  Science  from  a  recognized  university,  with  special 
training  in  qualitative  and  quantitative  chemical  analysis, 
and  a  thorough  knowledge  of  general  organic  and  inorganic 
chemistry.  They  must  have  had  experience  in  chemical 
analysis,  preferably  in  a  commercial  laboratory.  They 
must  be  in  good  physical  condition  and  not  more  than 
25  years  of  age. 

Selections  for  eligible  lists  of  applicants  qualified  to 
fill  similar  vacancies  which  may  occur  in  future  may  be 
made  from  applications  for  these  positions. 

Acording  to  law,  preference  is  given  to  returned 
soldier  applicants,  possessing  the  minimum  qualifications. 
Return  soldier  applicants  should  furnish  a  certified  copy 
of  their  discharge  certificate. 

In  the  case  of  positions  numbers  1,  2,  4  and  5  prefer- 
ence will  be  given  to  residents  of  the  provinces  n  which  the 
vacancies  occur. 

Application  forms,  properly  filled  in,  must  be  filed  in 
the  office  of  the  Civil  Service  Commission  not  later  than 
June  the  10th.     Application  forms  may  be  obtained  from 
the    Dominion-Provincial    Employment    Offices,    or    the 
Secretary  of  the  Civil  Service  Commission,  Ottawa. 
By  order  of  the  Commission, 
Wm.  Foran, 
Secretary. 
Ottawa,  May  8th,  1919. 


Appointment  in  Civil  Engineering. 

The  Board  of  Governors  will  proceed  shortly  to 
appoint  a  Professor  of  Civil  Engineering  to  take  charge  of 
the  department.  Initial  salary,  $3,500.  Applications, 
accompanied  by  full  statement  of  training  and  experience, 
and  ten  copies  of  testimonials,  will  be  received  up  to  July 
15th,  1919,  by 

The  Secretary, 

Board  of  Governors, 

University  of  Manitoba, 
Winnipeg,  Canada. 
Electrical  Engineer. 

Operating  and  construction  engineering  position  for 
electrical  engineer.  Salary  from  $3,00  to  $3,600  a  vear. 
Box  No.  37. 

Electrical  Engineer — Temporary. 

Temporary  position  for  about  six  months  for  an 
electrical  engineer.  Salary  from  $200.  to  $250  a  month. 
Box  No.  38. 

Engineering  Salesman. 

Engineer  required  to  manage  branch  office  of 
engineering  concern.  Must  have  had  some  practical 
engineering  experience,  be  a  good  mixer,  of  pleasing 
appearance,  a  man    of    balance    and    good  judgment, 


possessing  the  essential  qualifications  necessary  for  a 
good  engineering  salesman.  He  will  be  responsible  for 
making  reports  and  designs  and  other  operations  connected 
with  the  engineering  staff.  Salary  depending  upon 
qualifications.     Box  39. 

Situations  Wanted 

Civil  Engineer. 

Civil  engineer,  age  thirty-seven,  graduate  R.M.C., 
with  experience  in  surveying,  railroad  location  and 
railway  engineering,  is  anxious  to  secure  a  position  in 
charge  of  survey  work  or  resident  engineer  on  construc- 
tion.   Box  No.  3  P. 

Engineer. 

Engineer  -  lately  in  charge  of  inspection  of  steel 
for  munitions  for  period  of  four  years.  Fourteen  years 
previous  experience  on  railway,  dock  and  other  engineer- 
ing and  inspection  work.     Box  2  P. 


Manufacture  of  Milling  Cutters 

The  use  of  high-speed  tools  has  almost  become  general 
practice,  but  the  carbon  steel  cutter  still  has  its  uses, 
such  as  for  the  cutting  of  fibre,  which  can  be  done  better 
with  a  tool  of  carbon  steel,  than  with  one  of  high-speed 
steel. 

The  blanks  are  first  cut  off  to  length  in  specially 
designed  slow  speed  band  saws.  The  saws  leave  a  com- 
paratively square  face  and  the  wastage  of  metal  in  the 
cut  is  small  owing  to  the  use  of  the  thinnest  type  of  paring- 
off  tool.  If  there  is  any  fear  of  seams  or  laminations  in 
the  metal,  the  stock  may  be  turned  before  the  cutting  off 
operation,  to  give  the  inspector  an  opportunity  to  reject 
the  bar  before  much  labor  has  been  expended  upon  it. 

After  cutting  off  and  turning,  the  blanks  are  chucked 
in  an  ordinary  four-jaw  chuck  on  a  rigid-type  engine 
lathe,  and  are  bored  out  near  to  size,  with  an  allowance 
left  on  for  grinding.  If  the  steel  is  valuable  and  the  bore 
large,  it  may  pay  to  use  a  hollow  mill  for  the  boring,  so 
that  the  core  can  be  saved  and  used  for  a  smaller  tool. 

The  blanks  are  then  mounted  on  arbors  and  faced; 
small  blanks  are  ground,  several  together,  on  the  magnetic 
chuck  of  the  surface  grinder,  which  may  be  either  of  the 
vertical  or  horizontal  type.  They  are  then  set  up  on  the 
universal  milling  machines  and  the  teeth  cut.  Several 
blanks  may  be  mounted  on  one  arbor  and  cut  together. 
Afterwards  the  side  teeth  are  cut,  the  blanks  being  mounted 
on  a  special  indexing  fixture  on  a  plain  milling  machine  for 
the  purpose. 

The  special  cutters  required  in  gun,  rifle  and  sewing 
machine  manufacture  are  also  made  in  the  above-des- 
cribed way,  but  the  backing-off  of  these  irregular  contour 
cutters  presents  considerable  difficulty.  By  means  of 
cams  on  the  backing-off  machine  or  lathe,  the  cutting 
tool  is  fed  inwards  as  the  blank  slowly  revolves,  and  as  the 
end  of  each  tool  is  reached  the  cutting  tool  springs  back  to 
its  original  position.  The  cutters  are  next  hardened  and 
tempered,  which  is  the  most  important  operation  of  all, 
and  one  to  which  the  greatest  consideration  should  be 
given.  After  hardening  the  cutters  are  sand-blasted  and 
finish-ground. 

A  factory  equipped  for  milling  cutters  should  provide 
facilities  for  the  final  inspection  of  the  cutters,  including 
testing  for  hardness,     (Jacobs,  Iron  Trades  Review.) 


480 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


Jlember*  of  Council  for  1919 

PRESIDENT 
Lieut. -Col.  R.  W.  LEONARD,  St.  Catharines,  Ont. 


VICE-PRESIDENTS 
tW ALTER  J.  FRANCIS,  Montreal  *R.  F.  HAYWARD,  Vancouver 

*Prof.  H.  E.  T.  HAULTAIN,  Toronto  JD.  O.  LEWIS,  Victoria 


G.  H.  DUGGAN,  Montreal 


JBrig.-Gen.  SIR  ALEX  BERTRAM, 

Montreal 
JW.  P.  BRERETON,  Winnipeg 
tN.  E.  BROOKS,  Sherbrooke 
fProf.  ERNEST  BROWN,  Montreal 
*A.  R.  DECARY,  Quebec 
JL.  B.  ELLIOT,  Edmonton 
tG.  GORDON  GALE,  Ottawa 
|J.  E.  GIBAULT,  Quebec 
fProf .  PETER  GILLESPIE,  Toronto 
JALEX  GRAY,  St.  John,  N.B. 

*  For  1919 


PAST  PRESIDENTS 
Col.  J.  S.  DENNIS,  Montreal 
COUNCILLORS 
*Prof.  A.  R.  GREIG,  Saskatoon 
•J.  H.  KENNEDY,  Vancouver 
*H.  LONGLEY,  Halifax,  N.S. 
tG.  D.  MACKIE,  Moose  Jaw 
JR.  W.  MacINTYRE,  Victoria 
tM.  H.  MacLEOD,  Toronto 
tE.  G.  MATHESON,  Vancouver 
*G.  A.  MCCARTHY,  Toronto 
fD.  H.  McDOUGALL,  New  Glasgow,  N.S. 
JW.  A.  McLEAN,  Toronto 


H.  H.  VAUGHAN,  Montreal 


t  Forl919-20 


tJOHN  MURPHY,  Ottawa 

tWm.  PEARCE,  Calgary 

*F.  H.  PETERS,  Calgary 

tJ.  M.  ROBERTSON,  Montreal 

*R.  A.  ROSS,  Montreal 

♦JULIAN  C.  SMITH,  Montreal 

tJ.  G.  SULLIVAN,  Winnipeg,  Man. 

fL.  A.  THORNTON,  Regina 

*JAMES  WHITE,  Ottawa 

{ARTHUR  SURVEYER,  Montreal 

JFor  1919-20-21 


TREASURER 
ERNEST  MARCEAU,  Montreal 


SECRETARY 
FRASER  S.  KEITH,  Montreal 


CALGARY 

Chairman,      G.  W.  CRAIG 
Secretary,        C.  M.  ARNOLD 
513  -  8th      Ave.  West,  Calgary 
Executive,  A.  S.  DAWSON 

F.  H.  PETERS 
B.  L.  THORNE 
A.  S.  CHAPMAN 

EDMONTON 
Chairman,       A.  W.  HADDOW 
Vice-Chair.,    J.  L.  COTE 
Secretary,        R.  J.  GIBB 

c/o  City  Engineer,  Edmonton 
Executive,        R.  CUNNINGHAM 

D.  J.  CARTER 

A.  W.  HADDOW 

R.  P.  GRAVES 

L.  B.  ELLIOT 

HALIFAX 

Chairman,      F.  A.  BOWMAN 
Sec.-Treas.,     FRED.  R.  FAULKNER 
Nova  Scotia  Technical  College, 

Halifax   N.S. 
Executive,       L.  H.  WHEATON 
W.  P.  MORRISON 
P.  A.  FREEMAN 
J.  LORNE  ALLAN 
HIRAM  DONKIN 
RODERICK  McCOLL 

HAMILTON 
Chairman,      E.  R.  GRAY 
Sec.-Treas.,     H.  B.  DWIGHT 
c/o  Canadian  Westinghouse  Co., 
Hamilton 
Executive,       E.  H.  DARLING 

J.  A.  McFARLANE 
KINGSTON 

Activities  discontinued  until  the 
close  of  the  war. 

MANITOBA 
Chairman,      W.  P.  BRERETON 
Sec.-Treas.,     GEO.  L.  GUY 

300  Tribune  Bldg.,  Winnipeg 
Executive,       J.  C.  HOLDEN 
W.  M.  SCOTT 


OFFICERS  OF  BRANCHES 

MONTREAL 

Chairman,  WALTER  J.  FRANCIS 
Vice-Chair.,  ARTHUR  SURVEYER 
Sec,  Treas.,  FREDERICK  B.  BROWN 

260  St.  James  St.,  Montreal 
Executive,    F.  P.  SHEARWOOD 

W.  CHASE  THOMSON 
H.  G.  HUNTER 
K.  B.  THORNTON 
de  M.  J.  DUCHASTEL 
S.  F.  RUTHERFORD 
and  local  councillors. 
NIAGARA  PENINSULA 

Chairman,  A.  C.  D.  BLANCHARD 
Vice-Chair.,  W.  P.  NEAR 
Secretary,       R.  P.  JOHNSON 
Box  245,  Niagara  Falls,  Ont. 
OTTAWA 

Chairman,  R.  de  B.  CORRIVEAU 
Secretary,    M.  F.  COCHRANE 

Dept.  of  Interior,  Ottawa 
Executive,   J  BLIZARD 

J.  B.  CHALLIES 
G.  B.  DODGE 
E.  B.  JOST 
A.  F.  MACALLUM 
Col.  C.  N.  MONSARRAT 
QUEBEC 

Chairman,  A.  R.  DECARY 
Secretary,    J.  A.  BUTEAU 
10  Aberdeen  St.,  Quebec 
Executive,   F.  T.  COLE 

J.  E.  GIBAULT 
A.  E.  DOUCET 
S.  S.  OLIVER 
A.  AMOS 
W.  LEFEBVRE 
SASKATCHEWAN 

Chairman,  H.  S.  CARPENTER 
Vice-Chair., C.  J.  YORATH 
Sec. -Treas., J.  N.  deSTEIN 

2123  Retallack  St.,  Regina,  Sask. 
Executive,   L.  A.  THORNTON 
H.  R.  MACKENZIE 
W.  R.  WARREN 
G.  D.  MACKIE 
J.  R.  C.  MACREDIE 
Prof.  A.  R.  GREIG 
H.  McIVOR  WEIR 


SAULT  STE.  MARIE 

Chairman,  J.  W.  LeB.  ROSS 
Sec. -Treas, NEWTON  L.  SOMERS 
Box  412, 

Sault  Ste.  Marie,  Ont. 
Executive,   R.  S.  McCORMICK 
BE.  BARNHILL 
A.  G.  TWEEDIE 
J.  H.  RYCKMAN 
ST.  JOHN 

Chairman,  C.  C.  KIRBY 
Secretary,    A.  R.  CROOKSHANK 

Box  1393,  St.  John,  N.B. 
Executive,   G.  G.  HARE 
C.  O.  FOSS 
G.  G.  MURDOCH 
A.  GRAY 
TORONTO 

Chairman,  A.  H.  HARKNESS 
Secretary,    W.  S.  HARVEY 
324  Glen  Road,  Toronto 
Executive,   J.  R.  W.  AMBROSE 
WILLIS  CHIPMAN 
H.  G.  ACRES 
H.  E.  T.  HAULTAIN 
W.  A.  BUCKE 
R.  O.  WYNNE-ROBERTS 
P.  GILLESPIE 
VANCOUVER 

Chairman,  E.  G.  MATHESON 
Sec.-Treas.,  A.  G.  DALZELL 

647  -  12th  Ave.  E.,  Vancouver,  B.C. 
Acting  Sec.-Treas., 

C.  BRACKENRIDGE 
Executive,    C.  BRACKENRIDGE 

H.  M.  BURWELL 
H.  E.  C.  CARRY 
T.  H.  WHITE 
VICTORIA 

Chairman,  W.  M.  EVERALL 
Vice-Chair, R.  A.  BAINBRIDGE 
Secretary,    J.  B.  HOLDCROFT 

610  Belmont  House,  Victoria,  B.C. 
Treasurer,  E.  DAVIS 
Executive,    E.  N.  HORSEY 
N.  A.  YARROW 

D.  O.  LEWIS 

R.  W.  MacINTYRE 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


481 


Preliminary  Notice  of  Application  for  Admission 
and  for  Transfer 

20th  May,  1919. 

The  By-laws  now  provide  that  the  Council  of  the  Institute  shall 
approve,  classify  and  elect  candidates  to  membership  and  transfer 
from  one  grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names  of  his 
references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list 
submitted  herewith  and  to  report  promptly  to  Secretary  any  facts 
which  may  affect  the  classification  and  election  of  any  of  the  candidates. 
In  cases  where  the  professional  career  of  an  applicant  is  known  to  any 
member,  such  member  is  specially  invited  to  make  a  definite  recom- 
mendation as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The  Council  will  consider  the  applications  herein  described  in 
July,  1919. 

Fraser  S.  Keith,  Secretary. 


•The  professional  requirements  are  as  follows: — 

Every  candidate  for  election  as  MEMBER  must  be  at  least  thirty  years  of  age, 
and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  twelve  years, 
which  period  may  include  apprenticeship  or  pupilage  in  a  qualified  engineer's  office 
or  a  term  of  instruction  in  some  school  of  engineering  recognized  by  the  Council.  The 
term  of  twelve  years  may,  at  the  discretion  of  the  Council,  be  reduced  to  ten  years 
in  the  case  of  a  candidate  who  has  graduated  in  an  engineering  course.  In  every  case 
the  candidate  must  have  had  responsible  charge  of  work  for  at  least  five  years,  and  this 
not  merely  as  a  skilled  workman,  but  as  an  engineer  qualified  to  design  and  direct 
engineering  works. 

Every  candidate  for  election  as  an  ASSOCIATE  MEMBER  must  be  at  least 
twenty-five  years  of  age,  and  must  have  been  engaged  in  some  branch  of  engineering 
for  at  least  six  years,  which  period  may  include  apprenticeship  or  pupilage  in  a  qualified 
engineers'  office,  or  a  term  of  instruction  in  some  school  of  engineering  recognized  by 
the  Council.  In  every  case  the  candidate  must  have  held  a  position  of  professional 
responsibility,  in  charge  of  work  as  principal  or  assistant,  for  at  least  two  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  shall  be  required  to  pass  an  examination  before  a  Board  of  Examiners 
appointed  by  the  Council,  on  the  theory  and  practice  of  engineering,  and  especially 
inoneof  the  following  branches  at  his  option  Railway,  Municipal,  Hydraulic,  Mechanical, 
Mining,  or  Electrical  Engineering. 

This  examination  may  be  waived  at  the  discretion  of  the  Council  if  the  candidate 
has  held  a  position  of  professional  responsibility  for  five  years  or  more  years. 

Every  candidate  for  election  as  JUNIOR  shall  be  at  least  twenty-one  years  of 
age,  and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  four  years. 
This  period  may  be  reduced  to  one  year,  at  the  discretion  of  the  Council,  if  the  candidate 
is  a  graduate  of  some  school  of  engineering  recognized  by  the  Council.  He  shall  not 
remain  in  the  class  of  Junior  after  he  has  attained  the  age  of  thirty-five  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  first  year  in  such  a  course, 
shall  be  required  to  pass  an  examination  in  the  following  subjects  Geography,  History 
(that  of  Canada  in  particular).  Arithmetic,  Geometry  Euclid  (Books  I.-1V.  and  VI.), 
Trigonometry,  Algebra  up  to  and  including  quadratic  equations. 

Every  candidate  for  election  as  ASSOCIATE  shall  be  one  who  by  his  pursuits, 
scientific  acquirements,  or  practical  experience  is  qualified  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates'give  the  names 
of  certain  members  as  references  does  not 
necessarily  mean  that  their  applications 
are  endorsed  by  such  members. 


FOR  ADMISSION 

ANDERSON— JOHN  NOEL,  (lieut.)  of  Vancouver,  B.C.  Born  at  Glasgow, 
Scot.,  Dec.  25th,  1884,  Educ,  Royal  Tech.  Coll.,  Glasgow.  1903-05,  pupilage  with 
Chas.  D.  Barker,  contractor  engr.;  1905-11,  asst.  engr.,  Caledonian  Ry.  Co.;  dsgn  , 
constrn.  and  maintenance,  etc.;  1911-115,  asst.  engr,  Vancouver;  1916-19,  on  active 
service  as  lieut.,  9th  Batt.  Can.  Ry.  Troops,  at  present  pending  release. 

References:  C.  Brakenridge,  A.  G.  Dalzell,  P.  Phillip,  F.  S.  Easton,  F.  L.  Mac- 
Pherson,  W.  H.  Powell,  C.  E.  Cooper,  J   W.  Blackman. 

BERESFORD— GEORGE  WILFRID,  of  Ottawa.  Ont.  Born  in  India,  Aug. 
15th,  1888.  Educ,  Christs  Hospital,  London,  1898-191)5.  1907-10,  rodman,  etc., 
C.P.R.;  1910  «i  mos.)  leveller,  with  A.  H.  N.  Bruce;  1910  (4  mos.)  in  chg.  of  survey, 
G.T.R  ;  1910-11,  asst.  with  Prof.  C.  Harris  on  survey;  1911-13,  res  engr.,  on  Que. 
&  Sag  Ky.;  1913-14,  in  chg.  of  location,  M.  &  O.  Elec.  Ry.;  1914-15,  in  chg.  of  constrn. 
on  Erie  &  Ont.  Ry.;  at  present  officer  in  C.  E.  F. 

References:  G.  A.  Mountain,  J.  B.  McRae,  R.  F.  H.  Bruce,  T.  L.  Simmons,  A.  A. 
Belanger,  R.  L.  Latham. 


BIG  WOOD— HORACE  MALCOLM,  of  Victoria,  B.C.  Born  at,  Wolverhampton, 
England,  Dec.  25th,  1883:  Educ.  higher  grade  sell.  Wolverhampton,  science  &  arts 
exam.  mach.  constr.  drawing;  1899-1903  apprenticed  going  through  alldepts.  Wellington 
Engr.  &  Foundry  Co.  Wolverhampton;  1903-05  asst.  res.  engr.  during  erection,  etc. 
of  Mond  Gas  Cr.  South  Staffordshire;  1905-10  asst.  works  mgr  same  company;  1911 
drfts'man,  Bullens,  Esquimalt,  B.C.;  1912-10  asst.  engr.  city  cngr's  dept.  Victoria, 
B.C.,  engaged  on  roads,  sewers  &  survers  &  surveys;  estimates  designs  &  survey  for 
original  North  West  sewer  scheme,  tidal  currents  off  Victoria  harbour,  etc.;  1912-13 
instructor  for  class  in  mach.  drawing  for  Y.  M.C.A.  evening  classes;  1916  inlisted  as 
sapper;  1910-to  date  Lieut.  Can.  engineers,  C.E.F. 

References:  R.  W.  Macintvre,  A.  O'Meara,  J.  B.  Holdcroft,  F.  C.  Gamble,  A.  E. 
Foreman,  E.G.   Marriott,  A.  F.   Mitchell,   W.   M.  Stokes. 

BLOCK— JESSE  FRANKLIN,  of  Calgarv,  Alta.  Born  at  St.  Cloud,  Minn., 
Jan.  30th,  1885.  Educ,  B.S.A.,  Univ.  of  Alta.  1918.  1913-18,  agricultural  eng. 
(chiefly  investigation);  Apr.  1918  to  date,  asst.  to  ch.  agric  engr.,  Dept.  of  Interior, 
Calgary;  also  served  as  non-com.  officer  in  No.  10  Engrs.  &  Ry.  Constrn.  Corps. 

References:  V.  M.  Meek,  F.  H.  Peters,  M.  H.  Marshall,  N.  A.  Pearson,  C.  M. 
Arnold. 

BRADLEY— CLAUDE,  of  Calgary,  Alta.  Born  at  Bradford,  England,  Oct. 
10th,  1886.  Educ.  Western  coll.  Harrowgate,  Eng,  1902-05,  pupil  with  J.  C. 
('lark,  architect  and  surveyor;  1905-08,  eng.  dept  Bradford  Byers  Ass'n,  work  includ- 
ing dfting  for  bldgs,  etc.;  1908-11,  eng.  Bleacher  Ass'n  Ltd.,  Manchester,  Eng.  prepara- 
tion of  specifications,  supervision  of  constrn.,  surveying,  etc.;  1913-17,  ch.  dfts'man. 
townsite-branch,  Dept.  of  Nat.  Resources,  C.P.R.;  May  1917  to  date  asst.  surveyor, 
ch.  of  party  laying  out  new  townsites,  etc. 

References:  D.  T.  Townsend,  C.  M.  Arnold,  W.  Pearce,  B.  L.  Thome,  J.  B. 
Riddall. 

BURBANK—  MAURICE  A  ,  of  Winnipeg,  Man  Born  at  Yarmouth,  Maine, 
U.S.A.,  Oct.  24th,  1879.  Educ.  Univ.  of  Vermont,  3  yrs.;  1  yr.  rodman  Mich.  Cent. 
Rly.;  instrument  man  &  res.  engr.  Mich.  Cent,  rly.,  2  yrs.;  13  yrs.  res.  engr.,  asst. 
engr.,  dist.  engr.,  &  office  engr.  G.T.P.Ry.;  on  location  and  constrn.,  later  in  chg.  of 
all  survey  work;  2  yrs.  on  gen.  rly.  work  in  France  as  ch.  engr.,  4th  Bn.  Can.  Ry. 
Troops. 

References:  J.  A  Hainan,  G.  C.  Dunn,  W.  E.  Davis,  R.  P.  Graves,  J.  G.  Legrand, 
R.  W.  Ross,  W.  H.  Tobej 

CAMPBELL— HAROLD  MONTGOMERY,  of  St.  Catherines,  Ont.  Born  at 
Si.  Catherines,  Dec.  17th,  1891.  Educ.  B.  A.  Sc.  (honors)  mech.  eng.  Toronto  univ. 
1(114;  1910-11  (5  mos.)  Crocker  Wheeler  Shops;  1911-12  (5  mos.)  with  Packard  Elec. 
Co.;  1912-13  (5  mos.)  on  lock  foundation  tests;  11113  (5  mos.)  in  head  office;  1914  mech 
dftsman,  Wetland  Ship  Canal;  since  Oct.  1914  on  active  service  with  2nd  Div.  Cavalry. 

References:  W.  H.  Sullivan,  J.  L.  Weller,  R.  W.  Leonard,  A.  J.  Grant  E.  P. 
Johnson,  R.  W.  Angus. 

CAMPBELL— WAITER  ROY,  of  Campbellton,  N.B.  Born  at  Monoton,  N.B., 
July  0th,  1882.  Educ,  high  school,  partial  course  KR  eng.,  I.C.S.  1902-13,  with 
I.  C.  Ry.,  Moncton,  N.B.,  as  follows :  — 1902-07,  rodman.  etc.;  1907-12,  dftsman; 
1912-13,  asst.  to  engr.  of  maintenance;  Sept.  1913  to  date  with  C.  N.  Rys.,  as  first 
asst.  to  res.  engr.,  Campbellton. 

References:  R.  A.  Black,  C.  B.  Brown,  R.  It  Enmierson,  A.  It.  MacGowan, 
J.  Islington,  G.  E.  Martin,  W.  R.  Devenish,  A.  G.  Tapley. 

CROMBIE—  WILLIAM  BRADSHAW,  of  Niagara  Falls,  Ont.  Born  at  I'icton, 
tint  ,  Sept.  30th,  1886.  Educ,  Rothesay  Coll  School.  1907-08,  rodman,  T.  & 
N  ti-  Ry.;  1909,  transitman,  0.  1..  S  ,  Sutcliffe  *  Nedands;  1909-10,  topographer; 
1910-11,  »i'h  C,  1'.  1!  .  western  lines;  nil  1-12,  res  engr.,  C.  P.  I!.:  1912-13,  transitman, 
T.  A  V  (I  Ky.;  1913-14,  res.  engr.,  Vide,  Blackwcll  &  Buck,  N.Y.,  m  connection  with 
Northern  Canada  Power  Co.,  storage  dams  and  plants;  1915,  transitman,  Toronto 
Civic  Transportation  Committee;  1915-18,  in  chg.  of  contour  survey,  Sutcliffe  & 
Neelands;  1918  (7  mos.)  in  chg.  of  contour  survey,  Viele,  Blackwell  &  Buck;  at 
present,  inst'man,  hydro  Elec.  Power  Development,  Chippawa  Creek. 

References:  F.  I'.  Busteed,  G.  F.  Cairnie,  S.  B.  Clement,  C.  S.  Moss,  G.  Stead, 
H,   1'.   Rust,    W.  A.  James.  II.    W.  Sutcliffe. 

DAWSON     FRANCIS   MURRAY,  (Capt.,    M.C.I,  of   Westmount,  Que.     Bom 

at  Truro,  N.8.,  Sept.  3rd,  1SX9.  Educ  ,  B.Sc.  (C.E.)  N.S.  Tech.  Coll.  1910,  M.C.E., 
Cornell  Univ.,  1913,  2  yrs.  lecturer  in  C.E.,  at  N.S.  Tech.  Coll.  1900-07,  rodman, 
etc  with  I. City.,  also  timekeeper  on  constrn.:  1908  (5  mos.)  bookkeeper  and  mgr. 
with  Stewart  Bros.,  contractors;  1909  (5  mos.)  in  chg.  of  geological  surveys  of  gypsum 
deposits  in  N.S  ;  1910  ( t  mos  )  land  surveying  in  B  ( '  ,  in  chfr  of  party;  1911  (4  mos.) 
in  dsgn.  office  of  Dom.  Bridge  Co.;  1912-13,  installed  hydraulic  laboratory  and  testing 
laboratory  at  N.S.  Tech.  Coll.;  1913,  special  investigations  of  timber  bridges  and 
bridge  surveys;  1913-15,  asst.  engr.,  in  chg.  laying  outwork  on  Halifax  Ocean  Terminals; 
Feb.  1915  t<>  Apr.  1919,  on  active  service  as  follows: —  1915-1918,  lieut.,  40th  Batt.; 
1916,  promoted  to  Capt.,  Can.  Engrs.,  mentioned  in  despatches  and  awarded  M.C., 
at  present  member  of  firm  Monks,  Mauhard  &  Dawson,  engrs.  agents  and  contrac- 
tors, Montreal. 

Rerefences:  A.  C.  Brown,  J.  McGregor,  F.  W.  W.  Doane,  J.  L.  Allan,  J.  W.  Roland, 
F.  W.  Cowie,  F.  J.  Dawson. 

FRANZEN  -JOHN  LEVER  N.  of  Medicine  Hat,  Alia.  Born  at  Radcliff,  Iowa, 
Dee.  29th,  ISM,  Educ.  B.Sc.  (C.E.)  Washington  State  coll.  1910;  1910-11,  with 
U.S.  Reclamation  sen  ice  as  transitman  on  gen.  constrn.;  1911  (4  mos.)  ch.  of  party 
on  constrn  ;  1913  (li  mos  )  inspector  of  materials  and  eontrn.,  Naehes  Power  Canal; 
1913-17  with  Southern  Alberta  Land  Co.  as  follows: — 2  mos  ,  transitman  on  main 
canal  location;  1913-11  res.  engr  on  constrn.;  3  mos.,  in  responsible  chg.  of  div'n.; 
1914-17,  res  engr.,  and  office  work;  June  1917  to  date,  div.  engr.  work  including 
constrn  of  canals,  dams,  etc.,  Canada  Land  &  Irrigation  Co. 

Rerefences:  D.  W.  Hays,  S.  Porter,  F.  H.  Peters,  G.  N.  Houston,  C.  M.  Arnold. 

HUGHSON— THOMAS  LEO,  of  Niagara  Falls,  Ont.  Born  at  Niagara  Falls, 
Ont.  Jan.  26th,  1891.  Educ.  B.Sc.  (Civil)  Queen's  Univ.  1916;  1909-11,  construction 
ofliee.  Ont.  Power  Co.;  Summers  1912-15  asst.  city  rengr.  Niagara  Falls,  Ont.; 
1914-15  Geld  party  Salmon  River  Power  Co..  Altmar,  N.Y.,  1910-17,  Asst.  supt.  in 
Field  Turner  Construction  Co.  New  York;  1917-1919,  overseas;  Jan.  1919  to  date, 
Hydro-Elec.  Power  Comm.  Constrn.  Dept. 

References:  L.  Malcolm,  T.  H.  Hogg,  W.  Jackson,  G.  F.  Harming,  A.  Macphail, 
A.  D.  Huether,  J.  H.  Jackson. 


482 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


JANSSEN —  WALTER  A.,  of  Montreal.  Born  at  Davenport,  Iowa,  July  1885. 
Educ,  B.S..  Ch.  E.  .Univ.  of  Wisconsin,  1007.  1903-08,  in  drafting  room,  Bettendorf 
Col.,  Davenport,  Iowa;  1908-17.  eh.  chemist  and  metallurgist,  asst.  supt.  steel  foundry, 
Bupt.  of  constrn.,  etr.,  Bettendorf  Co.;  1917  to  date,  operating  manager,  Can.  Steel 
Foundries,  Ltd. 

References:  W.  S.  Atwood,  K,  W.  Blackwell,  W.  F.  Angus,  11.  II.  Vaughan,  M.  J. 
Butler 

JOHNSTON— SECOR  WINSLOW,  of  Niagara  Kails,  Out.  Born  at  Bearboro, 
Onl  ,  May  4th,  1886.  Educ.  I.C.S.,  1907.  county  drainage  work;  1007-08  and  1913 
on  liigli  tension  power  line  location  and  constrn.;  1913-1  1  inst'man  on  storage  surveys, 
etc.,  Hydro-Elec  Power  ("(■nun.;  1914  (6  mos.)  in  chg,  "i  field  party  on  Niagara 
Development;  1914-15  in  elig.  of  survey  in  vicinity  of  .Ionian,  Out  ;  Mar.  1915  to 
dale,  in  chg.  of  party  on  surveys,  Niagara  Development,  Hydro-Elec.  Power  Comm. 

References;  .1.  B.  Goodwin,  A.  ('.  D.  Blanchard,  H.  L.  Bucke,  T.  II.  Hogg,  II.  G. 
Acres,  F.  N.  Rutherford. 

KENNEDY— FRANK  W  .  of  Niagara  Falls,  Out.  Horn  at  Parry  Sound,  Onl.. 
Dec.  1st,  IKS.")  Educ,  liigli  school  and  matric.  1906-08,  rodman,  timekeeper,  pile 
inspector,  etc.,  < '  N  l;  ,  1909,  concrete  inspector,  N.T.C.Ry.;  1910-12,  inst'man  on 
constrn.  1912,  res.  cngr.,  C.N.R.;  1913,  inst'man  on  location,  C.P.R.;  1913-14,  res. 
engr.  C.P.R.,  double  track  work;  1911.  inst'man  on  location,  I.C.Ry.;  1915-16,  ballast 
pit  foreman,  Victoria  Constrn.  Co.;  1916",  with  Can.  Inspection  Co.;  1916  (I)  mos.) 
cost  accountant,  Welland  Ship  Canal;  .Ian.  1917  to  date,  inst'man,  Hydro  Elec.  Power 
Comm.,  Chippawa  Development. 

References:  A.  C.  D.  Blanchard,  H.  L.  Bucke,  .1.  R.  MacKenzic,  II.  T.  Hazen, 
II.   M.  Belfour,  H:  G.  Acres,  .1.  B,  Goodwin. 

LAMB— JONH  MURRAY  McCORDICK,  of  St.  John,  N  B.  Born  at  Pcrrvs 
Point.  N.B.,  Mar.  23rd,  1893;  Educ.  3  yrs  (engr.)  univ.  of  N.B.  1909-12;  1912  (8  mos.) 
as  rodman  &  topographer  St.  John  &  Que.  My  ;  1913,  asst  engr.  D.P.W.  harbour 
development  at  Courtenay  Bay;  1915  with  C  E.F  ;  engr.  officer,  for  1st  Can.  Training 
Brigade,  ShorncclilT;  1917  to  date  temporarily  employed  as  works  officer  for  N.B. 
under  the  Can.  Engrs. 

References:  C.  M.  Steeves,  A.  R.  Crookshank,  F.  B.  Taplev,  A.  R.  Sprenger, 
W.  C.  Ewing,  A.  B.  Blanchard. 

LOWRY— GEORGE  HAROLD,  of  Niagara  Falls.  Onl.  Born  at  Lceswater, 
Out.,  Jan.  16th.  1885  Educ,  high  school,  special  studies.  1906  (6  mos  I  and  1907-08, 
rodman  on  constrn.,  G.T.Ry.;  1908  (5  mos.)  inst'man  on  rly.  constrn.,  G.T.P.;  1908 
(3  mos.)  res.  cngr.,  on  rly.  constrn.,  G.T.P.;  1909  (4  mos.)  asst.  on  topog.  surveys,  Ont. 
Bureau  of  Mines;  1909  (3  mos.)  asst.  on  survey  of  mining  claims;  1912-1.'!,  transitman 
on  subdiv.  of  Lcasidc  township,  C.N.R.;  (3  mos.)  inst'  work,  right  of  way  dept.,  O.N.R.; 
1913-16,  ch.  of  party  in  chg.  of  prelim  Location  for  rly,  dept .  Hydro  Elec.  Power  Comm  ; 
1916-17,  in  chg.  of  party  prelim,  survey,  Niagara  Power  Development;  June  1917  to 
date,  res.  engr.,  Hydro  Elec.  Power  Comm. 

References:  H.  G.  Acres,  .1.  B.  Goodwin,  W.  R.  Rogers,  A.  C.  D.  Blanchard,  H 
I..  Bucke,  J.  N.  Stanley,  G.  Harming. 

MACKENZIE— WILLIAM  JAMES,  of  Vancouver.  B.C.  Born  at  Lucknow, 
Ont.,  Oct.  12th,  1882.  Educ.  3  yrs.  C.E.  Michigan  Agricultural  coll.  Summers 
1905-06,  rodman  and  insti'man,  Copper  Range  Consol.  Mining  Coy.;  1907-09  asst 
engr.  with  same  firm  ,in  chg.  of  underground  surveys  and  surface  constrn.;  1910-11, 
with  O.W.R.R.  &  Nav.  Co.;  m  chg  of  surveys  and  inspection  of  reinforced  concrete 
retaining  wall  and  bridges,  Seattle,  Wash  ;  1911-14,  with  C.N. P.  Ry.  as  follows; — 
1911-12,  dfts'man  in  ch.  engrs.  office;  1912  (1  mos.)  transitman  with  location  party; 
1912-14  in  chg.  of  location  party;  Aug.  191  1-17  on  active  service,  with  3rd.  Field  Co., 
Can.  Kngr  ,  wounded  July  1917;  Nov.  1918  to  date  ch.  dftsman  in  ch.  cngr's  office, 
in  chg.  of  all  plans,  estimates,  etc.,  C.N. P.  Ry. 

References:  T.  H.  White,  D.  O.  Lewis.  W.  G.  Swan,  H.  L.  Johnston, 
S.  H.  Sykes,  II.  E.  C.  Carry. 

MacLAURIN— JAMES  GLADSTONE,  of  Sault  Ste.  Marie,  Ont  Born  at 
Laehute,  Que.,  Apr.  19th,  1886.  Educ.,  B.A.Sc,  Toronto  Univ.,  1912.  1905-07, 
office,  rodman,  maintenance  of  way,  C.P.R.;  1907  (5  mos.)  rodman  on  rly.  constrn., 
C.P.R.:  1907-09,  field  dftsman  on  final  location,  N.T.C.  Ry.;  1910  (3  mos.)  transitman 
in  chg.  of  party,  rcccntering,  ballasting  and  spiralling  old  curves,  C.P.R.;  191  1  13  mos.) 
in  ehg.  of  party,  ditching  and  draining;  1912  (4  mos.)  transitman,  in  chg.  of  laying 
out  rly.  yard;  1912-13,  asst.  res.  engr.,  E.B.  Eddy  Co.,  Hull,  Que.,  on  constrn.  of 
pulp  mill  and  power  house;  1913-16,  asst.  engr.,  in  chg.  of  civil  eng.  and  hydrographic 
work,  water  power  dept.,  Algoma  Steel  Corp.;  1916,  mgr.  of  hydro  elec.  power  plant; 
1916-17,  mgr.,  of  plant  and  in  ehg.  of  collecting  water  power  data;  1917-18,  asst.  to 
power  engr.  and  mgr.  of  constrn.  coy.;  July  1918  to  date,  mgr.  .water  power  dept., 
Algoma   Steel   Corp. 

References:  J.  LeB.  Ross,  J.  S.  H.  Wurtele,  F.  F.  Griffin,  B.  E.  Barnhill,  J.  C. 
Holden. 

MacLEAN— CHARLES  SALMON,  of  Halifax,  N.S.  Born  at  Chipman,  N.B. 
May  16,  1891;  Educ.  B.Sc.  (Elec.  engr.)  Univ.  of  N.B.  1913;  B.A.  same. univ.  1911; 
1913-14  in  graduate  apprentice  course,  test  dept.  Can.  Gen.  Elec.  Co.;  3  yrs.  machinist, 
eTec.  tug-boat  engr;  1  yr.  sawmill  work,  etc.  with  Can.  Forestry  corps,  England; 
1916-17  (20  mos.)  military  service;  1914-15  (4  mos.)  with  Nor.  Light  &  Power  Co., 
Cobalt,  on  Elec.  operation  &  maintenance  :  1917  to  date,  instructor  at  N.  S.  Tech. 
Coll.,  in  re-educ.  classes,  dept.  soldier's  civil  re-estb. 

References:  J.  W.  Roland,  F.  R.  Faulkner,  J.  A.  Stiles,  F.  A.  Bowman,  L.  H. 
Wheaton. 

MALLOCH— EDMUND  SENKLER,  of  Ottawa.  Ont.  Born  at  Hamilton,  Ont., 
Oct.  2nd,  1885.  Educ,  B.Sc,  Queen's  Univ.,  1910;  18  mos.  eng.  course,  Can.  West- 
inghouee  Co.;  one  yr.,  constrn.  foreman,  Railway  Signal  Co.;  3  yrs.,  shop  supt.,  Gen. 
Ry.  Signal  Co.,  and  at  present,  asst.  tech.  engr.,  fuels  and  fuel  testing  div.,  Mines 
Branch,  Ottawa. 

References:  B.  F.  C.  Haanel,  J.  Blizard,  G.  G.  Gale,  E.  Stansfield,  L.  W.  Gill, 
J.   Murphy. 

MALLOCK — NORMAN,  of  Niagara  Falls,  Out.  Born  at  Arnprior,  Out  ,  Mar. 
III.,  1888.  Educ,  B.Sc,  Queen's  Univ.,  1912.  1906-07,  rodman,  etc.,  C.N.R.; 
1907  (3  mos.),  prospecting  under  A.  M.  Campbell:  1911  ( I  mos.)  recorder  and  dftsman. 
Topographical  Survey;  1912  (5  mos.)  inst'man  in  chg.  of  party,  land  subdiv.,  Mont- 
gomery &  Marrier,  Prince  Albert,  Sask.;  1913-14,  asst.  dftsman  (acting  leveller) 
C.P.R.;  1914-15,  inst'man  on  stadia  topog.  surveys,  Hydro  Elec.  Power  Comm; 
1915-17,  prelim  surveys  for  constrn.  of  Niagara  Power  Development;  June  1917  to 
date,  in  office  of  eh.  field  engr.,  compiling  and  tabulating  field  reports. 

References:  T.  H.  Hogg,  H.  G.  Acres,  J.  B.  Goodwin,  A.  C.  D.  Blanchard,  H.  1. 
Bucke,  F.  N.  Rutherford,  J'.  C.  Moyer. 


Mc  ANDREW— JOSEPH  BENEDICT,  of  St.  Catharines,  Ont.  Born  at 
St  Catharines,  Nov.  13th,  1889.  Educ,  B.A.Sc.,  Univ.  of  Tor.  1912.  1910-11,  transit- 
man  on  prelim,  survey,  Welland  Ship  Canal.  1912-16,  on  Welland  Ship  Canal,  15  mos., 
as  dftsman.,  later  instr'man  on  constrn,  and  2  yrs  in  office  on  dsgn.  of  steel  and 
concrete  si  riictures;  Feb.  1916  (16  mos.)  with  C.E.F.,  as  ofliecr  with  7th  Can.  Ry. 
Troops,  in  chg.  of  narrow  and  standard  gauge  rly  constrn.,  at  present  dsgning  cngr., 
Welland  Ship  Canal. 

References:  A.  J.  Grant,  W.  H.  Sullivan,  J.  L.  Wellcr,  E.  P.  Johnson,  F.  S.  Lazier. 

M  I  (  I0Y — LYLE,  of  Montreal  West  Bom  at.  Washington,  Iowa,  Oct.  4th,  1885. 
Educ,  2'-j  yrs  ,  Armour  Inst,  of  Tech..  Chicago,  M  ,  A.S.  M.lv  8  yrs.,  elec.  engr.  and 
master  mechanic,  Bettendorf  Co.,  Davenport,  Iowa:  3  yrs  ,  same  duties  for  Can.  Car 
anil  Can  Steel  Foundries.  Montreal;  al  present,  in  ehg  of  all  new  eng.  work  and 
maintenance,  Can.  Car  &  Foundry  Co.  and  Can    Steel  Foundry. 

References:  K  \\  .  Blackwell,  W.  S.  Atwood,  H.  B.  R.  Craig,  W.  F.  Angus,  H  II. 
Vaughan. 

McDONALD— NORMAN  GEDDES,  of  Niagara  Falls,  Out.  Born  at  Orcsswell, 
Ont.,  Aug.  1th,  1893.  Educ,  B.A.Sc,  Toronto  I  fniv  ,  l'HS;  1916-17  111)  mos.),  as 
inspector  and  machinist  on  munition  work;  (5  mos.),  asst.  ch.  examiner  of  steel  at  the 
British  Forgings  Plant,  Toronto,  employed  by  the  Imperial  Ministry  of  Munitions,  in 
dig.  of  staff  of  twenty-five  men,  also  ehg.  of  inspection  of  steel,  checking,  office  work, 
etc.,  in  connection  with  fracture  plant;  1918,  to  date,  draftsman  employed  by  the 
Hydro-Elec.  Power  Comm.  on  the  Ont.  Power  Co.  extension. 

References:   W.  Jackson,  P.  Gillespie,  G.  F.  Harming,  L.  T.  Rutledge,  T.  H.  Hogg. 

McDONALD— WILLIAM  SUTHERLAND,  of  Calgary,  Alta.  Born  at  West 
Zorra,  Ont.,  Apr.  28th,  1890.  Educ,  B.A.Sc,  Univ.  of  Alta.,  1915.  1915-16,  as  asst. 
on  D.  L.S.,  at  present  hydrometric  engr.,  on  staff  of  Comm'r  of  Irrigation,  Calgary. 

References:  P.  M.  Sander.  A  1,  Ford,  M.  H.  Marshall,  C.  M.  Arnold,  V.  A, 
Ncwhall. 

McDOUGALL— JAMES  CECIL,  of  Montreal.  Que  Born  at  Three  Rivers,  Que, 
July  4th,  1886.  Educ  ,  B.Sc,  1909,  B.  Arch.,  1910,  McGiU  univ.,  A.R.I.B.A. ;  studied- 
2  yrs.  in  Europe;  1913,  to  date,  practicing  architecture;  dsgned  numerous  bldgs.,  fac 
tories,  etc. 

References:   J    C    Smith,  V.  I.  Smart,  R.  J.  Durley,  A.  F.  Byers,  P.  W.  St.  George, 

M.  D.  Barclay,  H.  H,  Vaughan 

MILLS— THOMAS  STANLEY,  o(  Ottawd,  Ont.  Born  at  Kingston,.  Ont., 
Jan.  26th,  1889.  Educ,  B.A.,  1910,  B.Sc  (honors  C  1,  i,  lull.  Queen's  univ  ,  I)  L.S  , 
1915.  191(1  (5  mos.),  res.  engr.  in  chg  of  laying  out  and  constrn  of  highway;  1911  (8 
mos. I,  res.  engr.  in  chg.  of  constrn.  of  reinforced  concrete  water  reservoir;  1912  (3  mos.), 
asst.  to  engr.  in  chg.  Mil.  Dist.  No.  3,  Kingston;  1912  (6  mos.),  on  location  survey, 
Trent  Canal;  1912-13,  tech  asst  Topog  Surveys.  Dept.  of  Interior;  1913-14,  asst.  to 
city  engr  ,  Prince  Albert,  Sask.;  19]  I  15,  assl  to  M  If.  Baker  on  D.L.S.  work;  Mar., 
1915.  to  date,  acting  ch.  engr.,  Dom.  Parks  Branch,  Dept  of  Interior,  Ottawa;  respon- 
sible for  supervision  of  all  eng.  work,  etc. 

References:  J.  A.  Bell,  A.  Macphail,  G.  B.  Dodge,  T  H.  G.  Climn,  A  W.  Gray, 
0.  S.  Finnic,  J.  A.  S.  King,  B.  E.  Norrish. 

MITCHELL  -WILLIAM  CHARLES,  of  Ucgiua,  Sask.  Born  at  Sydney,  N.S., 
Jan  5th,  1888  Educ  .  High  Sch  ,  1905  1910,  concrete  inspector;  1912,  supt  of 
contracts  with  Jausse- Mitchell,  Calgary;  1913-14,  res.  engr.,  E.  D.  &  B.  C.  Rly.; 
1915,  highway  cngr.  on  highway  location,  Banff  Nat.  Park  ;  at  present  res.  cngr.  with 
Parsons  Engineering  Co.,  Regina. 

References:  A.  S.  Dawson,  J.  M.  Wardle,  W.  I!  \  Smith,  II.  G.  Dimsdali  i 
J.  D.  Peters. 

MONTGOMERY— WILLIAM  GEORGE,  of  Peterboro,  Ont.  Born  at  Game- 
bridge .  Ont.,  Sept.  19th,  1888,  Educ,  one  yr.  app.  se.  Queen's  Univ.  1906-10,  rod- 
man,  etc.,  on  constrn.  and  surveys,  Trent  Canal;  1910-12,  making  canal  surveys,  plans, 
estimates,  etc.;  1912.  to  date,  asst.  cngr  ,  responsible  for  making  of  surveys,  dsgning 
plans  of  structures,  etc  ,  Trent  Canal. 

References:  A,  J.  Grant,  L.  Sherwood,  F.  S.  Lazier,  E.  B.  Jost,  E.  G.  Cameron, 
G.  Kydd,  A.  L.  Killaly,  J.  A.  Aylmer. 

Mi  >HGAN— RALPH  OARLETON,  of  St  Catherines.  Out.  Born  at  Farran's  Point, 
Ont.  June  14th,  1889.  Educ,  grad.,  R.M.C.,  1909.  1909,  rodman,  N.  T.  Ry.; 
topographer,  J.  &  L.  M.  Ry.;  1910,  res.  engr.;  1910-12,  inst'man  and  dftsman,  C.  P.  R  ; 
1912-13,  res.  engr  .  C.  P.  R.;  1913-14,  inst'man  and  1919,  dftsman,  Dept.  Railways  & 

Canals. 

References:   A  J.Grant,  W.  H.  Sullivan,  F.  S.  Lazier,  F.  C.  Jewett.E.  P.  Johnson. 

NEWLAND— SAMUEL  GEORGE,  of  Sandwich,  P.  O,  Ont.  Born  at  East 
Toronto,  Nov.  30th,  1800.  Educ,  high  school  1909,  with  C.N.R.;  1911-14,  res.  engr., 
North  Bay  dist..  C.N.R.;  1914-16,  with  Hydro  Elec.  Power  Comm.,  as  transitman, 
later  ch.  of  party;  1916,  asst.  cngr.  on  paper  mill  constrn.,  Morrow  &  Beatty;  1917 
(5  mos.),  with  Hydro  Elec.  Power  Comm  ,  on  hydrographic  work;  1917-18,  asst.  to 
engr  in  chg.  of  constrn.  work,  Can.  Steel  Corp.;  July,  1918,  to  date,  engr.  in  ehg.  of 
constrn.  work,  Great  Lakes  Dredging  Co.,  Ojibway,  Ont. 

References:  H.  Thome,  H.  G.  Acres,  J.  A  Beatty,  G.  P.  MacT.aren,  H.  A.  Morrow, 
J.S.  Nelles.G.  Kahn. 

PAYNE— ALBERT  IRVING,  of  Calgary,  Alta.  Born  at  Brooklyn,  N.Y., 
Fell  7th,  1871.  Educ.,  C.E  ,  Princeton  Univ.,  1896.  1896-97.  dftsman.  Hay  Foundry 
&  Iron  Works,  Newark,  N.J.;  1897  (3  mos.),  asst.  constrn.  engr.,  Economical  Gas 
Apparatus  Constrn.  Co.,  Birmingham,  Eng.;  1897-98,  in  responsible  chg.  of  operation  of 
plant;  1898  (2  mos  i,  in  London  office  of  same  firm  making  up  cost  data,  etc.;  (2  mos.l, 
inspecting  finished  steel  and  cast  iron  work  for  carbureted  water  gas  plants,  Gateshead- 
on-Tyne,  Eng.;  1898-99,  constructing  engr.  in  responsible  chg.  of  erection  of  plant, 
Halifax  Corp.  Gas  Works,  Halifax,  Eng.;  1899  (2  mos),  special  designing  work  in 
office;  1899-1901,  acting  ch.  engr.,  AG. AC.  Co.,  also  engr.  in  responsible  chg.  of 
erection  and  operation  of  several  carburetor  water  gas  plants  in  England;  1901-02, 
engr.  and  sole  representative  of  A.G.A.O.  Co.,  supervising  erection  and  operation 
of  plant  for  Tokio  Gas  Co.,  Tokio,  Japan;  1902,  in  London  office  revising  plans,  etc.; 
1902-03,  engr.  ir  responsible  chg.  of  operation  of  plant,  Leicester  Corp.  Works;  1903-05, 
mgr.  &  Sec'y,  Nelson  Coke  &  Gas  Co  ,  Nelson,  B.C  ;  1905-12,  engr.  and  mgr., 
Calgary  Gas  Co.;  1912-17,  eonslt.  gas  engr.,  Calgary,  Alta.;  June,  1917,  to  date,  engr. 
with  P.  Burns  &  Co.  Ltd.,  dsgning  and  supervising  engr.,  in  responsible  chg.  of  sewers, 
water  supply,  etc. 

References:  G.  N.  Houston,  C.  M.  Arnold,  M.  H.  Marshall,  C.  W.  Craig,  W.  J. 
Gale. 


JOURNAL     OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


483 


PENNOCK— WILLIAM  BRITTON,  of  Ottawa,  Ont.  Born  at  Ottawa,  Ont., 
Aug.  23rd,  1S93;  Educ,  B.Sc,  McGill  Univ.,  1915;  1909,  Rodman,  geodetic  survey  of 
Canada;  1910,  Harbour  construction  work,  Port  Arthur,  asst  to  govt.  engr.;  1911-12, 
recorder  geod.  survey  of  Canada;  1913,  in  chg.  of  sounding  party,  Sask.  river  survey; 
1916-17,  Lieut.,  Canadian  Engrs.,  C.E.F.,  France;  Nov.  1917,  to  date,  dist.  vocational 
officer,  Dept.  of  Soldier's  Civil  Re-establishment  of  Canada. 

References:  H.  E.  T.  Haultain,  G.  G.  Gale,  E.  Brown,  C.  J.  Armstrong,  E.  D. 
La  Fleur. 

REID— FRASER  DANIEL,  of  Cobalt,  Ont.  Born  at  Kingston,  Ont.,  Feb.  20th, 
1881.  Educ,  B.Sc,  Queen's  Univ.,  1901.  1899-1900,  on  D.L.S.;  1901-05,  chemist, 
Can.  Corundum  Co.;  1900-07,  concentrator  supt.;  1907,  to  date,  with  Coniagas  Mines 
Ltd.,  as  follows: — 1907-15,  concentrator  Supt.;  1915,  to  date,  manager. 

References:  R.  W.  Leonard,  H.  E.  T.  Haultain,  A.  V.  Redmond,  A.  D.  Campbell' 
J.  A.  Reid. 

ROSS— OTH  MAR  WALLACE,  of  St.  Catherines,  Ont.  Born  at  Burlington, 
Ont.,  Jan.  15th,  1890.  Educ,  B.A.Sc,  Toronto  Univ.,  1912;  VA  yrs.  with  city  engr., 
Brantford;  ljji  yrs.  bridge  &  Structural  work.  Dominion  Bridge  Co.,  Montreal;  8  mons. 
asst.  to  Dominion  land  surveyer;  lj-i  yrs.  in  ehg.  location  and  right  of  way  party  on 
Welland  Ship  Canal  work;  1H  yrs.  as  asst.  to  O.  L.  Surveyer,  placing  boundaries  for 
Welland  Ship  canal;  1}^  yrs.,  Lieutenant,  C.E.F.;  1J4  yrs.  as  Lieutenant  and  Capt., 
Ryl.  Air  Force;  April,  to  date,  asst.  engr.,  section  1,  Welland  Ship  canal. 

References:  J.  L.  Weller,  A.  J.  Grant,  W.  H.  Sullivan,  T.  H.  Jones,  D.  C.  Tennant, 
E.  P.  Johnston. 

ROY— L.  DE  BOUCHERVILLE,  of  Ottawa,  Ont.  Born  at  Beauharnois,  Que., 
Mar.  25th,  1892.  Educ,  2  yrs.  at  Polytechnic,  18  mos.  private  tuition.  1911, 
entered  D.  P.  W.  summer  on  survey  of  Sask.  River:  3  summers  following,  on  surveys 
and  metering  and  winters  in  office  dfting.;  1913-16,  asst.  engr.,  on  constrn.  of  combined 
roadway  and  wharf  at  Kingston;  Fall  of  1910-18,  in  D.P.W.,  Ottawa;  April,  1918,  took 
commission  in  Can.  Engrs.,  C.E.F.;  at  present  as.st   engr.,  Dept.  Public  Works,  Ottawa 

References:  E.  D.  Lafleur,  S.  J.  Chapleau,  C.  R.  Coutlee,  R.  deB.  Corriveau,  A. 
St.  Laurent,  A.  Langlois. 

RUNCIMAN—  ARTHUR  SALKELD,  of  Montreal.  Bom'at  Godeiich,  Ont., 
11th,  1890.  Educ,  grad.,  S.P.S.,  1911.  Summer,  1909,  on  constrn.  work,  G.T.R. 
shops,  Stratford;  1910,  with  Gen.  Elec.  Co.,  at  hydro-elec.  stations,  Kitchener,  Preston 
and  Stratford;  1911,  with  Calgary  Power  Co.,  at  Horseshoe  Falls;  1912-14,  asst.  supt., 
light  and  power  dept.,  Prince  Albert,  Sask.;  1915,  with  Can.  Westinghouse  Co.,  on 
constrn.  at  Grand  Mere;  Jan.  1916,  to  date,  with  Marconi  Wireless  Telegraph  Co., 
first  at  receiving  station  at  Louisburg,  later  at  transmitting  plant,  Glace  Bay;  1917, 
asst.  mgr.,  Montreal,  and  at  present  on  experimental  work. 

References:   W.  Chipman,  G.  H.  Power,  C.  H.  Attwood,  F.  S.  Rutherford. 

SHAW— CHARLIE  BERFORD,  of  Hawkesbury,  Ont.  Born  at  Pembroke,  Ont. 
Oct.  14th,  1887.  Educ,  home  study  and  I.C.S.;  1907,  tracing,  Dobbie  Fdry  & 
Machine  Co.,  Niagara  Falls,  N.Y.;  1908,  drafting,  Lincoln  Paper  Mills  Co.;  1909,  with 
Can.  Crocker  Wheeler  Co.;  1910,  Can  Steel  Co.,  Hamilton;  1912-13,  field  engr,  constrn., 
Ont.  Paper  Co.,  Thorold;  1914-17,  eng.  drfts'man  under  engr.  in  chg.,  Welland  Ship 
Canal;  1918,  to  date,  engr.  drfts'man,  Riordon  Pulp  &  Paper  Co.  Ltd. 

References:  C.  B.  Thome,  J.  L.  Weller,  W.  H.  Sullivan,  A.  B.  Cook,  J.  J.  Aldred. 

SILCOX— HARRY  ROY,  of  Toronto,  Ont.  Born  at  Mount  Brydges,  Ont.,  Jan. 
16th,  1888.  Educ,  B.Sc,  Mc. Master  Univ.,  1912.  course  in  structural  dsgn.,  Toronto 
Tech.  school;  1906-15,  with  C.  P.  R.  as  follows: — 1906-10,  trackman,  etc.;  1911,  rodman; 
1912-13,  drtsman  and  inst'man  in  chg.  of  small  surveys;  1913-15,  inst'man  in  charge  of 
surveys,  track  centering  constrn  work,  etc.;  1916-17,  inspector  of  dredging,  crib  work, 
piling,  etc.,  Can.  Stewart  Co.;  1917,  inst'man,  C.  P.  R.;  1917-18,  res.  engr.,  C.  P.  R.; 
June  1918,  to  date,  field  engr.,  railway  dept.,  Hydro-Elec.  Power  Comm. 

References:  T.  U.  Fairlie,  A.  C.  Hertzberg,  J.  C.  Krumm,  A.  P.  Walker,  E.  G' 
Hewson,  W.  E.  Bonn. 

TAYLOR— WILLIAM  CAVEN,  of  Stonewall,  Man  Born  at  Toronto,  Ont. 
May  21st,  1883.  Educ,  S.P.S.,  B.S.E.,  Univ.  of  Man.,  1911,  M.L.S.;  Summers,  1904- 
05-06-07,  rodman  and  inst'man,  C.  P.  R.;  1908-10,  chg.  of  party,  C.  P.  H.;  1911-18, 
private  practice,  land  surveying,  drainage  system  and  highway  constrn.;  1918,  to  date, 
with  Winnipeg  Elec.  Rly.  on  reinforced  concrete  sub-stations  and  .investigations 
electrolysis,  at  present  on  appraisal  of  property. 

References:  S.  Wilkins,  E.  E.  Brydone-Jack,  W.  Aldridge,  A.  A.  Young,  G.  B. 
McColl,  H.  Edwards,  J.  A.  H.  O'Rielly. 

TRO  WD  ALE— RUSSELL  S.,  of  Calgary,  Alta.  Born  at  Crapand,  P.E.I. , 
May  25th,  1883.  Educ,  Prince  of  Wales  Coll.  1903-12,  with  Robh  Eng.  Co.,  as 
follows: — 1903-07,  apprenticeship;  1906-07,  asst.  to  oh.  engr.,  in  chg.  test  dept.;  1907- 
09,  in  chg.  of  power  plant  constrn.  in  N.S.;  1909-12.  in  chg.  of  plant  constrn.  in  Alta.  and 
B.C.;  1912-17,  dist.  engr.,  Can.  Allis-Chalmers  in  Alta.;  1917  to  date,  dist.  engr., 
in  Alta.,  for  Can.  Gen.  Elec.  Co.  and  Can.  Allis-Chalmers. 

References:  G.  W.  Craig,  A.  S.  Dawson,  E.  L.  Miles,  C.  M.  Arnold,  R.  MacKay 
C.  Chalmers. 

WANG — SIGMUND,  of  Hawkesbury,  Ont.,  Born  at  Christiania,  Norway, 
July  7th,  1887.  Educ,  chem.  engr.  coll.  of  Christiania,  1909;  1909-11,  apprentice, 
Norwegian  Sulphite  mill;  1912-14,  chemist,  Oxford  Paper  Co.,  Rumford,  Me.;  1914,  to 
date,  ch.  chemist  in  chg.  of  laboratories,  Riordon  Pulp  &  Paper  Co.,  Ltd. 

References:  C.  B.  Thome. 

WAY,  ERNEST  OWEN,  of  Ottawa,  Ont.  Born  at  London,  Eng.,  Jan.  13th, 
1881.  Educ,  Lady  Owen  School,  matric,  London  Univ.;  Evening  classes,  Battersea 
Polytech.,  during  his  apprenticeship.;  1898-1903,  mech'l  apprentice;  1903-07,  erecting 
mechanic,  L.  &  S.  W.  Ry.,  London,  Eng.;  1908-11,  asst.  to  ch.  inspector  of  weights  and 
measures  and  scientific  adjuster,  Ottawa;  1911-12,  acting  ch.  inspector,  in  ehg.  of  Dom. 
Standards  Branch  of  weights  and  measures  and  Dom.  Inspection  Service;  1912,  to  date, 
ch.  inspector,  in  full  chg.  of  same. 

References:  A.  B.  Lambe,  G.  B.  Dodge,  K.  M.  Cameron,  R.  J.  Durley,  F.  B.  Reid, 
R.  C.  F.  Alexander. 


WIGHTMAN— JOHN  FREDERICK  CARMAN,  of  Amherst,  N.S.  Born  at 
Lawrencetown,  N.S.,  Oct.  25th,  1S93.  Educ,  2  yars.  in  arts,  Prince  of  Wales  coll., 
2  yrs.  eng.  course,  Mt.  Allison  univ.;  gen.  surveying  certificate,  N.  S.  Tech.  coll.; 
Spring,  1913,  in  chg.  of  inst'  work  on  highway  bridge  constrn;  Fall,  1913,  inst'man  on 
final  alignment  and  grade  of  branch  line,  G.  T.  P.  Ry.;  1913-14,  asst.  instructor  in 
surveying,  in  chg.  of  field  work,  Mt.  Allison  univ.;  1914-15,  inst'man  work  on  crown  land 
survey;  1915-18,  on  active  service,  made  minor  surveys,  dsgned  and  made  plans  for 
barracks,  mess  rooms,  etc.;  at  present  town  engr.,  supt.  of  streets,  water  works  and 
sewers,  Amherst. 

References:  H.  C.  Burchell,  C.  M.  O'Dell,  Kenneth  Pickard. 

YOUNG— FRANK  BENNET  (Major),  of  St.  John,  N.B.  Born  at  Lethbridge, 
Alta.,  Aug.  27th,  1892.  Educ,  Prince  of  Wales  Coll.,  Deputy  Laud  Surveyor,  N.  B. 
Crown  Land  Surveyor,  etc  Rodman  on  location  and  constrn.,  T.  C.  Ry.,  in  N.  B.; 
1910-12,  transitman  and  res.  engr.,  irrigation  dept.,  C.  P.  R  ,  Alta.,  topographical  work, 
including  constrn.  of  dam,  canals,  etc.;  1913,  private  practice,  Crown  Land  surveyor  for 
N.B.,  at  present  with  26th  Batt.,  B.E.F. 

References:  G.  G.  Murdoch,  R.  H.  Gushing,  J.  K.  Scammel,  G.  C.  Dunn,  H.  Longley. 

FOR  TRANSFER  FROM  THE  CLASS  OF  ASSOCIATE   MEMBER  TO  THAT 

OF   MEMBER 

BRAKENRIDGE— CHARLES,  of  Vancouver,  B.C.,  Born  at  Whitehaven, 
England,  June  5th,  1885;  Educ,  Tech.  educ  classes,  Askatrid  Agric  coll.,  Whitehaven 
tech.  coll.,  England,  and  Ryl.  Tech.  coll.,  Glasgow;  1901-05,  articled  pupil  under  the 
late  J.  S.  Moffatt,  civil  and  arch.  engr.  and  land  surveyer,  Whitehaven;  1905-06, 
contractors  res.  engr.,  contractors  of  Oughterside  colliery  br.  rly.  1906-07,  asst.  engr., 
Caledonian  rly.,  Glasgow;  1907-08,  drfts'man  G.  T.  P.,  Edmonton,  Alta.  and  Skeena 
river;  1908-09,  drfts'man  and  instr'man,  Yukon  Gold  Co.,  Dawson;  1909-11,  eh. 
drfts'man,  city  engr's  office,  Vancouver;  1911-15,  asst.  city  engr.,  Vancouver,  in  chg.  of 
roadways,  public  utilities,  etc.;  1915-18,  deputy  city  engr.,  Vancouver;  1918,  to  date, 
private  practice,  Vancouver,  B.C. 

References:  A.  G.  Dalzell,  H.  M.  Burwell,  N.  J.  Ker,  H.  Rindal,  D.  Cameron, 
W.  H.  Powell,  C.  E.  Cooper. 

COCKBURN— JAMES  ROY,  of  Toronto,  Ont.  Born  at  Beaverton,  Ont.,  Oct. 
25th,  1879.  Educ,  B.A.Sc,  Toronto,  Univ.,  1902.  1901  (2  mos.),  dftsman,  N.  Y. 
Shipbuilding  Co.,  Camden,  N.J.;  1902  (4  mos),  dftsman,  Wellman,  Saever,  Morgan, 
Eng.  Co.,  Cleveland,  Ohio;  1902-03,  dtsman,  Poison  Iron  Works,  Toronto;  1901  (5  mos.), 
dftsman  and  inspector,  Pittsburgh  Reduction  Co.;  1905  (5  mos),  transitman,  in  chg. 
of  survey  party,  D.L.S.;  1906  (5  mos.),  transitman  in  chg.  of  party,  under  H.  S.  Hol- 
croft,  D.L.S.;  1907,  reporting  on  quantities  of  earth  and  concrete  in  connection  with 
hydro-elec.  power  development,  Town  of  Gravenhurst,  Out.;  1913,  with  Thor  Iron 
Works,  Toronto,  looking  after  constrn.  of  2  steel  scows  and  one  steel  barge,  also  dag  ued 
and  looked  after  constrn  of  3  small  steel  steamers;  1913,  to  date,  asst.  professor  of 
descriptive  geometry,  Univ.  of  Toronto;  Oct.  1916  to  Feb.  1919,  on  active  service  with 
58th  fin.  in  France  and  Royal  Engrs.  in  France  and  Palestine. 

References:  C.  H.  Mitchell,  W.  Chipman,  P.  Gillespie,  C.  R.  Young,  E.  W.  Oliver, 
A.  H.  Harkness,  E.  L.  Cousins,  N.  D.  Wilson. 

FERGUSON— GEORGE  Hendry,  of  Ottawa,  Ont.  Born  at  Toronto.  Ont., 
Jan.  20th,  1883.  Educ,  B.A.Sc.  (C.E.),  Univ.  of  Toronto,  1905.  D.I..S.  Summers, 
1903-01-05,  usst.  on  surveys,  N.  Ont.  and  W.  Canada;  sessions  1906-08,  on  staff  of 
Faculty  of  App.  Science,  Toronto  Univ.,  in  addition  to  private  work;  engr.  in  chg.  of 
constrn.  and  erection  of  bldgs.,  Dom.  Radiator  Co.,  also  in  chg.  of  drainage  surveys, 
etc.;  1907,  asst.,  Geodetic  Survey;  1908,  asst.  surveyor  on  layout  and  sub-div.  of  coal 
lands.  S  Alta.;  1909,  in  chg.  of  surveys  for  water  power  development;  1909-11,  asst. 
engr.  on  staff  of  Hydro  Elec.  Power  Comm.  on  constrn.  and  survey  of  water-power,  etc.; 
1911-15,  asst.  engr.  on  staff  of  Comm.  of  Conservation,  in  chg.  of  field  work,  surveys, 
etc.;  1915-18,  officer  with  C.E.F.,  Can.  Engrs.,  at  present,  asst.  engr.,  Comm.  of 
Conservation. 

References:  J.  White,  H.  G.  Acres,  A.  F.  Macallum,  P.  Gillespie,  J.  Murphy, 
E.  G.  Hewson. 

H(  IDGSON— JOSEPH  POLLARD,  of  Vancouver,  B.C.  Born  at  London,  Eng., 
Sept.  6th,  1880.  Educ,  Battersea  Polytech.,  A.  M.I.C.E.,  7  yrs.,  engaged  in  inspection 
€>f  dsgns  and  supervision  of  constrn.  of  numerous  bridges,  piers,  harbour  improvements, 
etc.;  4  yrs.,  engr.  and  agent  for  H.  Arnold  &  Sons,  contrctors,  Doncaster,  on  constrn. 
of  water  works,  reservoirs,  bridges,  etc.,  England;  5  yrs.,  with  Howarth  Erskine  Ltd., 
Singapore,  on  erection  of  bridges,  screw  pile  wharf  and  various  other  works;  3  yrs., 
branch  mgr.  for  Howarth  Erskine,  Ltd.,  Rangoon,  Burma, dsgn  and  constrn  of  numerous 
bridges,  wharves,  etc.;  7  yrs.  on  works  for  Dom.  and  Pro.  Gov'ts  and  private  concerns 
as  engr.  contractor;  at  present  carrying  out  river  protection  work  on  Fraser  River  for 
Dom.  Gov't. 

References:  A.  D.  Creer,  A.  G.  Dalzell,  F.  L.  Fellowes,  E.  G.  Matheson,  C.  E' 
Cartwright,  D.  Cameron,  H.  K.  Dutcher,  C.  Brakenridge. 

HOLMES— ARCHIBALD  RETTIE,  of  Toronto,  Ont.  Born  at  Hantsport, 
N.S.,  July  18th,  1872.  Educ,  B.  Eng.,  King's  Coll.,  1895.  1893  (3  mos),  asst.  to 
W.  R.  Butler,  as  dftsman,  inst'man  on  water  and  sewerage  works,  etc.,  in  N.S.;  1895, 
dftsman,  with  C.  E.  W.  Dodwell,  res.  engr.,  D.  P.  W.,  Halifax;  dftsman  on  maintenance 
of  way,  I.  C,  Ry.,  Moncton,  N.B.;  leveller  and  transitman  on  surveys  and  constrn., 
etc.;  dftsman,  steel  dsgning  dept.,  Boston  Elev.  Ry.;  checker  and  dsgner,  bridges  and 
bldgs  ,  N.  Y.  C.  Ry.;  structural  engr.,  United  Coke  &  Gas  Co.,  N.Y.;  7  yrs.  structural 
engr.,  Link  Belt  Co.,  and  Dodge  Coal  Storage  Co.,  Philadelphia;  7  yrs.  sec-treas.,  of 
MacKinnon,  Holmes  &  Co.  Ltd.,  Sherbrooke,  Que.,  mfrs.  of  steel  structures;  at  present, 
president,  Archibald  &  Holmes  Ltd.,  Toronto,  engr.  and  bldrs.  of  reinforced  concrete, 
steel,  stone  structures,  etc. 

References:  W.  R.  Butler,  C.  E.  W.  Dodwell,  W.  B.  MacKenzie,  G.  A.  McCarthy, 
I.  E.  Vallee,  J.  T.  Morkill. 

MILES— HAROLD  ROY,  of  Lethbridge,  Alta.  Born  at  Kewatin,  Mar.  14th, 
1879.  Educ,  Grammar  school.  1894,  on  B.  &  A.  Ry.;  1895  (6  mos),  rodman  on 
constrn.;  1896,  asst.  on  survey,  Grand  Falls  water  power,  inst;  transit  and  level  work; 
1897-99,  leveller,  Washington  Co.  Ry.,  Me.;  1899,  leveller  on  location,  Van  Buren 
Extension;  1900-01,  in  chg.  of  constrn.,  A.  C.  Ry.,  later  transitman  on  location;  1901-02, 
asst.  engr.,  to  G.  L.  Wetmore,  C.  P.  R.;  1902,  to  date,  with  C.  P.  R.,  in  chg.  of  all  main- 
tenance of  way  work,  also  in  gen.  mgr's  office,  Montreal,  as  asst.  to  eng.  of  maintenance- 
of-way,  at  present  div.  engr.,  Lethbridge,  div. 

References:  J.  M.  R.  Fairbiarn,  C.  T.  De  Lamere,  A.  C.  MacKenzie,  W.  B. 
Russell,  C.  L.  B.  Miles,  C.  L.  Wetmore,  C.  H.  N.  Connell,  J.  W.  Orrock. 


484 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


NEVITT— IRVING  HEWARD,  of  Toronto,  Ont.  Born  at  Toronto,  Ont., 
July  2lth,  1882.  Educ,  B.A.Sc.,  Toronto  Univ.,  1904.  1899,  on  constrn.,  A.  &  S. 
Ry,  1900-03  (summers),  machine  shop,  power  station  and  telephone  work;  1901-05, 
dftsman,  roadways  dept.,  Toronto;  190.r>,  testing  dept.,  Can.  Gen.  F.lec  Power  Comm.; 
Schenectady,  N.  Y.;  1907,  transitman  on  prelim,  surveys,  Hydro-Elec  Power  Comm.; 
1909,  transitman,  main  drainage  works,  Toronto;  1910,  asst.  to  engr.  in  dig.,  sewerage 
disposal  branch,  main  drainage  works,  and  res.  engr.  in  chg.  of  constrn.  of  sewage 
disposal  works,  including  tanks,  etc.;  1913,  to  date,  supt  and  asst.  engr.  in  chg.  of 
operation  of  main  sewage  disposal  works,  etc. 

References:  G.  A.  McCarthy,  P.  Gillespie,  G.  G.  Powell,  .1  Milne,  C.  L.  Fellowes. 
E.  W.  Oliver.  W.  Gore,  C.  H.  Rust. 

SPRENGER — Aloys  Reginald  (Major),  of  Montreal,  Que.  Born  at  Bareillv. 
East  India,  Sept.  3rd,  1877.  Educ,  R.M.C.,  Sandhurst,  1897,  City  of  Guilds  Tech. 
Inst.,  London;  1  yr.,  surveying  on  Afghan  frontier  and  China;  15  mos.,  dfts'man  and 
inst'man  on  construction  and  location,  C  PR.;  9  mos,  dfts'man  on  constrn.  T.C.Ry.; 
4  yrs.  res.  bridge  engr.,  including  supervision  of  constrn.  of  foundations,  3  yrs.,  dist. 
bridge  engr.  in  chg.  of  all  bridge  and  steel  water  tank  constrn.,  T.  C.  R.;  2  yrs.,  engr.  in 
in  chg.  of  constrn.  of  steel  arch,  St.  John,  N.B.,  also  highway  bridge,  Newcastle;  Nov. 
1915.  to  April,  1919,  with  C.E.F.,  in  chg.  of  constrn  of  45  Aerodromes  in  England; 
served  in  France  with  2nd.  bn.,  Can.  Engineers  as  co.  comm'dr. ;  at  present,  dist. 
supt'g  engr.  for  Eastern  Canada,  Dept.  Soldiers'  Civil  Re-establishment. 

References:  R.  F.  Uniacke,  A.  II.  Willett,  P.  P.  Shearwood,  E.  A.  Hoare,  C.  M- 
Steeves,  G.  L.  Mattice,  W.  A.  Duff. 

FOR  TRANSFER  FROM  CLASS  OF  JUNIOR  TO  HIGHER  GRADE 

FORD— JOHN  WILLIAM,  of  Niagara  Falls,  Ont.  Born  at  London,  Ont.,  Nov. 
9th,  1889.  Educ,  B.A.Sc,  Toronto  Univ.,  1915;  1911  (5  mos.),  dfts'man,  city  of  N. 
Vancouver;  1912-13,  transitman,  C.N.R.,  on  Leaside  &  Trenton  Bub-div'ns,  etc.; 
1913-16,  transitman,  leveller,  topographer  on  rly  location,  office  work  and  collector  of 
revenue  statistics  on  hydro-radial  schemes,  Hydro-Elec  Power  Comm;  1916,  to  date, 
dsgning  dfts'man,  in  constn.  office,  Niagara  Power  Development,  HEP.  Comm. 

References:  H.  L.  Bucke,  A.  C.  D  Blanchard,  J.  B.  Goodwin,  N.  R.  Gibson 
J.  A.  P.   Marshall. 

FRENCH—  MERRITT  HENRY,  of  Calgary,  Alta.  Born  at  Rice  Lake,  Wis., 
Mar.  1st,  1886.  Educ,  1  yr.  Arts  and  1  yr.  eng.,  Univ.  of  Minnesota,  passed  prelim. 
and  final  exams,  for  D.L.S.  1901-05,  rodman,  mining  and  surveying,  Mahoning  <  >re 
Co.;  1905,  rodman,  Longyear  Exploration  Co.,  including  underground  mining  surveying, 
and  surface  surveying;  1906  (3  mos.),  inst'man,  with  city  engr.,  Virginia,  Minn.; 
1906-10.  farming;  1910  (3  mos),  asst.  Dom.  Topog.  party  near  Moose  Jaw;  1910-11, 
asst.  to  asst.  ch.  engr.,  on  constrn.  S.  A.  Land  Co.;  1911-12,  hydrometric  engr  , 
Maple  Creek;  May,  1912,  to  date,  hydrometric  and  irrigation  engr  ,  including  inspec- 
tion, dsgn.  and  location,  etc.,  Cypress  hills  irrigation  dist. 

References:  F.  H.  Peters,  R.  J.  Burley,  E.  L.  Miles,  P.  M.  Sander,  J.  S.  Tempest, 
V.  A.  Newhall,  S.  G.  Porter. 

GREGORY— ALEXANDER  WATSON  (Capt.,  M.C.),  of  St.  Stephen,  N.B. 
Born  at  St.  Stephen.  Dec.  2nd,  1884.  Educ,  3  yrs.  eng  ,  Univ.  of  N.B.,  1906.  1906-07, 
inst'man  on  constr.,  James  Bay  Ry.;  1907-09,  asst.  to  div.  engr.  on  constrn.,  Q.M.  &  S 
Ry.;  1909-10,  inspector  and  inst'man  on  constrn.,  N.T.Ry.;  1911-15,  asst.  engr.  in 
chg.  (ch.  engr's  branch),  P.  W.  D.,  Ottawa;  1915-19,  on  active  service  with  26th 
Infantry  Batt.,  France,  as  capt.;  at  present,  asst.  engr.  in  chg.  (ch.  engr's  branch), 
P.  W.  D.,  Ottawa. 

References:  H.  M.  Davy,  A.  Gray,  H.  H.  Donnelly,  C.  11.  Coutlee,  A.  G.  Tapley 

HARKNESS  — ROBERT  BRUCE,  of  Toronto.  Out.  Born  at  Tamworth, 
Ont.,  Feb.  27th,  1889.  Educ,  Renfrew  Coll.  Inst.  1905-07,  rodman.  etc.,  on  location 
and  constrn.,  G.T.P.  Ry.,  Fort  William  and  Edmonton;  1908-09,  level  and  transitman; 
1909-11,  res.  engr.  on  bridges  later  on  constrn.,  G.T.P. ;  1912,  engr.  on  installation  and 
trackage,  MacLeod  Collieries;  1912-13,  supt.  of  constrn.  with  Philan-Shirly  Co.  on 
C.N.R.  contract;  location  engr.,  E.  D.  &  B.  C.  Ry.;  1913,  div.  engr.  on  constrn.; 
Winter,  1913-14,  location  engr.,  A.  &  G.  W.  Ry.;  1914,  Div.  Engr.  on  constrn,.  E.  D.  & 
B.  C.  Ry.;  June,  1915,  on  active  service,  commanded  19th  Batt.  Welsh  Reg't.  from 
Aug.,  1918-Feb.,  1919,  at  present  in  chg.  of  Niagara  dist.,  Soldiers'  Civil  Re-establish- 
ment. 

References:  H.  E.  T.  Haultain,  W.  R.  V.  Smith,  R.  W.  Jones,  C.  Ewart,  M.  E. 
Davis. 

MzcGILLIVRAY— JOHN  ALEXANDER,  of  Winnipeg,  Man.  Born  at  New- 
Glasgow,  N.S.,  Jan.  7th,  1889.  Educ,  2  yrs.  eng.,  Dalhousie  univ.  1905-08,  rodman, 
tcpog.  and  instr'man  on  municipal  and  railroad  work  in  N.  S.  and  N.  B.;  1909-10, 
rodman  and  inst'man  on  constrn.  of  Wpg.  Hydro-Elec.  Power  plant;  1910-11,  asst. 
field  engr.  on  same,  in  chg.  of  layout  of  power  house  and  dams;  1911-12,  res.  engr.  on 
constrn.,  I.C.R.  branch  line;  1912  (8  mos.),  supt.  and  engr.  in  chg.  of  constrn.  oi 
reservoir,  Standard  Constrn  Co.;  1913-11,  chg.  of  constrn.  of  concrete  sewer,  Trans- 
cona,  Man.;  1915-16,  asst.  bridge  engr.,  Man.  Good  Roads  Board;  1917-18,  res.  engr. 
on  power  house  extension,  Wpg.;  at  present  on  valuation  staff  of  Man.,  Public  Utilities, 
valtiating  Wpg.  Electric  Ry. 

References:  W.  M.  Scott,  E.  V.  Caton,  W.  P.  Brereton,  G.  L.  Guy,  J.  M.  Leamy, 
M.  A.  Lyons. 


MacLACHLAN— ROBERT  CAVAN,  of  St.  Catherines,  Ont.  Born  at  Lochaber, 
Que.,  Nov.  26th,  1892;  Educ,  B.Sc,  McGill  Univ.,  1916;  913-14-15,  rodman,  instru'- 
man,  asst.  res.  engr.  on  construction  work,  C.N.R.;  1916,  asst.  engr.  on  harbour 
construction  work  on  Hudson  Bay  terminal  at  Port  Nelson;  (18  mos.),  with  Can 
Forestry  corps  in  France  in  chg.  of  mill  producing  aeroplane  spruce;  (5  mos.),  2nd  in 
command  of  a  company;  at  present  asst.  res.  engr.   Welland  Ship  Canal. 

References:  H.  M.  MacKay,  E.  Brown,  C.  B.  Daubney,  D.  W.  McLachlan,  A.  J. 
Grant.  E.  P.  Johnson.  J.  T.  Johnston. 

NORRIS— JAMES  HILLYARD,  of  Montreal.  Que.  Born  at  Montreal,  Que. 
Sept.  21st,  1890;  Educ,  B.Sc.  (Mechanical),  McGill  Univ.,  1912:  1909-10,  G.  T.  R. 
locomotives  shops,  Stratford,  Ont.;  1911,  Byers  &  Anglin  Contractors;  1912,  in  chg. 
of  construction  of  24  houses  for  City  Realty  Investing  Co.;  1913-15,  constructed  16 
houses  on  own  account;  1916-18,  with  Imperial  Munitions  Board  in  chg.  of  18  pd. 
shrapnel  production  in  eastern  div.,  also  construction  and  layout  of  storage  warehouses', 
1919,  to  date,  partner  in  firm  of  Douglas  Bremner  &  Co.  Ltd.,  Montreal. 

References:  E.  Brown,  H.  M.  MacKay,  D.  Bremner,  W.  S.  Atwood,  C.  M. 
McKcrgow. 

SHAW— JOCK  BROWN,  of  Victoria,  B.C.  Born  at  Berwick,  N.S.,  July  29th, 
1885.  Educ,  2K  yrs.  high  school,  \)4  yrs.  C.  E.  course,  Stanford  Univ.,  Cal.  1905-06, 
(11  mos.),  rodman  on  T.  C.  Ry.  surveys;  3  mos.,  tapeman  on  C.  P.  R.  double  tracking; 
1906-08,  rodman,  topographer,  etc.,  on  G.  T.  P.  surveys;  1909-10  (5  mos.),  rodman. 
and  acting  instr-man  on  residency,  G.  T.  P.  constrn.,  Skeena  River;  3  mos.,  asst. 
dftsman  on  V.  &  B.  S.  Ry.;  6  mos.,  transitman  on  land  surveys  in  Northern  B.C., 
1911-13,  on  surveys  of  Victoria  as  transitman;  1911-12  (4  mos  ),  transitman  on  surveys 
and  constrn.,  Sooke  Lake  water  supply  for  Victoria;  June  1913  to  date,  asst.  engr; 
D.  P.  W.,  Vancouver  Island  Dist. 

References:  A.  F.  Mitchell,  E.  G.  Marriott,  E.  P.  McKie,  R.  W.  Macintyre,  D.  O. 
Lewis. 

STEWART— JAMES  CROSSLEY  (Lt.  Col.,  D.S.O.),  of  Ottawa,  Ont.  Born  at 
Kingston,  Ont.,  Feb.  17th,  1891.  Educ,  grad.,  R.M.C.,  1911,  Col.  Inst.  Summer, 
1910,  on  surveys,  middle  channel,  St.  Lawrence  River;  and  work  in  office  of  S.  J. 
Chapleau,  P.  W.  P.;  1911-14,  asst.  engr  ,  P.  W.  D.,  Ottawa,  as  fellows:  1911-12,  res. 
engr.  on  constrn.,  French  River  Regulation  Works  and  in  chg.  of  surveys;  1913,  res. 
engr.  and  supt.  of  constrn.  on  dam,  French  River,  also  reconnaisance  surveys,  etc; 
1913-14,  supt.  of  removal  of  shoal,  Brockvillc,  surveys  and  borings,  Fort  William  Har- 
bor; 1914-19,  with  Can.  Field  Artillery  in  Belgium,  France  and  Germany,  building  pits, 
mine  dugouts,  shelters,  etc,  at  present  asst.  engr.  to  S.  J.  Chapleau,  P.  W.  D 

References:  S.  J.  Chapleau,  W.  J.  Stewart,  C.  R.  Coutlee,  D.  MacPherson,  J.  L.  H. 
Bogart. 

FOR  TRANSFER  FROM  CLASS  OF  STUDENT  TO  HIGHER  GRADE 

BARCELO— JEAN  EDOUARD,  of  Montreal,  Que.  Born  at  Montreal,  Que., 
Dec  2nd,  1893.  Educ,  B.S.A.  and  C.E..  Laval  Univ.,  1916.  2  summers  (4  mos. 
each),  asst  engr..  P.  W.  D.;  1  summer  (2  mos.),  inspector  munitions  plant; 
June,  1916,  to  date  with  Quebec  Streams  Comm.  as  follows: — 1916,  inst'man  on  Lake 
Kenogami  survey;  1917,  gen. -office  work;  1917-18  on  storage  dam  constrn  as  concrete 
inspector  and  later  asst.  res.  engr.;  July,  1918,  to  date,  gen.  office  work  and  gauging  of 
rivers. 

References:  O.  O.  Lefebvre,  J.  B.  D'Aeth,  E.  J.  Lavigne,  F.  C.  Laberge,  L.  G. 
Papineau. 

LOIGNON-HILAIRE  H.  BRUNO,  of  Outremont.  Que.  Born  at  Montreal,  Que. 
Jan.  14th,  1894,  Educ,  B.A.Sc,  L'Ecole  Polytechnique  (Laval),  1917.  Post  graduate 
in  industrical  chemistry,  1918;  1916  (3  mos),  mech.  dftsman  at  Canada  Cement  Co. 
munition  plant;  1915,  at  A.  &  E.  Loignon.  Engrs.,  Montreal;  1917  (5  mos.),  asst.  engr. 
constrn.  of  Pulp  &  Paper  Mills  of  Mattagami,  P.  &  P.  Co.,  Smooth  Rock  Falls,  Ont; 
1918;  chemist  at  Canadian  Explosives  Co.,  Beloeil,  Que.;  1919,  constrn.  of  Ottawa  & 
Hull  Power  &  Mfg.  Co.,  asst.  dsgner  of  concrete  constrn.  for  Wm.  Kennedy,  Jr.; 
at  present  with  E.  Loignon,  C.E. 

References:   W.  Kennedy,  A.  Frigon,  W.  Scott,  J.  Dick,  S.  A.  Baulne. 

RICHARDSON— ALBERT  ANGUS  (Capt),  of  Peterboro,  Ont.  Born  at  Lake- 
field,  Ont.,  June  20th,  1892.  Educ,  B.A.Sc.  (C.E.),  Toronto  Univ.,  1915.  Summers, 
from  1906  to  1911,  on  constrn.,  chiefly  concrete  work  on  Trent  Canal;  1912  (5  mos.),  with 
W.  J.  Francis  &  Co.,  on  Moose  Jaw  water  supply  as  inspector;  1913-15,  on  staff  of 
supt.,  Trent  Canal,  preparing  navigation  charts,  placing  buoys,  etc.;  1914  (5  mos.)  and 
1915  (4  mos.)  asst.  city  engr.,  Peterboro,  in  chg.  of  pavements,  sewers,  etc.;  1915-16,  with 
Can.  Stewart  Co.,  as  engr.  in  chg.  of  operation  of  hydraulic  dredge  on  Toronto  Harbour 
improvements;  Mar.  1916,  enlisted  as  lieut.  in  Can.  Infantry,  later  promoted  to  Capt., 
Can.  Engrs.,  in  chg.  of  constrn.  and  maintenance  of  lines,  etc.,  received  O.  B.  E.,  and 
mentioned  in  despatches. 

References:  W.  J.  Francis,  R.  H.  Parsons,  P.  Gillespie,  C.  R.  Young,  C.  R. 
Crysdale,  E.  H.  Pense. 

WARD— ROY  CECIL,  of  Toronto.  Born  at  Toronto,  Ont.,  Nov.  25th,  1893. 
Educ,  B.A.Sc,  Toronto  Univ.,  1916.  1912.  rodman,  etc.,  with  Toronto  Niagara 
Power  Co.,  on  high  voltage  elec  transmission;  1916-18,  estimator  and  designer  on 
structural  steel  and  steel  plate  work,  Toronto  Iron  Works,  Ltd.,  responsible  for  all 
estimating  and  dsgning;  191.8,  appointed  asst.  engr.,  Leaside  Munition  Co.,  directly 
responsible  for  dsgn.  of  foundations  for  presses,  furnaces,  etc.,  location  of  all  machinery 
and  gen.  layout,  etc,  at  present  estimating  and  dsgning,  Toronto  Iron  Works. 

References:  P.  Gillespie,  W.  Chipman,  A.  H.  Harkness,  H.  G.  Acres,  H.  E.  T. 
Haultain,  R.  O.  Wynne-Roberts,  W.  S.  Harvey,   W.  E.  M.  Bonn. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


113 


ENGINEERING    INDEX 

In  this  department  will  be  published  from  month  to  month  the  titles  of  current  engineering  papers  with  the  authors 

and  source  and  a  brief  extract  of  the  more  important.     It  is  designed  to  give  the  members 

of  The  Institute  a  survey  of  all  important  articles  relating  to  every  branch  of 

the  engineering  profession. 


PHOTOSTATIC  PRINTS 

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Engineering  Societies  Library, 
£9  West  Thirty-ninth  Street,  New  York,  N.  Y. 


MINING  ENGINEERING 

BASE  MATERIALS 

Asbestos.  Famous  Mineral  Localities:  The  Pelham  Asbestos  Mine,  Massachusetts, 
Earl  V.  Shannon.  Am.  Mineralogist,  vol.  4,  no.  4,  Apr.  1919,  pp.  37-39. 
Characteristical  feature  is  granular  material,  olivine  colored  dark  by  magnetite 
or  chromite  dust,  containing  scattered  square  phenocrysts  of  bronzy  enstatite 
up  to  3  cm.  in  length,  the  whole  forming  a  typical  fresh  saxonite. 

Building  Rock.  Mineral  Deposits  and  Building  Rock  Beds  of  the  Argentine  Republic 
(Los  yacimientos  de  minerales  y  rocas  de  aplicacion  en  la  Republica  Argentina), 
Ricardo  Stappenbeek,  Ministerio  de  Agricultura  de  la  Nacion,  Direction 
General  de  Minas,  Geologia  e  Hidrologia,  boletin  no  19,  series  B,  1918,  107  pp., 
1  fig.  Summary  of  notes  gathered  by  various  explorers,  particularly  on  genetic 
formation  of  ore  deposits. 

Graphite.  Preliminary  Report  of  an  Investigation  into  the  Concentration  of  Graphite 
from  Some  Ontario  Ores.  Can.  Min.  Jl.,  vol.  40,  no.  12,  Mar.  26,  1919,  pp. 
189-197,  11  figs.  Account  of  experimental  work  conducted  by  staff  of  Dept.  of 
Min.  Eng.,  University  of  Toronto.  From  results  of  tests  a  system  of  concen- 
tration was  outlined. 

Lime.  The  Lime  Industry  in  1918.  Cement  &  Eng.  News,  vol.  31,  no.  4,  Apr.  1919, 
pp.  35-38.     General  condition  and  statistics  of  production. 

COAL  AND  COKE 

Accidents.  Reducing  Accidents  in  Coal  Mining,  Charles  P.  McGregor.  Coal  Indus., 
vol.  2,  no.  4,  Apr.  1919,  pp.  149-150.  Duties  of  officials  with  reference  to  inspec- 
tions, visits,  discipline  and  machinery. 

By-product  Plants.  Some  Striking  Features  of  a  By-product  Coke  Plant.  Coal 
Age,  vol.  15,  no.  15,  Apr.  10,  1919,  pp.  654-657,  7  figs.  Boosters  are  used  to 
increase  pressure  of  coke-oven  gas  after  by-products  are  extracted. 

Going  In  for  the  Production  of  By-Products  Linked  with  many  Important 
Considerations,  L.  W.  Alwyn-Schmidt.  Am.  Gas  Eng.  Jl.,  vol.  110,  no.  15, 
Apr.  12,  1919,  pp.  309-311.  Observes  that  production  of  by-products  can  not 
be  neglected  by  small  gas  works. 

Research  and  Progress  in  By-Product  Coking  in  Great  Britain — IV, 
John  B  C.  Kershaw.  Coal  Age.  vol.  15,  no.  17,  Apr.  24,  1919,  pp.  752-756, 
6  figs.  Coals  are  usually  crushed  and  mixed  before  coking.  Arrangement  of 
coke  oven  plant  at  Newton  Chambers  &  Co.  collieries  is  given  as  example  of 
practice    followed. 

Canada.  Coal  Resources  of  Western  Canada — I,  James  White.  Coal  Age,  vol.  15, 
no.  17,  Apr.  24,  1919,  pp.  744-748,  3  figs.  Distribution:  analysis  of  coal  samples; 
production  of  coal  in  Alberta  during  1917.     (To  be  concluded.) 

Classification.  The  German  Svstem  of  Coal  Classification  and  the  Future  Economic 
War— III.  Colliery  Guardian,  vol.  117,  no.  3038,  Mar.  21,  1919,  pp.  660-601. 
It  is  presumed  that  future  economic  war  will  involve  restriction  of  freedom  of 
mine  owner  in  respect  of  winning  and  treatment  of  coal,  by  introduction  of 
methods  based  on  communal  economics. 

Coke-Oven  Gas.  Coke-Oven  Gas.  Colliery  Guardian,  vol.  117,  nos.  30-10,  Apr.  4, 
1919.  pp.  773-774.  Future  development  of  coking  industry  will  take  place, 
writer  believes,  in  two  main  directions;  coke-oven  plants  becoming  large  heat, 
light  and  power  producers,  or  becoming  large  centers  of  chemical  activity. 

Cutter.  Coal-Cutter  Invented  by  a  Working  Miner.  Iron  &  Coal  Trades  Rev., 
vol.  98,  no.  2666,  Apr.  4,  1919,  p.  415,  2  figs.     Sketch  plan  showing  details. 

Gas.  Bumps  and  Outbursts  of  Gas  in  the  Crowsnest  Pass  Coal  Field.  Coal  Age, 
vol.  15,  no.  15,  Apr.  10,  1919,  pp.  660-665,  5  figs.  Field  covers  230  square  miles 
and  is  estimated  to  contain  845  billion  tons  of  coal.  From  Bulletin  No.  2, 
1918,  British  Columbia  Department  of  Mines. 

Kent  Coalfield.  The  Evolution  and  Development  of  the  Kent  Coalfield,  A.  E. 
Ritchie.  Iron  &  Coal  Trades  Rev.,  vol.  98,  nos.  2661,  2664,  2665,  2666,  2667, 
Feb.  28,  Mar.  21,  28,  Apr.  4,  11,  1919,  pp.  257-258,  356,  381,  414,  and  447-448, 
3  figs.     From  1897  to  1900. 

Mar.  21:  Nationalization  of  Westphalian  Coal  Syndicate  from  accounts 
in  German  newspapers;  Mar.  28:  from  1912  to  1918;  Apr.  4:  from  1901-1905. 
Apr.  11:  Diagram  of  borings  put  down  by  Kent  Coal  Concessions,  Ltd.  up  to 
Dec.  1906. 


Spanish  Industry.  Geological  History  of  Coal  and  Its  Present  Value. — II.  Actual 
Conditions  of  Spanish  Coal  Industry:  Its  Future  (La  hulla  en  el  pasado  geologico 
y  en  el  presente  historico.  II.  Estado  actual  de  la  industria  hullera  espanola; 
su  porvenir),  D.  Pablo  Fabrega.  Revista  Minera,  vol.  70,  no.  2680,  Mar.  16, 
1919,  pp.  129-135.  Presentation  of  various  theories  concerning  origin  of  coal; 
comparison  of  activities  in  coal  industries  of  various  nations.  Conference  given 
before  Instituto  de  Ingenieros  Civiles. 

Stripping.  Coal  Stripping  in  the  United  States — IV,  Wilbur  Greely  Burroughs. 
Coal  Indus.,  vol.  2,  no.  4,  Apr.  1919,  pp.  143-146,  6  figs.  Features  of  stripping 
and  loading  shovels  and  dragline  excavators. 

Methods  of  Mining  Coal,  W.  C.  Bochert.  Pahasapa  Quarterly,  vol.  8, 
no.  2,  Feb.  1919,  pp.  41-52,  7  figs.  Practices  followed  in  U.  S.  A.  in  connection 
with  stripping  or  open-cut  mining,  and  mining  under  ground  or  under  cover. 

Surface  Support.  The  Effect  of  Coal  Mining  on  the  Overlying  Rocks  and  on  the 
Surface,  W.  D.  Lloyd.  Colliery  Guardian,  vol.  117,  no.  3041.  Apr.  11,  1919, 
pp.  837-839  and  (discussion),  p.  842.  Writer  indicates  lines  on  which  he  believes 
further  observations  should  be  made  on  the  effect  mining  operations  will  have  on 
the  support  of  the  surface.  Paper  read  before  Midland  Inst.  Min.,  Civil  & 
Mech.  Engrs. 

Transportation.  The  Carriage  of  Coal  by  Rail  in  India,  H.  Kelway-Bamber.  Ry. 
Gaz.,  vol.  30,  no.  14,  Apr.  4,  1919,  pp.  603-606,  6  figs.  Development  in  Indian 
coal  output  and  forecast  of  future  coal  consumption.  (To  be  continued.) 
Paper  read  before  Indian  Section,  Roy.  Soc.  of  Arts. 

GEOLOGY  AND  MINES 

Adirondack  Region.  Pegmatite,  Silextite,  and  Aplite  of  Northern  New  York, 
William  J.  Miller.  Jl.  Geology,  vol.  27,  no.  1,  Jan.-Feb.  1919,  pp.  28-54,  8  Figs. 
Examination  of  accepted  genetic  theories  in  view  of  phenomena  presented  by 
occurrences    in    Adirondack    region. 

Alaska.  The  Nelchina-Susitna  Region,  Alaska,  Theodore  Chapin.  Dept.  of  the 
Interior,  U.  S.  Geol.  Survey,  bul.  668,  1919,  67  pp.,  14  figs.  Location,  area  and 
geology  of  drainage  basins  of  Copper  and  Susitna  Rivers. 

American  Geology,  Bibliography  or.  Bibliography  of  North  American  Geology, 
for  1915,  with  subject  index,  John  M.  Nickles.  Dept.  of  Interior,  U.  S.  Geol. 
Survey,  Bul.  645,  1916,  144  pp.  Includes  publications  bearing  on  the  geology  of 
the  Continent  of  North  America  and  adjoining  islands;  also  Panama  ancT  the 
Hawaiian  Islands.  Textbooks  and  papers  general  in  character  by  American 
authors  are  included;  those  by  foreign  authors  are  excluded  unless  they  appear  in 
American  publications. 

Argentina.  Geological  and  Hydrogeological  Studies  in  the  Region  between  the 
Mouth  of  the  Rio  Negro,  San  Antonio/and  Choele-Choel  (Estudios  geologicos  e 
hidrologicos  en  la  region  comprendida  entre  Boca  del  Rio  Negro,  San  Antonio 
y  Choele-Choel),  Ricardo  Wichmann.  Republica  Argentina,  Anales  del  Minis- 
terio de  Agricultura  de  la  Nacion,  Seccion  Geologica,  Mineralogia  y  Mineria, 
vol.  13,  no.  3,  1919,  44  pp.,  5  figs.     Data  secured  in  survey  of  region. 

Contribution  to  the  Geology  of  the  Argentine  Republic  (Contribution  al 
conocimiento  geologico  de  la  Republica  Argentina),  Ricardo  Wichmann  and 
Franco  Pastore.  Anales  del  Ministerio  de  Agricultura  delta  Nacion,  Seccion 
Geologia.  Mineralogia  y  Mineria,  vol.  13,  no.  4,  1919,  45  pp.,  8  figs.  Geology 
of  region  between  Rio  Negro  and  Arroga  Valcheta,  with  petrographic  description 
of  volcanic  and  metamorphic  rocks. 

British  Columbia.  Was  there  a  "Cordilleran  Glacier"  in  British  Columbia?  J.  B. 
Tyrell.  Jl.  Geology,  vol.  27,  no.  1,  Jan.-Feb.  1919,  pp.  55-60.  Writer's 
observations  had  lead  him  to  deny  possibility  of  existence  of  a  great  longitu- 
dinally moving  Cordilleran  glacier  in  latitude  54  deg.,  and  he  believes  that  it  was 
absent  as  far  south  as  Quesnel  in  latitude  53  deg. 

Crystallography.     Crystallography     of     Some  Canadian     Minerals:  8.     Axinite, 

Eugene   Poitevin.     Am.    Mineralogist,   vol.  4,    no.    4,    Apr.    1919,    pp.    32-36. 

Analyses  made  by  Geol.  Survey  of  Canada.  Give  table  showing  combination  of 
gorms  on  nine  measured  crystals. 

Dakota  North.  The  Geology  of  North  Dakota,  A.  G.  Leonard.  Jl.  Geology, 
vol.  27,  no.  1,  Jan.-Feb.  1919,  pp.  1-27,  2  figs.  Rocks  are  classified  as  being 
chiefly  clays,  shales  and  sandstones  belonging  to  the  Cretaceous  and  Tertiary 
periods,  overlain  in  most  places  by  the  drift  deposits  of  the  Pleistocene. 

Economic  Geology.  Contributions  to  Economic  Geology  (short  papers  and  pre- 
liminary reports),  part  11.  Mineral  Fuels,  M.  R.  Campbell  and  David  White. 
Dept.  of  Interior,  U.  S.  Geol.  Survey,  Bul.  621,  1916,  375  pp.,  42  figs.  Des- 
criptions of  occurrences  that  have  economic  interest  but  are  not  considered 
of  sufficient  importance  to  warrant  an  extended  account;  preliminary  reports  on 
economic  investigations,  the  results  of  which  are  to  be  published  later  in  more 
detailed  form;  apparatus  for  determining  percentage  of  ash  and  coal  and  instruc- 
tions for  its  use. 

Idaho.  A  Preliminary  Report  on  the  Mining  Districts  of  Idaho,  Thomas  Varley, 
Clarence  A.  Wright,  Edgar  K.  Soper  and  Douglas  C.  Livingston.  Dept.  of 
Interior,  Bur.  of  Mines,  Bul.  166,  113  pp.,  6  figs.  Gives  localities  of  mining 
districts,  and  nature  of  present  operations  and  those  that  have  been  carried  on 
in  the  past:  geology  is  discussed  in  reference  to  types  of  ore  deposits  and  char- 
acter of  ores. 


114 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Lava.  Dacites  and  Dacitoidea,  With  Reference  to  Lavas  of  Martinique  (Dacites 
et  dacitoides,  a  propos  dos  laves  de  la  Martinique),  A.  Lacroix.  Comptes  rendus 
des  seances  de  l' Academic  des  Sciences,  vol.  168,  no.  0,  Feb.  10,  1919,  pp.  297-302. 
Composition  of  volcanic  rocks  found  in  Martinique  is  adduced  in  support  of 
theory  that  a  number  of  lavas,  which  are  considered  as  andesites,  are  in  reality 
heteromorphic  dacites. 

Metalliferous  Deposits.  Original  Formation  of  Metalliferous  Deposits  (Sur  la 
formation  originelle  des  gisements  metalliferes).  Notes  Provincales,  (Notes  de 
geophysique),  no.  7,  Feb.  1919.  pp.  18-21.  On  the  genesis  of  exogenous  deposits. 
Remarks  on  Stephen  Tabor's  paper,  The  Mechanics  of  Vein  Formation,  before 
Am.  Inst.  Min.  Engrs.     See  Trans.,  A.  I.  M.  E.,  Sept.  1918,  pp.  1189-1222. 

Nevada.  The  Yerington  District,  Nevada,  Adolph  Knopf.  Min.  &  Sci.  Press,  vol. 
18,  no.  14,  Apr.  5,  1919,  pp.  455-458,  2  figs.  Geological  records;  analysis  of 
lime  stone  sample  taken  in  district.  From  Professional  Paper  114,  U.  S.  Geol. 
Survey. 

Texas.  Geology  of  North  Central  Texas  Field,  Wallace  E.  Pratt.  Oil  &  Gas  Jl., 
vol.  17,  no.  44,  Apr.  4,  1919,  pp.  54-56,  Structure  of  surface  beds;  surface  rela- 
tion to  subsurface;  occurrences  of  water,  oil  and  gas.  Paper  before  Am.  Assn. 
of  Geologists. 

Vancouver  Island.  Sooke  and  Duncan  Map-Areas,  Vancouver  Island,  C.  II. 
Clapp.  Can.  Dept.  of  Mines,  Geol.  Survey,  memoir  96,  445  pp.,  19  figs. 
Topography,  geology  and  natural  resources. 

IRON 

Mesabi  Ran<;k.  Iron-Ore  Concentration  on  the  Mesabi  Range,  F.  A.  Kennedy. 
Eng.  &  Min.  Jl.,  vol.  107,  no.  16,  Apr.  19,  1919,  pp.  683-688,  5  figs.  Tables 
and  curves  relating  to  performances  of  washers;  suggestions  for  betterment  of 
present  methods. 

LEAD,  ZINC,  TIN 

Tin  Mining.  Tin-Mining  in  the  Dutch  Indies  (Van  het  handgrondwerk  naar  het 
spuit-en  pompbaggcrbedrijf),  J.  C.  Moilema.  De  Ingenieur,  vol.  34,  no.  5, 
Feb.  1,  1919,  pp.  68-79,  14  figs.     Particulars  of  a  number  of  installations. 


Zinc-Ore  Distillation.  Refractories  for  the  Zinc  Industry, 
Jl.  Am.  Ceramic  Soc,  vol.  2,  no.  2,  Feb.  1919,  pp.  81-95. 
retors  used  in  distillation  of  zinc  ores. 


M.  Grovcr  Babcock. 
Requirements  of  clay 


Zinc-Ore  Mining.  Operations  at  the  Zinc.  Camp,  Arkansas,  Tom  Shiras,  Eng.  & 
Min.  Jl.,  vol.  107,  no.  14,  Apr.  5,  1919.  pp.  607-608,  2  figs.  Mining  confined  to 
removal  of  siliceous  ores. 

MAJOR  INDUSTRIAL  MATERIALS 

Manganese.  Chrome  and  Manganese  Ores  in  Cuba,  Boletin  de  Minas,  no.  5,  1918, 
pp.  57-70.  Despite  handicaps,  it  is  believed  that  the  outlook  for  a  steadily 
increasing  production  in  1918  and  1919  is  good.  Reserves  of  manganese  are 
estimated  at  700,000  to  800,000  tons.  The  Spanish  text  for  this  article  appears 
in  pp.  41-56.     From  U.  S.  Geol.  Survey,  bul.  380,  Sept.  1918. 

Report  on  the  Manganese  Deposits  of  Georgia  (Second  Report  on  Man- 
ganese), J.  P.  D.  Hull,  Lawrence  la  Forge  and  W.  R.  Crane.  Geol.  Survey  of 
Georgia,  bul.  35,  295  pp.,  39  figs.  Divided  into  three  parts,  (1)  relation  of 
ore  deposits  to  structural  geology,  (2)  description  of  individual,  properties  and 
mode  of  occurrence  of  ore,  and  (3)  methods  of  mining  and  cleaning  ore.  Pre- 
pared in  co-operation  with  U.  S.  Geol.  Survey  and  U.  S.  Bur.  of  Mines. 

The  Mining  and  Preparation  of  Manganese  Ores  in  Tennessee,  W.  R.  Crane 
and  E.  R.  Eaton.  Mining  Jl.,  vol.  125,  no.  4363,  Apr.  5,  1919,  pp.  213-214. 
Minerals  found  are  pyrolusite,  psilomelane,  and  manganite.  (To  be  continued.) 
From  Mag.  of  Tennessee  Geol.  Soc. 

Manganese,  T.  G.  Trevor,  South  African  Jl.  Industries,  vol.  2,  no.  1, 
Jan.  1919,  pp.  35-43.  Occurrence  and  appearance  of  ores;  metallurgical  and 
chemical  uses  of  manganese  oxides;  statistics  of  manganese  production  of  the 
world  for  1913  and  1916. 

MINES  AND   MINING 

Accidents.  Quarry  Accidents  in  the  United  States  During  the  Calendar  Year  1917, 
Albert  H.  Fay.  Dept.  of  the  Interior,  Bur.  of  Mines,  tech.  paper  213,  62  pp. 
Tables  indicating  causes  of  accidents;  safety  rules  promulgated  by  Nat.  Lime 
Mfrs.  Assn. 

Africa,  South.  The  Mineral  Industry  of  South  Africa  and  its  Future — IV,  V  &  VI, 
P.  A.  Wagner.  S.  A.  Min.  &  Eng.  Jl.,  vol.  28,  parts  1  and  II,  nos.  1429,  1430 
and  1432,  Feb.  15,  22  and  Mar.  8,  1919,  p.  572,  597  and  27.  Feb.  15:  Iron, 
kaloin  and  lead  mining.  Feb.  22:  Zinc,  arsenic,  magnesite,  manganese,  mica, 
soda,  talc,  tungsten.  Mar.  8:  Lime,  rock  phosphate,  chert,  gypsum,  kieselghur, 
salt,  cement,  clay  products  and  structural  material.  Presidential  address  read 
before  S.  A.  Assn.  for  the  Advancement  of  Science.     (To  be  continued.) 

British  Columbia.  History  of  Mining  and  Metallurgical  Development  in  British 
Columbia.  Min.  &  Eng.  Rcc,  vol.  24,  no.  1,  Jan.  1919,  pp.  6-11,  9  figs.  From 
the  discovery  of  gold  in  1851  to  construction  of  mill  at  Allenby,  B.C. 

Cuba.  Historical  Sketch  of  the  Mining  Industry  in  Oriente.  Cuba  (Resena  historica 
sobre  la  mineria  en  Oriente,  Cuba).  Boletin  de  Minas,  no.  5,  1918,  pp.  26-40. 
Iron  mining  on   northern   coast.     (Continued.) 

Doors,  Separation.  Separation  Doors  at  the  Bottom  of  the  Upcast  Pit.  Worked 
Automatically  by  Tubs  Attached  to  Endless-Rope  (Under-Tub)  Haulage, 
Clement  Fletcher.  Trans.  Manchester  Geol.  &  Min.  Soc,  vol.  36,  part  II, 
Mar.  1919,  pp.  31-33,  &  4  figs,  on  plate  between  p.  64  and  cover.  Doors  work 
vertically  in  machined  gun-metal  grooves  and  are  operated  by  two  Hans  Renold 
roller  chains. 

Drainage.  Tapping  and  Draining  a  Deep  Shaft,  J.  Fox.  Colliery  Guardian,  vol. 
117,  no.  3038,  Mar.  21,  1919,  pp.  659-660,  3  figs.  Sketches  showing  erosive 
action  of  water  on  borehole. 


Drilling  and  Stripping.  The  Blow  of  the  Drill  Bit,  Sharp  or  Dull,  Frank  Richards. 
Eng.  &  Min.  Jl.,  vol.  107,  no.  17,  Apr.  26,  1919,  pp.  735-736,  1  fig.  Explanation 
of  failure  of  steel  to  stand  up  under  action  is  found  in  consideration  of  forces  which 
act  and  react  in  drill-striking  operation. 

Heavy  Drilling  at  Sacramento  Hill,  Robert  T.  Banks.  Eng.  &  Min.  Jl., 
vol.  107,  no.  16,  Apr.  19,  1919,  pp.  690-091,  2  figs.  Method  adopted  provides  for 
series  of  benches  which  are  operated  simultaneously,  steam  shovels  being  used  to 
load  rock  into  cars  after  it  has  been  drilled  and  blasted. 

Stripping.  Stripping  and  Drilling  Methods  at  the  Sacramento  Hill  Copper  Mines. 
Eng.  &  Contracting,  vol.  51,  no.  16,  Apr.  16,  1919,  pp.  389-390,  4  figs.  Hill  laid 
off  in  benches  and  drilling  is  effected  by  Sullivan  "  Hyspeed  "  pistol  drill  with 
J<-in.  cylinder  diameter. 

Hoisting  Machinery.  Electric  Cables  at  Mines.  Iron  &  Coal  Trades  Rev.,  vol. 
98,  no.  2666,  Apr.  4,  1919,  pp.  405-407,  5  figs.  Regulations  proposed  by  various 
mining  engineers  in  the  light  of  their  experience.  Discussion  of  paper  published 
in  Iron  &  Coal  Trades  Rev.,  Feb.  21. 

Laws.  A  Uniform  Mining  Law  for  North  America,  T.  A.  Godson.  Can.  Min. 
Inst.  Bul.,  no.  84,  Apr.  1919,  pp.  399-405.  Considers  that  present  mining  laws 
of  Canada  are  not  sufficiently  adaptable  to  mining  needs. 

Revision  of  Mining  Law  of  April  21,  1810  (Projet  de  revision  de  la  loi  des 
mines  du  21  avril  1810),  Couriot.  Genie  Civil,  vol.  74,  no.  12,  Mar.  22,  1919, 
pp.  228-232.  Modifications  in  regard  to  duration  of  concessions  and  sharing  of 
profits  with  the  state.  Comparisons  of  French  mining  law  with  those  of  other 
nations. 

Ore  Handling.  Unloading,  Crushing,  and  Screening  at  the  Arthur  Mill  of  the  Utah 
Copper  Company,  F.  G.  Janney.  Min.  &  Sci.  Press,  vol.  118,  no.  14,  Apr. 
5,  1919,  pp.  464-470,  8  figs.  Ore  comes  from  mine  in  trains  of  40  cars,  which 
descend  on  0.4  per  cent  grade  over  150-ton  Strait  scale,  equipped  with  Streeter- 
Amet  automatic  weighing  and  recording  device,  on  which  ore  is  weighed  while 
train  is  moving  at  rate  of  two  miles  per  hour. 

Ore  Reserves.  Application  of  the  Theory  of  Probability  in  the  Determination  of 
Ore  Reserves,  G.  A.  Watermeyer.  Jl.  Chem.,  Metallurgical  &  Min.  Soc.  of 
South  Africa,  vol.  19,  no.  7,  Jan.  1919,  pp.  97:107  and  (discussion),  pp.  107-108, 
5  figs.  Studies  whether  there  is  a  law  governing  distribution  of  values  in  deter- 
mination of  ore  reserves.  Object  is  to  ascertain  probability  of  predicting  nature 
of  ore  penetrating  to  various  depths  from  points  sampled. 

Pillar  Supports.  Pillar  Supports  in  Fortuna  Mines  of  Braden  Copper  Co.,  Chile 
( Metodo  de  explotacion  en  las  minas  Fortuna  de  la  Braden  Copper  Co.  de  Chile 
Dejando  columnas  de  sostenimiento),  Charles  Hollister.  Ingenieria  Interna- 
cional,  vol.  1,  no.  1,  Apr.  1919,  pp.  13-15,  2  figs.  Results  obtained  by  applica- 
tion of  method  used  in  Arizona  of  Ray  Consolidated  Copper  Co. 

Rand.  Rand  Mining  in  1918,  A.  Cooper  Key.  Eng.  &  Min.  Jl.,  vol.  107,  no.  16, 
Apr.  19,  1919,  pp.  702-703,  1  fig.  Data  showing  past  and  present  position  of 
gold-mining  industry. 

Safety.  Mine  Officials  and  the  Safety  Problem,  Edwin  C.  Curtis.  Coal  Indus., 
vol.  2,  no.  4,  Apr.  1919,  pp.  141-142.  Advises  that  an  official  be  judged  by  good 
accident  record  rather  than  by  his  record  of  production. 

Safety  Lamps.  Safety  Lamp  Gauges — IV,  T.  J.  Thomas  Colliery  Guardian,  vol. 
117,  no.  3039,  Mar.  28,  1919,  pp.  714-716,  3  figs.  Velocities  established  in 
explosive  mixtures:  composition  of  air  rendered  extinctive  by  addition  of  dioxide 
and  nitrogen;  influence  of  inert  gases  on  properties  of  firedamp  mixtures;  results 
of  exposing  methane  and  air  mixtures  to  high  temperatures  without  sparking. 

Screening.  Estimating  Screen  Efficiency,  W.  O.  Bercherdt.  Eng.  &  Min.  Jl.,  vol. 
107,  no.  15,  Apr.  12,  1919,  pp.  651-653,  2  figs.  Diagram  of  screen  analysis 
on  feed,  undersize  and  oversize  samples  made  on  hand  screen  clothed  with 
identical  screening  medium  used  on  a  mill  screen. 

Statistics.  Mineral  Statistics  of  Peru  in  1917  (Estradistica  Minera  del  Peru  en  1917), 
Carlos  P.  Jimenez.  Boletin  del  Cuerpo  de  Ingenieros  de  Minas  del  Peru,  no. 
95,  326  pp.  Production  of  coal,  oil,  gold,  silver,  copper,  lead,  zinc,  mercury, 
antimony,  vanadium,  molybdenum,  tungsten,  bismuth  and  natural  salts. 

Stripping.     See  Drilling  and  Stripping  above. 

Timbering.  Safe  and  Efficient  Mine  Timbering — IV,  R.  Z.  Virgin.  Coal  Indus., 
vol.  2,  no.  4,  Apr.  1919,  pp.  138-141,  4  figs.  Cribbing,  fore-poling  under  soft 
roof,  timbering  high  places,  inclined  seams  and  using  round,  notched  timber. 

Ventilation.  Mine  Ventilation  in  the  Coeur  d'Alenes,  Robert  N.  Bell.  Eng.  & 
Min.  Jl.,  vol.  107,  no.  14,  April  5,  1919,  pp.  603-604.  Problem  presented  by  air 
circulation  at  depth. 

MINOR  INDUSTRIAL   MATERIALS 

Barytes.  Barytes,  Percy  A.  Wagner.  South  African  Jl.  Industries,  vol.  2,  no.  2, 
Feb.  1919,  pp.  143-146.  Mode  of  occurrence  and  sources  of  supply;  com- 
mercial uses;  dressing  and  preparation;  valuation  and  prices. 

Magnesite.  Magnesite  on  the  Island  of  Margarita,  Charles  F.  Z.  Caracristi.  Eng 
&  Min.  Jl..  vol.  107,  no.  1,  Apr.  12,  1919,  pp.  645-647,  1  fig.  Geological  exam- 
ination has  led  writers  to  believe  that  there  are  important  magnesite  deposits 
on  Venezulean  Island. 

Mercury.  Quicksilver  in  1917,  F.  L.  Ransome.  Dept.  of  Interior,  U.  S.  Geol.  Survey, 
Mineral  Resources  of  U.  S.  A.,  1917— Part  I,  pp.  367-455,  Mar.  18,  1919. 
Statistics  of  production,  including  general  review  of  important  quicksilver 
deposits  of  the  world,  section  on  mining  of  quicksilver  ores,  and  bibliography. 

Saltpeter.  Economics  of  Chile  (Chile  Economico),  Pedro  Luis  Gonzalez.  Boletin 
de  la  Sociedad  de  Fomento  Fabril,  vol.  35,  no.  12,  Dec.  1918.  pp.  811-821. 
Special  reference  is  made  to  mineralogy,  metallurgy  and  saltpeter  deposits. 


JOURNAL    OF    THE    ENGINFERING    INSTITUTE    OF    CANADA 


115 


Tungsten.  Wolfram  Mining  in  Bolivia,  G.  F.  J.  Preumont.  Eng.  &  Min.  Jl., 
vol.  107.  no.  14,  Apr.  5,  1919.  pp.  597-GOO.  Development  of  industry  in  recent 
years.  Bolivia  is  considered  by  writer  as  second  in  importance  to  Malay  States 
in  production. 

Cobalt,  Molybdenum.  Nickel,  Titanium,  Tungsten,  Radium,  Uranium, 
and  Vanadium  in  1916,  Frank  L.  Hess.  Dept.  of  Interior,  IT.  S.  Geol.  Survey, 
.Mineral  Resources  of  the  U.  S.  A.,  1916— Part  I,  pp.  775-807,  Feb.  2.5,  1919. 
Statistics  of  production,  importation  and  mining  conditions. 

OIL  AND  GAS 

California.  Structure  and  Oil  Resources  of  the  Sinn  Valley,  Southern  California, 
William  S.  W.  Kew,  Dept.  of  Interior,  U.  S.  Geol.  Survey  Bui.  691- M,  Contri- 
butions to  economic  geology,  1918,  part  II,  Apr.  3,  1919,  pp.  323-347,  Geology 
of  oil  fields. 

Drilling  The  Percussion  System  of  Drilling  Oil  Wells,  Maurice  A.  Ockeuden  and 
Ashley  Carter.  Petroleum  Times,  vol.  1,  no.  2,  Mar.  22,  1919,  pp.  219-222. 
2  figs.  Plant  used  in  connection  therewith.  (To  be  concluded.)  Paper  read 
before  Instn.  Petroleum  Technologists. 

Gas  Testing.  Testing  Natural  Gas  for  Gasoline  Content,  G.  A.  liurrell.  Water 
&  Gas  Rev.,  vol.  29,  no.  10,  Apr.  1919,  pp.  12-13,  2  figs.  Apparatus  which 
condenses  gasoline  vapor  out  of  gas  and  measures  yield. 

Gas  Traps.  Traps  for  Saving  Gas  at  Oil  Wells,  W.  R.  Hamilton.  Dept.  of  the 
Interior,  Bur.  of  Mines,  tech.  paper  209,  petroleum  technology  49,  34  pp.  19  rigs. 
Types  of  traps;  Their  use  is  represented  as  advantageous  in  increasing  gasoline 
content  of  gas  and  eliminating  part  of  storage  losses. 

Geological  Surveying.  How  a  Petroliferous  Region  is  Studied  (Come  is  studia 
un  giacimento  petrolifero).  Ingegneria  Italiana,  vol.  3,  no.  63,  Mar.  13,  1919, 
pp.  174-177.  General  examination,  geoligical  survey  and  financial  study  as 
preliminary  steps  before  prospecting. 

Montana.  Anticlines  in  a  Part  of  the  Musselshell  Valley.  Musselshell,  Meagher, 
and  Sweetgrass  Countries,  Montana,  C.  F.  Bowen.  Dept.  of  Interior,  U.  S. 
Geol.  Survey,  Bui.  691-F,  Contributions  to  economic  geology,  1918,  part  II, 
Nov.  22,  1918,  pp.  185-209,  1  fig.  Previous  investigators  have  asserted  that 
there  is  an  area  in  this  region  where  the  rocks  have  undergone  considerable 
folding.  On  basis  of  this  information  work  was  conducted  to  determine  measure 
and  extent  of  folds  and  to  examine  possible  occurrence  of  accumulations  of  oil 
and  gas  in  them. 

Oil  and  Gas  Geology  of  the  Birch  Creek-Sun  River  Area,  Northwestern 
Montana,  Eugene  Stobinger.  Dept.  of  Interior,  U.  S.  Geol.  Survey.  Bul.691-E, 
Contributions  to  economic  geology,  1918,  part  II,  Aug.  13,  1919,  pp.  149-184, 
4  figs.  Presentation  of  unquestionable  evidence  having  bearing  on  oil  and  gas 
prospects  in  specified  area,  including  descriptions  of  broader  features  of  geology 
and  account  of  local  structural  characteristics  which  have  been  accounted  as 
possible  sources  of  oil  and  gas. 

Oklahoma.  New  Development  for  Oil  and  Gas  in  Oklahoma  during  the  past  Year 
and  Its  Geological  Significance,  Geo.  E.  Burton.  Bui.  Am.  Assn.  Petroleum 
Geologists,  vol.  2,  pp.  53-59.  From  data  submitted  it  is  believed  that  the  Pan. 
is  much  nearer  the  surface  than  it  has  been  supposed. 

Petroleum  Structure.  Petroleum  Under  the  Microscope,  no.  21,  Spontaneous 
Ignition  of  Oil,  James  Scott.  Petroleum  World,  vol.  16,  no.  222,  Mar.  1919, 
pp.  108-110,  3  figs.  Showing  formation  of  pyrites  capable  of  inducing  sponta- 
neous ignition,  owing  to  the  comparatively  large  amount  of  space  filled  with  gas. 

Shales.  Oil  Shales  of  the  Great  Uintah  Basin,  Utah,  Don  Maguire.  Salt  Lake 
Min.  Rev.,  vol.  21,  no.  1,  Apr.  15,  1919,  -.  21-26,  4  figs.  Report  of  Mincralogical 
Survey.     From  Mineralogist  &  Metallurgist. 

Storage.  The  Fireproof  Storage  of  Petrol.  Petroleum  World,  vol.  16,  no.  222. 
Mar.  1919,  pp.  128-132,  3  figs.  Description  of  Martini  and  Huneke  pressure- 
type  pumping  plant.     (To  be  continued). 

Texas.  Natural  Gas  Resources  of  Parts  of  North  Texas.  Dept.  of  Interior,  I  S 
Geol.  Survey,  Bui.  629,  1916,  129  pp.,  20  figs.  Estimates  of  gas  remaining  in 
development  pool. 

Water.  Water  in  Oil  and  Gas  Wells,  F.  B  Tough.  Petroleum  Times,  vol.  1,  no.  2, 
Mar.  22,  1919,  pp.  229-231.  Formula?  for  computing  probable  collapsing 
pressure  for  commercial  sizes  of  casing. 

PRECIOUS    MINERALS 

Arizona.  Gold,  Silver,  Copper,  Lead,  and  Zinc  in  Arizona  in  1917,  V.  C.  Heikes 
Dept.  of  Interior,  U.  S.  Geol.  Survey,  Mines  Report,  Mineral  Resources  of 
U.  S.  A.,  1917— Part  I,  pp.  509-548,  Apr.  1,  1919,  Figures  of  output  in  market- 
able form  as  obtained  from  smelters,  refineries  and  mints;  review  of  industries 
of  entire  country;  production  in  terms  of  recoverable  metal  in  ores  and  other 
material  sold  or  treated  during  calendar  year.  Information  relative  to  mining 
industry  in  respective  states,  counties  and  mining  districts. 

Colombia.  The  Guamoco  District  of  the  Republic  of  Colombia — II,  S.  Ford  Eaton. 
Eng.  &  Min.  Jl.,  vol.  107,  no.  14,  Apr.  5,  1919,  pp.  609-013,  2  figs.  Peculiar 
transportation  difficulties  in  gold  mines. 

Idaho    and    Washington.     Gold,  Silver,    Copper,    Lead    and    Zinc    in    Idaho    and 
Washington  in   1917,   C.    N.   Gerrv.     Dept.  of  Interior,   U.  S.   Geol.   Survey, 
Mineral  Resources  of  the  U.  S.  A.,  1917,  part  1,  pp.   457-507,  Apr.  3,   1919. 
'      Statistics  of  production. 

Ontario.  The  Gold-Quartz  Lodes  of  Porcupine,  Ontario,  Ellsworth  Y.  Dougherty. 
Min.  &  Sci.  Press,  vol.  118,  no.  16,  Apr.  19,  1919,  pp.  532-536,  8  figs.  Occur- 
rence of  tourmaline  and  fledspar  with  coarsely  crystalline  and  fluid  enclosing 
ore-quartz  led  to  classification  of  orebodies  as  high-temperature  deposits,  formed 
under  great  depth  and  pressure  through  the  agency  of  igneous  activity. 


Platinum.  An  Investigation  of  Certain  Canadian  Platinum  and  Manganese  Resources' 
G.  C.  Mackenzie.  Can.  Min.  Inst.  Bui.,  no.  84,  Apr.  1919,  pp.  425-434. 
Recovery  from  refining  of  Sudbury  copper-nickel  matte;  report  of  examination 
of  platinum  occurrences  in  Alberta,  British  Columbia  undertaken  by  Canadian 
Munition  Resources  Commission. 

Washington.     See  Idaho  and  IVashington  above. 

RAILROAD  ENGINEERING 

FOREIGN 

Argentina.  The  Railroad  Development  of  the  Argentine — I.  Ry.  Age,  vol.  60. 
nos.  16  and  17,  Apr.  18  and  25,  1919,  pp.  1001-1005  and  1047-1050,  8  figs. 
Difficulties  railways  have  been  confronted  with  in  the  way  of  Government 
regulation,  labor  and  taxation.  Possible  trend  of  future  developments;  figure 
of  imports  of  railway  material  and  discussion  of  possible  markets  for  such 
supplies,  Apr.  25:  Problems  in  regulation,  labor  and  taxation.  Article  sets 
forth  that  largest  market  for  railway  equipment  is  in  South  America. 

Australia.  Australian  Railways.  Indus.  Australian  &  Min.  Standard,  vol.  61, 
nos.  1582,  1583  and  1584,  Mar.  6,  13  and  20,  1919,  pp.  420-421  and  509,  463, 
7  figs.  General  dimensions  of  Tasmanian  and  Western  Australian  types., 
Mar.  13;  Queensland  types  of  locomotives. 

English  Channel  Tunnel.  The  English  Channel  Tunnel.  Sci.  Am.,  vol.  120 
no.  16,  Apr.  19,  1919,  pp.  398-399  and  pp.  416-417,  5  figs.  Plans  for  tunnel, 
showing  its  course,  geological  strata  and  system  of  drainage;  also  plans  for 
tubes  and  a  bridge. 

The  Channel  Tunnel  Scheme,  A.  E.  Ritchie.     Iron   &  Coal  Trades  Rev., 
vol.  98,  no.  2666,  Apr.  4,  1919,  pp   403-404,  4  figs.     Details  of  proposed  scheme. 

Europe.  European  Train  Speeds.  Ry.  Gaz.,  vol.  30,  no.  14,  Apr.  4,  1919,  pp.  607-609, 
3  figs.  Survey  of  highest,  longest  and  fastest  non-stop  runs,  speed  of  trains 
between  two  places  and  geographical  distribution  of  important  services. 
(Continuation  of  serial). 

Foreign  Developments.  Railway  Developments  in  Foreign  Countries,  Ry.  Age, 
vol.  66,  no.  15,  Apr.  11,  1919,  pp.  957-962,  2  figs.  Problem  of  unification  of 
railways  in  China;  shortage  of  railway  equipment  in  Germany;  electric  railway 
projected  from  Stockholm  to  Goteborg;  cross-section  of  proposed  English 
Channel  tunnel. 

Railway  Developments  in  Foreign  Countries.     Ry.  Age,  vol.  66,  no.  17, 
Apr.  25,  1919,  pp.  1056-1059.     In  Chile,  Uruguay  and  China. 

Spain.  An  Important  Development  in  the  Railways  of  Spain — III,  F.  Lavis,  Ry. 
Age,  vol.  66,  no.  15,  Apr  11,  1919,  pp.  945-949,  3  figs.  Proposed  direct  line 
from  France  to  Gibraltar  through  Madrid  and  its  relation  to  other  railways  of 
Europe  and  those  of  South  America. 

Uruguay.  The  Railways  of  Uruguay,  William  A.  Reid.  Ry.  Rev.,  vol.  64,  no.  16, 
Apr.  19,  1919,  pp.  583-586,  7  figs.  Agricultural  interests  served  by  three  main 
svstems. 

BRAKES 

Sru  UQH1  Air  Brake,  Automatic.  The  Automatic  Straight  Air  Brake.  Ry.  Mech. 
Kngr..  vol.  93,  no.  4,  Apr.  1919,  pp.  195-198.  Series  of  tests  conducted  by 
Bur.  of  Safety  of  the  air-brake  system  of  Automatic  Straight  Air  Brake  Co. 

of  N.  Y. 

ELECTRIC   RAILROADS 

Electrop.neumatic  Dhiving  Mechanism.  Westinghouse  Electro-Pneumatic 
Driving  Mechanism  of  the  Suburban  Locomotives  Used  by  the  State  Railways . 
(Equipment  Westinghouse  pour  la  commande  electro-pneumatique  des  auto- 
motrices  de  banlieue  des  chemins  de  fer  de  l'Etat).  L.  Pahin.  Industrie 
Electrique,  vol.  28,  no.  643,  Apr.  10,  1919,  pp.  128-131,  6  figs.  Scheme  of 
connections  and  diagram  indicating  closing  order  of  the  thirteen  contacts. 
(To  be  continued). 

Relays.  A.  C.  Accessories,  A.  E.  Tattersall.  Railway  Engineer,  vol.  40,  no.  471, 
Apr.  1919.  pp.  77-80,  7  figs.     Radial  polyphase  relays.     (Concluded). 

ELECTRIFICATION 

Argentina.  Electrification  of  the  Central  Railway  of  Argentina  (Electrificacion  del 
ferrocarril  central  argentine*).  Ingeuicria  Internacional,  vol.  1,  no.  1,  Apr. 
1919,  pp.  9-13,  4  figs.     Details  of  power  house. 

I  ONom.CS.  Strain  Railroad  Electrification  Calvert  Townley.  Can.  Engr.,  vol.  36, 
no.  16,  Apr.  17,  1919,  pp.  387-388.  Possibilities  of  electrification  as  affecting 
future  railroading  policies.  Also  in  Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  38, 
no.  4,  Apr.  1919,  pp.  541-547;  Ry.  Rev.,  vol.  64,  no.  17,  Apr.  26,  1919,  pp.  615-616. 
Railroad  Electrification,  F.  H.  Shepard.  Southwestern  Elecn.,  vol.  15, 
no.  2,  Apr.  1919,  pp.  18-19.  Urgency  of  steam-railroad  electrification  is  argued 
from  veiwpoints  of  economy  and  service  of  electrical  equipment.  Paper 
presented  at  Annual  Meeting  of  Eng.  Inst,  of  Canada. 

Pantagraph  Frames.  Railroad  Electrification  Facts  and  Factors,  A.  J.  Manson. 
Ry.  Elec.  Engr.,  vol.  10,  no.  4,  Apr.  1919,  pp.  115-117,  6  figs.  Construction 
details  of  pantagraph  frames  as  determined  by  operating  conditions. 

Washington.  Railway  Electrification  in  Washington.  Jl.  Electricity,  vol.  42,  no.  7, 
pp.  311-313.  Review  of  present  status  with  description  of  equipment  and  con- 
struction work. 

NEW   CONSTRUCTION 

Boiler  Power  and  Tractive  Power.  Boiler  Power  Versus  Tractive  Power — I, 
William  N.  Allman.  Boiler  Maker,  vol.  19,  no.  4,  Apr.  1919,  pp.  106-108. 
Expressions  for  deriving  tractive  power  for  Bingle-expansion  locomotives. 


116 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Feedwater  Heaters.  Feed  Watpr  Heaters  and  Their  Development — II,  J.  Snowden 
Bell.  Railroad  Herald,  vol.  23,  no.  5,  Apr.  1919,  pp.  109-112.  From  1825- 
1849.     (Continuation  of  serial.)     Paper  read  before  Am.  Ry.  Master  Mechanics' 

Assn. 

LOCOMOTIVES 

Firing.  Modern  Locomotive  Engine  Design  and  Construction — XLVI1.  Railway 
Engineer,  vol.  40,  no.  471,  Apr.  1919,  pp.  69-77,  15  figs.  Special  methods  of 
boiler  firing:  Liquid  fuel;  pulverized  fuel. 

Flues.  Flues,  George  L.  Price.  Boiler  Maker,  vol.  19,  no.  4,  Apr.  1919,  pp.  98-99. 
Methods  employed  in  installing  flues  in  stationary  and  locomotive  boilers. 

Gasoline-Electric  Locomotive.  Locomotive  Notes  and  News,  C.  S.  Lake.  Model 
Engr.  &  Elecn.,  vol.  40,  no.  936,  Apr.  3,  1919,  pp.  225-227,  3  figs.  Gasoline- 
electric  locomotive  designed  to  haul  100  tons  on  the  level,  and  built  to  run 
on  2-ft.  gage.  It  is  equipped  with  a  45-hp.  four-cylinder  gasoline  engine,  which 
drives  through  a  flexible  coupling,  a  30-kw.  ventilated-type  direct-current 
generator. 

Hanger  Levers.  General  Observations  of  the  Design  of  Hanger  Levers  for  Locomotives, 
Victor  M.  Summa.  Ry.  &  Locomotive  Eng.,  vol.  32,  no.  4,  Apr.  1919,  pp. 
103-105,  5  figs.  Stresses  in  a  plain  flat-bar  lever  subjected  to  forces  lying  in 
plane  of  bar. 

Mallet.  Latest  Mallet  Type  of  Locomotive  for  the  Southern  Railway — Baldwin's 
Fifty-Thousandth  Engine.  Ry.  &  Locomotive  Eng.,  vol.  32,  no.  4,  Apr.  1919, 
pp.  97-99,  2  figs.  Articulated  type  with  2-8-8-2  wheel  arrangement  in  operation 
on  Southern  railway.     Also  in  Ry.  J].,  vol.  25,  no.  5,  May  1919,  pp.  17-21,  4  figs. 

P.  &  R.  2-8-2.  P.  &  R.  Large  2-8-2  Type  Locomotive.  Ry.  Mech.  Engr.,  vol.  93, 
no.  4,  Apr.  1919,  pp  175-177,  5  figs.  Tractive  effort  is  61,200  lb.;  boiler  has 
combustion  chamber  and  2-in.  tubes  13  ft.  6  in.  long. 

French  Express  Lo  comoti  ves.  The  Development  of  Express  Locomotives  in  France, 
M.  Herdner.  Engineer,  vol.  127,  no.  3299,  Mar.  21,  1919,  pp  270-272,  9  figs. 
From  1878-1918.  Presidential  address  before  Soci6te  des  Ingenieurs  Civils 
de  France. 

Standard  Locomotives.  Light  and  Heavy  Standard  Pacific  Type  Locomotives. 
Ry.  Age,  vol.  66,  no.  15,  Apr.  11,  1919,  pp  950-954,  10  figs.  Railroad  Adminis- 
tration Standard  designs  having  details  interchangeable  with  other  types. 

Standard  2-8-8-2  Tvpe  Locomotives.  Ry.  Mech.  Engr.,  vol.  93,  no.  4, 
Apr.  1919,  pp.  187-190,  5  figs.  Locomotive  is  6000  lb.  heavier  than  that  built 
by  the  Norfolk  &  Western;  working  steam  pressure  is  240  lb.  per  sq.  in.  tractive 
effort,  compound,  is  106,000  lb. 

OPERATION   AND    MANAGEMENT 

Accodnting.  Railway  Accounting  of  Carriage  Paid  Goods  Train  Traffic,  L.  C. 
Webber  Reed.  Ry.  Gaz.,  vol.  30,  no.  13,  Mar.  28,  1919,  pp.  564-565.  Argu- 
ments in  favor  of  economies  which  writer  claims  would  be  effected  if  it  were 
made  compulsory  that  all  freight-train  traffic  should  be  consigned  carriage 
paid. 

Car  Equipment,  Inspection  and  Maintenance.  Unification  of  Inspection  and 
Maintenance  of  Car  Equipment,  J.  J.  Tatum,  Official  Proc.  Central  Ry.  Club, 
vol.  27,  no.  2,  Mar.  1919,  pp.  575-579  and  (discussion);  pp.  579-606.  Selection 
of  inspectors;  their  duties  and  responsibilities. 

Lighting.  Railway  Lighting  and  Its  Maintenance,  A.  Cunnington.  Ry.  Gaz., 
vol.  30,  no.  12,  Mar.  21,  1919,  pp.  525-527.  Standardization  of  lamps;  illumina- 
tion measurements;  system  of  distance  control.  Paper  read  before  Illuminating 
Eng.  Soc. 

Road  Motor  Vehicle  Department.  Organization  of  a  Railway  Company's  Raad 
Motor  Vehicle  Department.  Ry.  Gaz.,  vol.  30,  no.  15,  Apr.  11,  1919,  pp. 
639-645,  16  figs.     Practice  of  Great  Western  R.R. 

San  Diego  &  Arizona  Railway.  Heavy  Railway  Construction  Along  Mexican 
Border.  Ry.  Age,  vol.  60,  no.  15,  Apr.  11,  1919,  pp.  931-934,  5  figs.  Construc- 
tion of  San  Diego  &  Arizona  Ry.;  seventeen  tunnels  are  being  driven  in  11-mile 
gap. 

Train  Loading.  Securing  the  Maximun  Efficiency  in  Train  Loading,  T.  H.  Williams. 
Ry.  Age,  vol.  66,  no.  17,  Apr.  25,  1919,  pp.  1051-1053.  High  ratio  of  actual 
tonnage  moved  to  rating  of  engines.  Heavy  loading  promotes  fuel  economy. 
Paper  presented  before  Pac.  Ry.  Club. 

Train  and  Engine  Loading,  T.  H.  Williams.  Ry.  Rev.,  vol.  64,  no.  14, 
Apr.  5,  1919,  pp.  507-508.  Discussion  of  subject  in  regard  to  means  for  keeping 
up  practice  of  loading  engines  up  to  full  rating  and  losses  accruing  when  such 
practice  is  not  followed  closely. 

PERMANENT    WAY  AND   BUILDINGS 

Curvature.  Effect  of  Curvature  on  Railway  Maintenance  of  Way.  Eng.  & 
Contracting,  vol.  51,  no.  16,  Apr.  16,  1919,  p.  397,  1  fig.  Graph  indicating 
relation  between  wear  of  rail  on  straight  line  as  compared  with  that  on  curves. 

Slip.  The  Slip  at  Wembley  Cutting,  Great  Central  Railway.  Ry.  Gaz.,  vol.  30, 
no.  12,  Mar.  21,  1919,  pp.  528-534,  17  figs.  Measures  for  reconstructing 
embankment  and  restoring  traffic  through  cutting.  Slip  occurred  in  portion  of 
cutting  where  maximum  depth  is  about  60  ft. 

Ties.  Zinc  Chloride  Treatment  for  Railroad  Ties.  Eng.  &  Contracting,  vol.  51, 
no.  16,  Apr.  10,  1919,  pp.  391-395.  Influence  of  conditions  of  wood  before 
treatment;  leaching  of  zinc  salt.  From  report  of  Committee  on  Wood  Preserva- 
tion of  Am.  Ry.  Eng.  Assn. 

The  Preservation  of  Railway  Ties,  H.  K.  Wicksteed.  Can.  Ry.  &  Mar. 
World,  no.  254,  Apr.  1919,  pp.  171-176.  Process  based  on  coating  to  exlcude 
moisture. 


Track  Reclamation.  The  Reclamation  of  Electric  Railway  Track  by  Welding  and 
Grinding,  H.  Jackson  Tippett.  Elec.  Ry.  Jl.,  vol.  53,  no.  16,  Apr.  19,  1919, 
pp.  773-776,  9  figs.  Adaptability  of  various  types  of  welding  and  grinding 
equipment  to  prevent  rapid  deterioration  of  rail  joints,  particularly  of  those 
in  paved  streets.     Paper  read  before  Conn.  Soc.  Civil  Engrs. 

Tunnel,  Mount  Royal.  The  Mount  Royal  Tunnel,  J.  L.  Busfield.  Jl.  Eng.  Inst, 
of  Canada,  vol.  2,  no.  4,  Apr.  1919,  pp.  267-298,  40  figs.  Construction  of 
tunnel  and  terminal  for  Canadian  railway  at  Montreal;  tunnel  is  16,315  ft.  long 
and  its  construction  required  the  excavation  of  422,358  cu.  yd.  of  rock. 

RAILS 

Stresses  in  Rails.  Stresses  in  Rails  (Determination  des  efforts  developpes  dans  le 
miStal  des  rails  des  voies  ferrees),  T.  Godard  and  M.  Pigeaud.  Annales  des 
Ponts  et  Chaussees,  partie  techinque,  vol.  47,  no.  6,  Nov.-Dec.  1918,  pp.  273- 
327,  8  figs.  Formulae  for  determining  stresses  due  to  supports  not  being  on 
same  level.  Expressions  are  applicable  when  loads  acting  are  or  may  be 
considered  as  static   A  criticism  is  offered  on  Cuard's  conclusions  in  this  direction. 

ROLLING   STOCK 

Coal-Hopper  Cars.  Broad  Gauge  Steel  Coal  Hopper  Cars  Built  in  Canada  for 
Bengal-Nagpur  Railway.  Can.  Ry.  &  Mar.  World,  no.  254,  Apr.  1919,  pp.. 
169-170.  Some  of  general  dimensions  are:  Length  over  buffers,  41  ft.  3  in.; 
length  over  end  sill,  37  ft.  1  in.;  length  of  body  inside,  35  ft.;  capacity,  100,000  lb. 

Concrete  Gondola  Cars.  Reinforced  Concrete  Gondola  Cars.  Eng.  World, 
vol.  14,  no.  7,  Apr.  1,  1919,  pp.  45-46,  2  figs.  Design  in  accordance  with  U.  S. 
R.  R.  Administration  standards  as  a  100,000-lb.  capacity  coal  car,  plus  10  per 
cent  for  overload.  Also  in  Ry.  Mech.  Engr.,  vol.  93,  no.  4,  Apr.  1919,  pp. 
193-195,  3  figB. 

Frame  Brake  for  Cars.  Automatically  Returning  Frame  Brake  for  Railroad  Cars 
(Chassis-frein  a  retour  automatique  pour  l'arr£t  des  wagons).  Genie  Civil, 
vol.  74,  no.  13,  Mar.  29,  1919,  p.  257,  4  figs.  Inclined  girders  cause  car  to  move 
up  inclined  plane  to  horizontal  rails  where  wheels  are  locked;  motion  of  car 
drags  frame;  when  car  is  moved  in  opposite  direction  it  drags  frame  to  starting 
place  where  buffer  stop  fastens  frame;  traction  effort  releases  car. 

Lumber  for  Freight  Cars.  Treated  Lumber  for  Freight  Cars.  Ry.  Mech.  Engr., 
vol.  93,  no.  4,  Apr.  1919,  pp.  198-200.  Method  of  treating  wooden  parts  of 
car  construction. 

SAFETY  AND   SIGNALING   SYSTEMS 

Automatic  Train  Control.  Automatic  Train  Control  on  the  Chesapeake  &  Ohio 
R.R.  Ry.  Rev.,  vol.  64,  no.  14,  Apr.  5,  1919.  pp.  541-546,  9  figs.  System 
installed  is  that  of  Am.  Train  Control  Co.  of  Baltimore.  Description  of  system 
and  account  of  tests  performed.  Also  in  Ry.  Signal  Engr.,  vol.  12,  no.  4,  Apr. 
1919,  pp.  131-134,  7  figs. 

Signal  Failure.  I.  C.  C.  Report  on  the  Collision  on  the  Frisco.  Ry.  Signal  Engr., 
vol.  12,  no.  4,  Apr.  1919,  pp.  126-129,  4  figs.  Accident  reported  to  have  been 
caused  by  dispatcher  failing  to  transmit  train  order  and  engineman  to  obey 
signal  indication. 

Specifications.  Specification  for  Electric  Motor,  Switch  Operating  and  Locking 
Mechanism.  Ry.  Signal  Engr.,  vol.  12,  no.  4,  Apr.  1919,  p.  113.  Concerns 
operating  requirements,  general  design,  dielectric  tests,  bearings  and  paint. 
Prepared  by  Committee  of  Am.  R.  R.  Assn. 

Specifications  for  Power  Interlocking  Machine.     Ry.  Signal  Engr.,  vol.  12, 
no.  4,  Apr.  1919,  pp.  114-115.     Prepared  by  Committee  of  Am.  R.  R.  Assn. 

SHOPS 

Columbus  Roundhouse.  A  Complete  Modern  Engine  Terminal  Installation.  Ry. 
Age,  vol.  66,  no.  16,  Apr.  18,  1919,  pp.  994-997,  8  figs.  Reinforced-concrete 
20-stall  roundhouse  of  Toledo  &  Ohio  Central  at  Columbus. 

Re-Boilering  of  Locomotives.  The  Re-Boilering  of  Locomotives.  Ry.  Gaz., 
vol.  30,  no.  13,  Mar.  28,  1919,  pp.  575-576,  2  figs.  Work  done  in  shops  of 
London  &  N.  W.  R.R. 

Torrance  Shops.  New  Car  Shops  at  Torrance,  Clifford  A.  Elliot.  Elec.  Traction, 
vol.  15,  no.  4,  Apr.  15,  1919,  pp.  234-238,  3  figs.  For  the  repairing  and  over- 
hauling of  equipment  and  the  building  of  box  cars. 

Welding.  Oxy-Acetylene  Welding  in  Railroad  Shops,  W.  L.  Bean.  Ry.  Jl.,  vol.  25, 
no.  5,  May  1919,  pp.  21-23.  Concerning  ease  and  efficiency  of  operation.  Also 
in  Ry.  Rev.,  vol.  64,  no.  14,  Apr.  5,  1919,  pp.  513-515. 

Spot  Welding  Applied  to  Railroad  Tinware.     Ry.  Elec.  Engr.,  vol.  10,  no. 
4,  Apr.  1919,  pp.  127-128,  3  figs.     Process  followed  by  Illinois  Central. 

SPECIAL  LINES 

Rack  Railways.  Rack  Railways  (Ferrocarriles  de  cremallera),  Fabio  Gonzalez 
Tavera.  Anales  de  Ingenieria,  vol.  26,  nos.  309  and  310,  Dec.  1918  and  Jan. 
1919,  pp.  137-147.  Weigh  of  locomotive  in  terms  of  total  weight  of  train  to  be 
pulled  up  a  given  slope.  Riggenbach,  Bissinger,  Abt.  Strub,  and  Locher  types 
of  rack. 

STREET  RAILWAYS 

Concrete  Stations  Shelters  and  Stations  on  Pacific  Electric's  Interuxban  Lines, 
Clifford  A.  Elliott.  Elec.  Ry.  Jl.,  vol.  53,  no.  15,  Apr.  12,  1919,  pp.  733-734, 
5  figs.     Unit-slab  concrete  structure. 

Subway  Stations.  Philadelphia  City  Hall  Subway  Station,  Harry  Gardiner.  Eng. 
World,  vol.  14,  no.  7,  Apr.  1, 1919,  pp.  15-22, 12  figs.  Details  of  supports  showing 
series  of  I-beams,  girders  and  concrete  construction. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


117 


Zone  Fares.  Zone  Tickets  Adopted  for  Portland.  Elee.  Ry.  Jl.,  vol.  53,  no.  15, 
Apr.  12,  1919,  pp.  728-731,  2  figs.  Fare  system  is  based  on  central  zone  from 
2.5  to  4  miles  in  radius  and  sub-division  of  all  exterior  lines  into  zones  of  varying 
length. 

The  Zone  Fare  in  Practice — Aberdeen,  Walter  Jackson.  Elec.  Ry.  Jl., 
vol.  53,  no.  17,  Apr.  26,  1919,  pp.  814-822,  17  figs.  Combination  zone  and  uni- 
versal fare  in  city  of  105,000  is  claimed  to  stimulate  both  short-haul  and  long- 
haul  riding. 

TERMINALS 

Chicago.  The  Chicago  Railway  Terminals,  E.  J.  Noonan  Eng.  World,  vol.  14, 
no.  7,  Apr.  1,  1910,  pp.  29-35,  4  figs.  Report  of  Chicago  Railway  Terminal 
Commission,  and  work  of  commission  on  yards  and  terminals  of  Am.  Ry. 
Assn.  Problem  of  transportation  in  Chicago  is  presented  with  illustrations  of 
amount  of  work  it  involves. 

San  Francisco.  Railway  Terminal  Improvements  on  the  San  Francisco  Water  Front 
Charles  W.  Geiger,  Ry  Rev.,  vol.  64,  no.  16,  Apr.  19,  1919,  pp.  571-576,  9  figs. 
Spur  track  connections  from  piers  to  state-owned  belt  line  behind  water-front. 

Sewell's  Point  Virginian  Railway.  The  Virginian  Ry.  Co.'s  Pier,  Sewell's  Point 
—I.  Coal  Trade  Jl.,  vol.  50,  no.  16  and  17,  Apr.  16  and  23,  1919,  pp.  404-406, 
445-447,  7  figs.  Plant  includes  double  car  dumper  capable  of  handling  two 
60-ton  railroad  cars  at  the  same  time,  completing  cycle  in  2  min.  Apr.  23: 
Coal  from  the  mines  is  dumped  into  self-cleaning  and  self-propelling  transfer 
cars  of  120  tons  capacity  for  dumping,  cars  are  raised  to  required  level  by 
transfer-car  elevator. 

Zurich  (Switzerland).  Enlargement  of  the  Chief  Railway  Station  at  Zurich  (Die 
Erweiterung  des  Hauptbahnhofes  Zurich).  Schweizerische  Bauzeitung, 
vol.  72,  no3.  22  and  23  and  vol.  73,  nos.  1  and  8:Nov.  30,  Dec.  7,  1918,  and  Jan. 
4.-Feb.  22,  1919,  pp.  216-218,  223-225,  5-6  and  77-80,  24  figs.  Discusses 
advantages  and  disadvantages  of  various  proposals  for  arranging  lines  of  railways 
converging  on  Zurich,  some  showing  it  as  terminus  and  others  as  a  through 
station.     (To  be  continued.) 

INDUSTRIAL  TECHNOLOGY 

Acetylene  Products.  Principal  Organic  Compounds  Derived  from  (Les  principaux 
composed  organiques  derives  de  l'acetylene),  D.  Florentin.  Genie  Civil, 
vol.  74,  no.  12,  Mar.  22,  1919,  pp.  235-236.  Industrial  synthesis  of  alcohol, 
acetic  acid,  acetic  anhydride  and  the  acetic  ethers.     (Concluded.) 

Ammonium  Nitrate.  Effecting  and  Controlling  Crystallization  of  Ammonium 
Nitrate.  J.  Esten  Boiling.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  8, 
Apr.  15,  1919,  pp.  401-405,  9  figs.  Crystallizing  process  employed  at  U.  S. 
Ammonium  Nitrate  Plant.  Survey  of  air  conditioning  features  involved  and 
their  relation  to  entire  process  of  refrigeration. 

Ammonium  Sulphate.  Manufacture  of  Ammonium  Sulphate  from  Cyanamide  (La 
fabrication  du  sulfate  d'ammoniaque  en  partant  de  la  cyanamide).  Journal 
du  Four  Electrique,  vol.  28,  no.  6,  Mar.  15,  1919,  pp.  44-46.  Cyanamide  is 
decomposed  by  water  under  pressure;  the  ammonia  gas  is  then  brought  in  con- 
tact with  dilute  sulphuric  acid. 

Benzol.  Manufacture  of  Benzol  in  Sestao  Iron  Works  (Fabricaion  de  benzol  en  la 
fabrica  de  Hierro  de  Sestao).  Revista  Minera,  vol.  70,  no.  2678,  Mar.  1,  1919, 
pp.  105-107.  Process  followed,  with  remarks  on  adaptation  of  installation  to 
coke  furnaces. 

By-Products.  Importance  of  By-Products  During  the  War,  C.  G.  Atwater.  Gas 
Age,  vol.  43,  no.  7,  Apr.  1,  1919,  pp.  339-343,  5  figs.  Light  oil  stills  and  accessory 
plant  of  Barrett  Co. 

Coal  By-Products.  Coal:  Its  Value  as  a  Raw  Material  for  Distillation  Products— 
II,  J.  A.  Wilkinson.  South  African  Jl.  Industries,  vol.  2,  nos.  1  and  2,  Jan. 
and  Feb.  1919,  pp.  74-85  and  178-185.  Liquid  distillation  products  of  coal  and 
processes  by  which  they  are  obtained.  Feb.  Distillation  of  coal  tar,  oils  and 
pitch. 

Coal  and  Gas-Tar  Derivatives  of  Growing  Importance,  C.  W.  Botkin. 
Colorado  School  of  Mines,  Mag.  vol.  9,  no.  4,  Apr.  1919,  pp.  78-80,  3  figs.  Chart 
indicating  from  whence  these  materials  are  derived,  with  description  of  their 
nature,  properties  and  method  of  manufacture. 

Carbonizing  Processes  and  Coal  Utilization  and  Conservation,  W.  A.  Bone. 
Gas  Journal,  vol.  145,  no.  2915,  Mar.  25,  1919,  pp.  632-635.  Uses  of  coal  in  the 
United  Kingdom  in  1913.  Works  in  which  writer  believes  complete  by-products 
recovery  is  possible;  commercial  prospects  for  low  temperature  carbonization. 
Address  delivered  before  Roy.  Soc.  of  Arts. 

Coated  Paper.  Casin  and  Coating  Mixtures,  E.  Sutermeister.  Paper,  vol.  24, 
no.  7,  Apr.  23,  1919,  pp.  15-80  &  50.  Suggestions  for  overcoming  brush  marks 
and  froth  pits  in  manufacture  of  coated  paper. 

Decolorizing  Carbons.  Investigations  on  Vegetable  Decolorizing  Carbons,  using 
"  Carboraffin  "— VI,  Stanek.  Int.  Sugar  Jl.,  vol.  21,  no.  244,  Apr.  1919,  pp. 
168-171,  1  fig.  Preparation  of  vegetable  carbons  from  cellulose  according  to 
Austrian  patent  and  their  use  in  sugar  refineries.  "  Carboraffin  "  is  said  to  be 
so  powerful  that  its  effect  equals  that  obtained  with  8-15  per  cent  of  annual 
charcoal.  From  Tijdschrift  der  Vereeniging  van  Beetwortelsuikkerfabrikantem, 
no.  8,  1919,  pp.  116-122. 

Ethylene.  Ethylene,  William  Malisoff  and  Gustav  EglofT.  Jl.  Phys.  Chem.,  vol. 
23,  no.  2,  Feb.  1919,  pp.  65-138.  Collection  of  data  on  ethylene,  covering  phy- 
sical and  chemical  properties;  formation  in  chemical  reactions  by  decomposition; 
decomposition;  catalysis;  analytical  and  biological  data;  research  possibilities. 

France.  France's  Chemical  Industries  as  they  are,  Camille  Matignon.  Chem. 
Engr.,  vol.  27,  no.  3,  Mar.  1919,  pp.  55-58.  France  is  said  to  be  fully  equipped 
with  series  of  chemical  industries  competent  to  supply  the  most  of  the  republic's 
chemical  needs. 


Fulminate  Mercury.  Determination  of  Impurities  in  Fulminate  of  Mercury 
(Recherches  sur  le  fulminate  de  mercure  et  quelques-unes  de  ses  impuretes). 
Paul  Nicolardot  and  Jean  Boudet.  Bui.  SociSte  Chimique  de  France,  vols. 
25-26,  no.  3,   Mar.  1919,  pp.  119-122.     Result  of  utilizing  sodium  hyposulphite 

in  treatment  of  residues  in  manufacture  of  fulminate. 

Gallium.  The  Purification  of  Gallium  by  Electrolysis,  and  the  Compressibility  and 
Density  of  Gallium.  Theodore  W.  Richards  and  Sylvester  Rover.  Jl.  Am. 
Chem.  Soc,  vol.  41,  no.  2,  Feb.  1919,  pp.  133-134.  Examination  of  methods 
recommended  by  various  writers. 

Gas  Manufacture.  Low-Temperature  Carbonization  in  Relation  to  the  Production 
of  Motor  Spirit,  Fuel  Oils,  Smokeless  Fuel  and  Power  Gas,  F.  D.  Marshall. 
Iron  &  Coal  Trades  Rev.,  vol.  9S,  no.  2661,  Feb.  28,  1919,  pp.  251-254,  5  figs. 
Diagram  showing  heat  losses  per  lb.  of  coal  and  low-temperature  fuel,  also 
products  obtainable  by  low-temperature  system  of  carbonization  and  gasification 
of  smokeless  fuel;  example  of  results  obtained  by  low-temperature  carbonizing 
at  under  1,200  deg.  fahr.;  installation  of  Tozer  retorts. 

Glass.  Optical  Glass.  Nature,  vol.  103,  no.  2578,  Mar.  27,  1919,  pp.  65-67,  3  figs. 
Developments  in  manufacture  of  homogeneous  glass,  particularly  during  time  of 
war. 

The  Technique  of  Optical  Glass  Melting,  Clarence  N.  Founer.  Jl.  Am. 
Ceraniic  Sue,  vol.  2,  no.  2,  Feb.  1919,  pp.  102-1  15,  7  figs.  Activities  of  Geo- 
physical Laboratory  in  its  work  of  co-operation  with  manufacturers  of  optical 
glass. 

An  Improved  Method  of  Optical  (Mass  Manufacture,  George  W.  Morey. 
Jl.  Am.  Ceramic  Soc  ,  vol.  2,  Feb.  1919,  pp.  146-150.  Modification  of  filling 
operation  to  prevent  surface  becoming  high  in  silica. 

Light,  Ultra-Violet.  Ultra- Violet  Light  m  the  Chemical  Arts — XXIII,  Carleton 
Ellis  and  A.  A.  Wells,  Chem.  Engr.,  vol.  27,  no.  3,  Mar.  1919,  pp.  73-74. 
Further  conclusions  regarding  absorption  spectra  of  some  of  primary  alcohols, 
and  of  confectionery  colors  and  dyes. 

Light  Oils.  What  Can  Be  Done  with  Light  Oil  Plants,  W.  II.  Fulweller.  Gas  Age, 
vol.  43,  no.  8,  Apr.  1.3,  1919,  pp.  4 1  .">— 1 17.  1  fig.  Fifty  plants  for  recovery  of 
tolulene  from  illuminating  gas  were  built  during  war.  Article  discusses  pos- 
sibility of  utilizing  thee;  pl.mts  for  recevsry  ~f  light  cils  from  illuminating  gas  in 
competition  with  gasoline  for  motor  fuel.     Paper  read  before  Am.  Gas.  Assn. 

Nitric  Acid.  The  Theory  of  Absorption  Towers  for  Nitric  Acid  Manufacture, 
J.  It.  Partington  and  1..  H.  Parker.  Jl.  Soc.  Chem.  Indus.,  vol.  38,  no.  6, 
Mar.  31,  1919,  pp.  75T-80T,  _'  tins.  Efficiency  of  a  tower  system  said  to  depend 
on  two  factors,  rapidity  and  completeness  of  absorption  and  concentration  of 
solution  produced. 

Nitrogen  Products.  How  the  Nitrogen  Problem  Has  Been  Solved,  Henry  Jermain 
Maude  Creighton.  Jl.  franklin  Inst.,  vol.  LS7,  no.  1,  Apr.  1919,  pp.  377-408, 
14  figs.  Five  methods:  Direct  oxidation  of  nitrogen  to  its  oxides  with  subse- 
quent formation  of  nitric  acid  or  nitrates,  as  exemplified  in  the  arc  process: 
direct  combination  of  nitrogen  with  hydrogen  to  form  ammonia, as  typified  by  the 
Haber  process;  absorption  of  nitrogen  by  metals  in  form  of  nitrides  (Sernek 
process);  conversion  of  nitrogen  into  cyanides  (Bucher  process).  (To  be  con- 
cluded.) 

Oxidation  of  Nitrogen  Rioxidc  by  Dry  Air  (Sur  l'oxydation  du  bioxyde 
d'azote  par  1'air  sec),  Amlrc  Sanfoursche.  Comptes  rendus  des  seances  de 
l'Aeademie  des  Sciences,  vol.  168,  no.  6,  Feb.  10,  191!),  pp.  307-310.  Measure- 
ment of  influence  of  temperature  on  speed  of  oxidation.  Temperature  was 
varied  from  50  to  525  deg.  cent. 

Fitch.  The  Softening  Point  of  Pitch,  Percy  E.  Spielmann  and  G.  Campbell.  Petrie 
Jl.Soc.  Chem.  Indus  ,  vol.  38,  no.  6,  Mar.  31,  It)  19,  pp.  6NT-70T.  2  figs.  Attempt 
to  characterize  it.  by  numerical  value.  Recourse  was  had  to  biting  test,  change 
of  appearance,  twisting  test,  bending  and  sagging  dropping  tests. 

licnnrR.  Effect  of  Certain  Accelerators  upon  the  Properties  of  Vulcanized  Rubber, 
G.  D.  Kratz  and  A.  H.  Flower.  Chem.  A  Metallurgical  Eng.,  vol.  20,  no.  8, 
Apr.  15,  1919,  pp.  417-420,  2  fizs.  Experimental  data  on  activity  of  certain 
organic  and  inorganic  accelerators.  It  is  asserted  that  magnesia  in  small 
amount  is  less  active  than  certain  organic  accelerators,  and  does  not  impart  to 
mixtures  physical  improvement  characteristic  of  latter. 

Rubber,  Synthetic.  Development  of  Artificial  Rubber  During  the  War  (Die 
Entwicklung  des  Kunstlichen  Gummis  im  Kriege),  Dr.  Duisberg.  Kunststoffe, 
vol.  8,  no.  11,  June  1,  1918,  pp.  121-122.  The  carbide  process:  Acetylene 
obtained  from  calcium  carbide  and  water  is  changed  into  acetaldehyde  and  this 
is  oxidized  into  acetic  acid;  this  latter,  when  blown  over  a  contact  substance, 
yields  acetone,  carbonic  acid  being  split  off  during  the  process. 

Salt.  The  Recovery  of  Salt  from  Sea- Water,  F.  H.  Mason.  Min.  &  Sci.  Press,  vol. 
118,  no.  16,  Apr.  19,  191!),  pp.  528-530,  1  figs.  Process  followed  by  Western 
Salt  Co.  at  San  Diego,  Cal. 

Sampling  (Pulp).  Sampling  Practice  at  Independence  Mill,  Claude  T.  Rice.  Eng. 
&  Min.  .11.,  vol.  107,  no.  15,  Apr.  12,  1919,  pp.  641-644,  6  figs.  Some  of  features 
are  mechanical  bucking  apparatus  and  sample  mixer  and  divider,  both  of  which 
devices  arc  said  to  have  proven  satisfactory  for  final  handling  of  pulp. 

Selenium.  Selenium  and  Its  Present  I'ses  (I.e  Selenium  et  ses  applications  actuelles), 
Louis  Ancel.  Chimie  &  Industrie,  vol.  2,  no.  3,  Mar.  1,  1919,  pp.  245-259,  14 
figs.  Occurrences  ami  properties  of  selenium  in  various  allotropic  states;  its 
utilization  in  biological  chemistry,  glass  and  caoutchouc  industries,  electrical 
apparatus  and  electrochemistry. 

Silicon  Tetraciilorioe.  Silicon  Tetrachloride,  Otis  Hutchins.  General  Meeting 
Am.  electrochemical  Soc,  Apr.  3-5,  1919,  paper  no.  18,  pp.  245-256.  Experimen- 
tal work  undertaken  by  electrochemical  plant  in  developing  commercial  process 
for  preparing  silicon  tetrachloride. 

The  Role  Played  by  Silicon  and  Titanium  Tetrachlorides  During  the  Past 
War,  G.  A.  Richter.  General  meeting  Am.  Electrochemical  Soc,  Apr.  3-5, 
1919,  paper  no.  13,  pp.  187-195.  Physical  properties  of  these  chlorides  and 
study  of  their  reaction  with  moisture,  or  with  ammonia  gas,  or  with  both  to 
produce  smoke  clouds;  ship  apparatus  and  trench  apparatus  used  for  producing 
smoke  clouds. 


118 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Sugar.  The  Loss  of  Moisture  from  Sugar  Samples  Under  Different  Methods  of  Pre- 
servation, ('.  A.  Browne  and  G.  H.  Hardin.  La.  Planter  &  Sugar  Mfr.,  vol,  02 
no.  15,  Apr.  12,  1919,  no.  233-234  Table  of  changes  in  moisture  and  polari- 
zation of  sugar  samples  in  unsealed  tin  cans;  compiled  from  data  obtained  in 
N.   T.   Sugar   Trade   Laboratory.     Paper   before  Am.   Chem.   Soc. 

Sulphuric  Acid.  The  Sulphuric  Acid  Industry,  M.  Rindl.  South  African  Jl. 
Industries,  vol.  2,  no.  2,  Feb.  1919,  pp.  125-134.  Production,  uses,  grades, 
prices,  manufacture  in  Union  of  South  Africa. 

Erection  of  Hugh  Sulphuric,  Nitric,  Mixed  Acid  and  Denitrating  Plant 
under  War  Pressure,  H.  E.  and  C.  E.  Hollister.  Chem.  &  Metallurgical  Eng., 
vol.  20,  no.  8,  Apr.  15,  1919,  pp.  400-412,  11  figs.  Construction  of  one  of  the 
largest  acid  plants  in  the  country,  under  adverse  climatic  conditions  and  insu- 
fficient transportation  facilities. 

Tanning  Materials.  Notes  on  Australian  Tanning  Materials  and  the  Manufacture 
of  Sole-Leather,  F.  A.  Coombs.  Jl.  Soc.,  Chem.  Indus.,  vol.  38,  no.  6,  Mar. 
31,  1919,  pp.  70T-74T.  Comparative  tests  conducted  at  Sydney  Technical 
College  to  ascertain  value  of  tannins  in  barks  of  E  sideraphloia. 

Tar  Distillation.  Tar  Distilleries  (Les  distilleries  de  goudron),  W.  Solton.  Journal 
des  Usines  a  Gaz,  vol.  43,  no.  7,  Apr.  5,  1919,  pp.  97-104.  13  figs.  Machines  and 
process  of  distillation  followed  by  Subset  Frcres  of  Wintcrthur.  From  Bulletin 
Technique  de  la  Suisse  Romande,  no.  10,  Aug.  11,  1917. 

Water  Gas.  Bituminous  Generator  Fuel,  It.  G.  Krumrey.  Gas  Rec,  vol.  15,  no. 
7,  Apr.  9,  1919,  pp.  217-220,  1  fig.  Comparison  of  operating  data  and  results 
for  coke  and  coal  as  generator  fuel  in  a  water-gas  machine.  Paper  read  at  Wis. 
Gas  Convention. 

MARINE   ENGINEERING 

AUXILIARY  MACHINERY 

Compasses.  The  Gyroscopic  Compass,  Pac.  Mar.  Rev.,  vol.  10,  no.  4,  Apr.  1919, 
pp.  105-100,  1  fig.     Sperry  gyroscopic  compass  equipment  for  merchant  vessels. 

SHIPS 

Concrete  Ships.  Economic  Size  of  Concrete  Ships,  E.  O.  Williams.  Eng.  &  Con- 
tracting, vol.  51,  no.  18,  Apr.  30,  1919,  pp.  403-405,  1  fig.  Curves  showing 
various  comparisons  between  concrete  ships  and  steel. 

Diesel  Engine.  Diesel  Engine  or  Steam  Engine,  Shipbuilding  &  Shipping  Rec., 
vol.  13,  no.  13,  Mar.  27,  1919,  pp.  381-382.  Discussion  of  relative  economies 
in  marine-engine  practice. 

Electric  Propulsion.  Electric  Propulsion  as  Developed  on  Battleship  New  Mexico. 
Elec.  Rev.,  vol.  74,  no.  15,  Apr.  12,  1919,  pp.  579-584,  6  figs.  Electrical  features 
of  propelling  equipment,  specially  the  two  turbine-generators  and  four  induction 
motors  direct-connected  to  propellers. 

Electrical  Propulsion  of  Ships,  J.  F.  Nielson,  Elecn.,  vol.  82,  no.  15,  Apr. 
11,  1919,  pp.  432-437.  Electrical  transmission  gears  compared  with  mechanical 
gears.  Emphasis  is  laid  upon  greater  immunity  from  total  breakdown 
possessed  by  electrical  method,  due  to  possibility  of  utilizing  a  plurality  of 
motor  and  generator  units. 

Electric  Drive  of  the  U.  S.  S.  New  Mexico,  Elec.  World,  vol.  73,  no.  10, 
Apr.  19,  1919,  pp.  780-783,  5  figs.  Machinery  is  divided  into  two  parts  and  ship 
is  said  to  be  able  to  make  17  knots  with  half  of  machinery  disabled. 

Electrical  Equipment.  Generating  Machinery'for  Merchant  Ships,  F.  P.  Fenton. 
Elecn.,  vol.  82,  no.  15,  Apr.  11,  1919,  pp.  451-453,  4  figs.  Considered  in  various 
aspects,  such  as  pressure  of  supply  and  type  of  current,  character  of  primer 
mover  and  generator,  type  of  coupling,  position  of  plant  in  the  ship  and  require- 
ments of  various  classes  of  vessels. 

Electric  Light  and  Power  Circuits  on  Board  Ship,  O.  H.  Kennedy,  Elecn., 
vol.  82,  no.  15,  Apr.  11,  1919,  pp.  438-443,  8  figs.  Diagrams  showing  system  and 
methods  of  control. 

Propellers.  Experimental  Research  of  the  Turning  Action  of  a  Propeller  in  a  Ship 
Rieherche  sperimentali  interno  all  azione  evolutiva  esercitata  dalle  eliche) 
N.  Pecoraro.  Revista  Maritima,  vol.  52,  no.  2,  Feb.  1919,  pp.  175-192,  3  figs. 
Formula  for  angle  to  which  rudder  has  to  be  inclined  in  order  for  the  ship  to 
maintain  a  straight  course  when  only  one  propeller  is  operated;  experimental 
confirmation  of  theoretical  results. 

Graphic  Solution  of  Propeller  Formulae,  J.  S.  Redshaw.  Shipbuilding  & 
Shipping  Rec,  vol.  13,  no.  15,  Apr.  10,  1919,  pp.  430-437,  2  figs.  Charts  for 
determining  diameters  for  three-bladed  propellers  by  solution  of  Taylor's 
formula  and  Taylor's  p  value. 

Smokebox  Locks.  "  Sturdun  "  Patent  Smokebox  Locks.  Steamship,  vol.  30,  no. 
358,  Apr.  1919,  pp.  234-235,  2  figs.  Invention  devised  for  locking  smokebox 
door. 

Standardized  Ships.  The  "Standardized"  Ship  Schenectady.  Am.  Mar.  Engr.,  vol. 
1 1,  no.  4,  Apr.  1919,  pp.  5-7,  3  figs.  Vessel  is  designed  for  deadweight  capacity 
of  7500  tons,  total  displacement  loaded  being  estimated  at  11,200  tons. 

Typical  U.  S.  Turbine  Driven  Carrier.  Shipping,  vol.  7,  no.  4.  Apr. 
20,  1919,  pp.  15-16  and  18,  4  figs.  Mechanical  equipment  of  geared-turbine- 
driven  ship  "  Schenectady." 

TERMINALS 

Canadian  Terminals.  The  Canadian  Government's  Ocean  Terminals.  Mar. 
Eng.  of  Canada,  vol.  9,  no.  3,  Mar.  1919,  pp.  112-114,  4  figs.  Progress  on 
project  involving  expenditure  of  $30,000,000. 

Charleston.     See  Wood  Construction  below 

Coaling.  Coaling  Ships  Mechanically — I,  Wilbur  M.  Stone.  Coal  Trade  JL,  vol. 
50,  no.  18,  Apr  30,  1919,  pp.  479-483,  5  figs.  Mitchener  coaling  apparatus. 
Elevator  automatically  frees  itself  in  ease  of  overload  without  interrupting 
operations. 


ELECTRICAL  EQUIPMENT.  Electrical  Service  at  Great  Seaboard  Terminal.  Elec. 
World,  vol.  73,  no.  10,  Apr.  19,  1919,  pp.  784-787,  4  figs.  Electrical  agencies 
include  ('levators,  cranes  and  industrial  tractors  and  trailers. 

Elevators.  Concrete  Shipside  Elevator  and  Warehouse.  Concrete  Age,  vol.  29, 
no.  0,  Mar.  1919,  pp.  10-11,  3  figs.     Dimensions  and  operating  equipment. 

Mechanical  Equipment.  The  Port  of  Seattle,  G.  F.  Nicholson.  Eng.  World, 
vol.  14,  no.  8,  Apr.  15,  1919,  pp.  11-14,  3  figs.  Mechanical  equipment  for 
handling  miscellaneous  freight. 

New  Orleans.  New  Orleans  Army  Base  Improves  Facilities  of  the  Port,  George  H. 
Davis.  Eng.  News-Rec,  vol.  82,  no.  17,  Apr.  24,  1919,  pp.  823-826,  5  figs. 
Three  concrete  warehouses  tied  to  2000-ft.  wharfhouse  on  river  by  bridges  per- 
mitting access  to  all  floors. 

St.  John,  N.B.  Wooden  Shipbuilding  Activities  at  St.  John,  N.B.  Mar.  Eng.  of 
Canada,  vol.  9,  no.  3,  Mar.  1919,  pp.  110-111.     Description  of  harbor  and  port. 

San  Francisco.  Port  Facilities  and  Freight  Handling.  Jl.  Electricity,  vol.  42,  no. 
7,  Apr.  1,  1919,  pp.  294-297,  5  figs.  Plans  for  the  improvement  of  San  Francisco 
Harbor  through  the  adoption  of  mechanical  freight-handling  devices. 

Seattle.     See  Mechanical  Equipment  above. 

Wood  Construction.  Wood  Construction  Feature  of  Charleston  Port  Terminal, 
Huuley  Abbott.  Eng,  News-Rec,  vol.  82,  no.  15,  Apr.  10,  1919,  pp.  702-700, 
0  figs.     Particulars  of  quartermaster  depot  for  storage  and  shipment  of  materials. 

YARDS 

Castings.  Castings   Used  in     Ship  Construction,  Ben  Shaw  and  James  Edgar. 

Foundry  Trade  JL,  vol.  21,  no.  207,  Mar.  1919,  pp.  151-150,  17  figs.     Preparation 
of  molds  for  stem  pieces. 

Concrete  Car  Floats.  Hudson  River  Shipyard  Layout  to  Build  Concrete  Car 
Floats,  H.  W.  Kldridge.  Eng.  News-Rec,  vol.  82,  no.  15,  Apr.  10,  1919,  pp. 
732-734,  5  figs.     Concrete  placed  for  1000-ton  vessels  from  stiff-leg  chute  tower. 

Cranes.  Modern  Shipyard  Cranes,  Claude  M.  Toplis.  Elecn.,  vol.  82,  no.  15,  Apr. 
11,  1919,  pp.  408-412,  4  figs.  Comparison  of  crane  systems;  double  cantilever 
crane  running  on  high  gantry,  overhead  bridge  traveling  crane,  jib  crane  running 
on  high  gantry  ami  tower  crane  system. 

Davey  Plant  at  Lauzon,  Can.  The  Davey  Shipbuilding  Plant  at  Lauzon.  Mar. 
Eng.  of  Canada,  vol.  9,  no.  3,  Mar.  1919,  pp.  105-107,  0  figs.  Installation  for 
building  wooden  steamers,  steel  trawlers  and  large  steel  steamers. 

Electrical  Equipment.  Electrical  Equipment  of  a  Modern  Shipyard,  A.  Henderson. 
Elecn.,  vol.  82,  no.  15,  Apr.  11,  1919,  pp.  400-407,  14  figs.  Central  station  con- 
taining four  450-kw.  Westinghouse  rotary  converters,  which  convert  tbe  3300- 
volt,  3-phasc,  50-cycle  supply  to  240  volts  continuous  current  for  distribution 
through  out  works. 

Ford  Method  Ford  Methods  in  Ship  Manufacture — V.  Fred  E.  Rogers.  Indus. 
Management,  vol.  57,  no.  5.  May,  1919,  pp.  307-372,  12  figs.  Electric  rivet 
heating  and  welding,  flame  cutting  and  boring  propeller-shaft  bearings. 

Ford  Shipbuilding  Plant,  River  Rouge,  Mich.  Am.  Architect,  vol.  115, 
no.  2259,  Apr.  9,  1919,  pp.  526-529,  9  figs.  Operation  in  assembled  shop. 
Boats  are  assembled  on  a  line  of  trucks  moving  on  standard-gage  railroad  tracks. 

Framing,  Millar  System.  SS.  "Clan  Mac  William."  Shipbuilding  &  Shipping 
Rec,  vol.  13,  no.  13,  Mar.  27,  1919,  pp.  375-370,  3  figs.  Construction  on  Millar's 
patent  system  of  framing.     Deadweight  10,250  tons,  on  26  ft.  10%  in.  draft. 

German  Shipbuilding.  German  Shipbuilding  and  the  Revolution.  Shipbuilding 
&  Shipping  Rec,  vol.  13,  no.  13,  Mar.  27,  1919,  pp.  373-374.  Competition  with 
foreign  yards  deemed  impossible. 

Halifax  Shipyards.  Halifax  Shipyards  Embraces  Old  and  New  Industry.  Mar. 
Eng.  of  Canada,  vol.  9,  no  3,  Mar.  1919,  pp.  97-99,  3  figs.  Plant  equipped  with 
graving  dock  and  deep-water  wharf,  also  marine  railway. 

Vickers,  Canadian  Plant.  Canadian  Vickers  have  Well-Equipped  Plant.  Mar. 
Eng.  of  Canada,  vol.  9,  no.  3,  Mar.  1919,  pp.  89-93,  5  figs.  Growth  of  ship- 
building industry  on  banks  of  St.  Lawrence. 

Welding.  Electric  Welding  as  Applied  to  Ship  Construction,  H.  Jasper  Cox.  Mech. 
Eng.,  vol.  41,  no.  5,  May  1919,  pp.  439-444,  11  figs.  Variables  which  affect 
efficiency  of  weld.  Investigations  to  determine  possibility  of  application  of 
electric  welding  to  shipbuilding.  General  scope  of  experiments  included  princi- 
pally determination  of  modulus  of  elasticity  and  approximate  elastic  limit; 
ultimate  strength  and  ultimate  elongation;  application  of  alternating  stresses 
with  (a)  rotating  specimens,  (b)  stationary  test  pieces.  Paper  presented  before 
Soc.  Naval  Architects  and  Mar.  Engrs. 

Electric  Welding  Applied  to  Shipbuilding,  J.  H.  Collie.  Elecn.,  vol.  82, 
no.  15,  Apr.  11,  1919,  pp.  421-427,  22  figs.  After  reference  to  general  systems 
of  welding  that  are  available,  writer  describes  particular  systems  now  mostly 
in  use  and  then  passes  on  to  the  question  of  testing  electric  welds. 

Wooden  Ships.  Building  Wooden  Ships  for  French  Government.  Mar.  Eng., 
of  Canada,  vol.  9,  no.  3,  Mar.  1919,  pp.  94-96, 7  figs.  General  layout  of  Montreal 
plant. 

MUNITIONS  AND  MILITARY  ENGINEERING 

Airdromes.  American  Combat  Airdromes,  Charles  C.  Loring.  Architectural  Rec, 
vol.  45,  no.  4,  Apr.  1919,  pp.  31 1-324,  18  figs.  Plans  show  characteristic  irregular 
grouping  necessary  to  render  plants  less  vulnerable  as  targets. 


JOURNAL     OF     THE    ENGINEERING    INSTITUTE    OF    CANADA 


119 


Battleships.  Some  Ideas  About  the  Effects  of  Increasing  the  Size  of  Battleships, 
E.  J.  King.  U.  S.  Naval  Inst.  Proc,  vol.  45,  no.  193,  Mar.  1919,  pp.  387-406, 
Argument  for  increasing  size  is  based  on  claim  that  battleships  of  increased 
size  can  carry  more  fighting  power,  are  protected  for  more  effective  resistance, 
have  higher  speed  under  all  conditions,  greater  radius  of  action  and  greater 
cruising  life. 

H.  M.  Battle  Cruisers  "  Repulse  "  and  "  Renown."  Engineering,  vol. 
107,  no.  2780,  Apr.  11,  1919,  pp.  401-464,  14  figs.  High-speed  cruisers  armed 
with  big  guns  propelled  with  low-pressure  turbines. 

Camps.  The  Army's  Utilization  of  Camp  Wastes,  F.  C.  Bamman.  Mun.  Jl.  &  Public 
Works,  vol.  46,  no.  17,  Apr.  26,  1919,  pp.  304-308,  2  figs.  Results  of  changiug 
from  incineration  to  utilization.     (To  be  concluded.) 

Cruisers.  New  Light  Cruisers  and  Flotilla  Leaders.  Engineer,  vol.  127,  no.  3300, 
Mar.  28,  1919,  pp.  308-309,  3  figs.  Dimensions  of  H.  M.  "  Sentinel,"  "  Blanche," 
"  Bristol,"  "  Nottingham,"  "Arethusa,"  and  "  Centaur." 

Gun  Mounts.  Making  Naval  Gun  Mounts — III,  Franklin  D.  Jones.  Machy, 
(N.  Y.),  vol.  25,  no.  8,  Apr.  1919,  pp.  745-749,  14  figs.  Fixtures  for  broaching, 
milling  and  drilling  operations,  and  testing  methods.     (Concluded.) 

Gcn,  Photographic.  The  Photographic  Gun,  Edgar  H.  Felix.  Aerial  Age,  vol.  9, 
no.  4,  Apr.  7,  1919,  pp.  198-199,  13  figs.  Mechanism  of  gun  camera  showing 
Geneva  movement  and  shutter  mechanism,  which  automatically  continues  to 
take  photos  as  long  as  trigger  is  depressed. 

Gun  Sights.  Making  Gun  Sights  for  Anti-Aircraft  Guns,  Fred  H.  Colvin.  Am. 
Mach.,  vol.  50,  no.  15,  Apr.  10,  1919,  pp.  681-684,  10  figs.  Mechanism  consists 
primarily  of  a  yoke  attached  to  the  recoil  cyclinder  which  allows  sight  to  be 
swung  up  and  down  on  gun  by  means  of  curved  rack  governed  by  worm  actuated 
pinion  in  a  case. 

Guns.  Making  the  U.  S.  75- Millimeter  Field  Gun— II.  Erik  Oberg.  Machy.  (N  Y.,) 
vol.  25,  no.  8,  Apr.  1919,  pp.  716-721,  27  figs.  Methods  developed  by  Wisconsin 
Gun  Co.,  Milwaukee,  VVis. 

America's  Great  Effort  in  Ordnance — II,  Sci.  Am.,  vol.  120,  no.  17,  Apr. 
26,  1919,  pp.  432-433  and  444  and  446,  9  figs.  Features  of  proving  ground  for 
testing  army  ordnance  at  Aberdeen,  Md. 

Machinery,  Army's  Stocks.  The  Army's  Foreign  Stock  of  Machinery,  John  B. 
Woods.  Am.  Machy.,  vol.  50,  no.  17,  Apr.  24,  1919,  pp.  775-777,  3  figs.  Possi- 
bilities of  disposing  of  millions  of  dollars  worth  of  American  machinery  now  in 
France  and  Belgium. 

Mine  Protection.  The  Protection  of  Ships  Against  Mines — II.  Engineer,  vol.  127, 
no.  3300,  Mar.  28,  1919,  pp.  293-295,  5  figs.  Arrangements  for  towing  projector- 
type  paravanes  on  war  ships  and  mercantile  vessels. 

Mines.  Floating  Mines  in  the  North  Atlantic  and  Arctic  Oceans.  Sci.  Am.,  vol. 
120,  no.  16,  Apr.  19,  1919,  pp.  394-395  and  416,  5  figs.  Trend  of  ocean  currents 
in  relation  to  dangers  to  navigation  from  mines  which  have  broken  loose  from 
their  bearings.     Paper  read  before  the  Acad6mie  des  Sciences. 

Motor-TRANSPORT  Salvage  Park.  M.  T.  C.  Salvage  Park  in  France — 1  &  II, 
W.  F.  Bradley.  Automotive  Industries,  vol.  40,  nos.  16  &  17,  Apr.  17  and  24, 
1919,  pp.  860-863  and  902-905,  19  figs.  Reconstruction  plant  erected  by  Motor 
Transport  Corps  of  U.  S.  army  120  miles  behind  front. 

Naval  Construction.  Naval  Construction  During  the  War,  Eustace  Tennyson 
d'Eyncourt.  Engineering,  vol.  107,  no.  2780,  Apr.  11,  1919,  pp.  482-400, 
20  figs.  Sketch  and  general  summary  of  work  carried  out  by  British  Admiralty. 
Paper  read  before  Instn.  Naval  Architects. 

Navy,  U.  S.  Our  Newest  Navy,  David  Potter,  U.  S.  Naval  Inst.  Proc,  vol.  45,  no. 
192,  Feb.  1919,  pp.  201-222.     How  its  cost  is  being  determined. 

Projectors.  Projectors — British  and  German,  Byron  C.  Goss.  Nat.  Service  & 
Internat.  Military  Digest,  vol.  5,  no.  5,  May  1919,  pp.  276-280,  4  figs.  Feature 
of  design  and  construction. 

Railroad  Transportation.  Modern  Annie  land  Modern  Transport.  Ry.  Gaz., 
vol.  30,  no.  14,  Apr.  4,  1919,  pp.  601-602.  Work  of  North-Eastern  Railway 
Co.  during  the  war. 

Roads.  Military  Roads  as  Constructed  and  Projected  by  the  Construction  Division, 
War  Department,  U.  S.  A.,  in  1918,  Daniel  B.  Goodsell.  Mun.  &  County 
Eng.,  vol.  56,  no.  4,  Apr.  1919,  pp.  140-142,  10  figs.  Typical  cross-sections  of 
cement  concrete  and  bituminous  pavements  ? 

Submarine  Detectors.  The  Wonderful  Submarine  Detector,  Brewster  S.  Beach. 
Am.  Mar.  Eng.,  vol.  14,  no.  4,  Apr.  1919,  pp.  8-14.  Effort  made  by  American 
scientists  to  perfect  instrument  for  locating  submarines  while  in  a  submerged 
condition. 

Listening  Devices  in  U-Boat  War.  Telephony,  vol.  76,  no.  15,  Apr.  12, 
1919,  pp.  23  and  26-27.  Development  of  submarine  detector  by  research  labora- 
tory experts  of  General  Electric  Co. 

Supply  Bases.  Yard  Tracks  for  Brooklyn  Army  Supply  Base.  Ry.  Rev.,  vol.  64, 
no.  17,  Apr.  26,  1919,  pp.  609-611,  1  fig.  Terminal  arrangements  and  water- 
front development. 

AERONAUTICS 

AIRCRAFT 

Airship  Developments.  The  Case  for  the  Airship,  Ladislas  d'Orcy,  Jl.  So.  Automo- 
tive Engrs.,  vol.  4,  no.  4,  Apr.  1919,  pp.  303-307,  10  figs.  Progress  made  since 
1914. 

The  Development  of  Airship  Construction,  C.  I.  R.  Campbell.  Engin- 
eering, vol.  107,  no.  2780,  Apr.  11,  1919,  pp.  469-472,  3  figs.  General  particulars 
of  non-rigid,  semi-rigid  and  rigid  airships.  Paper  read  before  Instn.  Naval 
Architects. 


Ballooning.  Free  Ballooning,  a  Notable-  Factor  in  the  Royal  Air  Force,  Lance  Rush- 
brooke.  Flight,  vol.  11,  no.  13,  Mar.  27,  1919,  pp.  394-396,  7  figs.  Use  of 
free  balloons  in  reconnaissance,  transmission  of  messages,  photography  and 
other  military  purposes. 

Commercial  Use.  The  Commercial  Ose  of  Airships.  Nature,  vol.  103,  no.  2575,  Mar. 
0,  1919,  pp.  4-5.  Discusses  possibilities  of  use  of  airships  in  immediate  future, 
and  compares  between  large  airplane  and  riuid  airship. 

Design.  Lighter-than-Air  Craft,  T.  R.  Cave-Browne-Cave.  Flight,  vol.  11,  no.  13, 
Mar.  27,  1919,  pp.  410-416,  1  fig.  Matters  which  influence  lift  and  behavior  of 
airship.      Paper  read  before  Roy.  Aeronautical  Soc. 

Aerial  Greyhounds  of  To- Morrow.  Sci.  Am.,  vol.  120,  no.  16,  Apr.  19, 
1919,  pp.  400-401  and  418,  3  figs.  Construct  ural  features  of  airships  for  future 
transatlantic  service. 

Helium.  The  Use  of  Helium  for  Aircraft  Purposes  Nature,  vol.  102,  no.  2573, 
Feb.  20,  1919,  pp.  487-488.  On  increasing  buoyancy  of  airship  by  heating  gas 
electrically  or  otherwise. 

Transport  Service.  The  Posssibilities  of  Airship  Transport  Service  Flight,  vol. 
11,  no.  8,  Feb.  20, 1919, pp.  230-232, 1  fig.  Estimated  cost  of  running  Atlantic 
airship  service,  London-New  York:  financial  and  working  arrangements  and 
Government  subsidy;  general  specifications  of  a  proposed  airship  for  transport 
service.     (Continuation  of  serial.) 

APPLICATIONS 

Buenos  Aires-Pern ambuco  Service.  The  Buenos  Aires-Pernambuco  Aerial  Service 
(El  servicio  aero  Buenos  \ires-Peniambiieol .  La  Ingenieria,  vol.  23,  no.  6, 
Mar.  16,  1919,  pp.  389-398,  5  tigs.  Project  contemplates  making  total  distance 
of  2700  miles  in  38  t4  hr.  actual  flying  time.  Handley  Page,  Rolls-Royce  and 
Sunbeam  machines  will  be  used. 

Landings,  Marking.  The  Future  of  the  Airplanes  in  Business,  C.  B.  Merrick. 
Jl.  Electricity,  vol.  42,  no.  7,  pp.  309-310,  3  tigs.  Marking  landing  places  and 
guide  posts  by  electricity. 

Regulations.  Regulations  for  Air  Navigation.  Automotive  Industries,  vol.  40, 
no.  15,  Apr.  10,  1919,  pp.  782-785.  Project  of  Int.  Convention  regarding  air 
navigation. 

DESIGN 

Landing.  Commercial  Feature  of  Airplanes  from  an  Engineer's  Standpoint,  G.  H. 
Day.  Jl.  Soc.  Automotive  Engrs.,  vol.  4,  no  I.  Apr  1919,  pp.  290-292.  Sees 
as  most  important  development  of  future  that  which  will  enable  aeroplanes  to 
land  in  small  field,  this  to  be  obtained  without  too  great  a  sacrifice  of  high  speed. 

Types,  Characteristic.  Airplane  and  Seaplane  Engineering,  H.  C.  Richardson. 
Jl.  Soc.  Automotive  Engrs.,  vol.  4,  no.  4,  Apr.  1919,  pp.  273-285,  12  figs.  Char- 
acteristics of  types  devolved  and  discussion  of  factors  affecting  their  performance. 

DYNAMICS 

Curvilinear  Flight.  The  Aeroplane  in  Curvilinear  Flight.  Aeronautical  Jl., 
vol.  23,  no.  97,  Jan.  1919,  pp.  23-24.  Expressions  for  determining  approximately 
the  relation  between  3  and  other  quantities.  From  Schweiz.  Aero  Club  Bui. 
nos.  8  and  9. 

Stresses  in  Landing  Gear.  A  Theoretical  Investigation  into  the  Stresses  Arising,  in 
the  Landing  Gear  of  an  Aeroplane,  H.  H.  Thomas.  Flight,  vol.  11,  no.  15,  Apr. 
10,  1919,  pp.  183-484.  In  relation  to  probability  of  machine  landing  auto- 
matically. 

Tests  on  Models.  From  Model  to  Full  Scale  in  Aeronautics,  II.  Levy.  Aeronautics, 
vol.  16,  no.  284,  Mar.  27,  1919,  pp.  218-352.  Technical  analysis  of  following 
problem:  Flying  machine  or  part  of  one  is  in  motion  through  the  air  with  a  given 
speed  in  the  region  of  normal  speed  of  flight;  is  there  a  corresponding  experi- 
ment on  a  model  from  which  the  forces  originated  on  the  full  scale  may  be 
deduced  ? 

ENGINES 

A.  B.  C.  The  British  A.  B.  C,  Aero  Engines.  Aerial  Age,  vol.  9,  no.  7,  Apr.  28,  1919, 
p.  335,  4  figs.  Outstanding  feature  of  these  models  is  copper  coating  on  cooling 
fins. 

Basse-Selve.  The  270  H.  P.  Basse-Selve  Aero-Engine.  Engineer,  vol.  127,  no. 
3298,  Mar.  11,  1919.  pp.  246-248,  11  figs,  also  Aerial  Age,  vol.  9,  no.  5,  Apr. 
14,  1919,  pp.  216-2JS,  253-255  and  262,  26  figs  Report  on  design  based  on  exa- 
mination of  engine  taken  from  remains  of  a  German  Rumpler  two-seater 
biplane  shot  down  and  destroyed  in  France  on  May  31,  1918. 

British.  Current  Types  of  British  Aero  Engines.  Aeronautics,  vol.  16,  no.  284, 
Mar.  27,  1919,  pp.  329-342,  20  tigs.  Siddeley-Deasy  (Puma)  Napier-Lion, 
Mercury,  Lucifer,  Hercules,  Jupiter,  Hnat  I,  Dragon  Fly,  "  Manitou  "  Sunbeam- 
Coatalen,  Maori  IV,  B.R.I,  and  BR. 2  types. 

Crankshafts.  The  Design  of  Aeroplane  Engines — XXI,  John  Wallace.  Aeronautics, 
vol.  16,  no  282,  Mar.  12,  1919,  pp.  272-276,  7  figs.  Points  on  crankshaft  design; 
polar  curve  of  crankpin  load. 

Dusenberg.  The  World's  Largest  Airplane  Engine.  Gas  Engine,  vol.  21,  no.  5, 
May  1919,  pp.  162-164,  10  tigs.     Dusenberg  850-hp.  1575-lb.  engine. 

Hall-Scott.  Hall-Scott  Type  L-6a  Aero  Engine.  Aerial  Age,  vol.  9,  no.  7,  Apr.  28, 
1919,  pp.  316-347,  5  figs.  Characteristics  of  six-cylinder,  495-lb.,  200-hp. 
engine. 


120 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


King-Bugatti.  King-Bugatti  16-Cylinder  Aero  Engine.  Automotive  Industries, 
vol.  40,  no.  17,  Apr.  24,  1919,  pp.  906-910,  7  figs.  Consists  of  two  8-cyl.  all- 
in-line  engines,  mounted  on  common  crankcase  and  geared  to  common  propeller 
shaft.  Designed  to  permit  37-mm.  cannon  to  shoot  through  hollow  propeller 
shaft.     (To  be  continued.) 

Mercedes.  200  H.P.  Compression  Mercedes  Engine.  Flight,  vol.  11.  no.  8,  Feb.  20, 
1919,  pp.  233-236,  9  figs.  Report  on  running  performance.  Issued  by  Technical 
Dept.     (Aircraft  Production)    Ministry  of  Munitions. 

Napier  Lion.  The  Napier  Lion  Aeromotor.  Flight,  vol.  11,  no.  13,  Mar.  27,  1919, 
pp.  397-402,  12  figs.  Twelve-cylinder  450  hp.  engine  with  record  of  30,500-ft. 
altitude. 

Siddeley.  The  Siddeley  Aero  Engines — "Puma"  and  "Tiger."  Flight,  vol.  11, 
no.  14,  Apr.  3,  1919,  pp.  429-433,  4  figs.  Puma  engine  has  6  vertical  cylinders, 
145  mm.  bore  by  190  mm.  stroke;  valves  are  in  cylinder  heads  and  are  worked  by 
overhead  camshaft;  Tiger  engine  has  two  lines  of  6  cylinders  inclined  at  an  angle 
of  60  deg.;  valves  are  worked  by  two  overhead  camshafts.  These  engines  were 
intended  for  use  in  aeroplanes  making  long-distance  journeys  into  Germany. 

Supercharging.  Maintaining  Constant  Pressure  Before  the  Carburetors  of  Aero 
Engines  Regardless  of  the  Altitude,  Leslie  V.  Spencer.  Aerial  Age,  vol.  9, 
nos.  5  and  7,  Apr.  14  and  28,  1919,  pp.  244-246  and  264,  and  pp.  336-337  and 
356, 10  figs.  Arrangment  of  Sherbondy  turbo-compression  as  laid  out  for  Liberty 
12-cyl.  engine.     (To  be  continued.) 

MODELS 

Slotted  Armature.  Localization  of  the  Transformation  of  Energy  in  a  Slotted 
Armature  (Localizacion  de  la  transformacion  de  la  energia  en  un  inducido 
dentado),  Konrad  Simons.  Boletin  de  la  Associacion  Aegentina  de  Electro 
Tecnicos,  vol.  4,  no.  11,  Nov.  1918,  pp.  874-876,  1  fig.  Model  to  demon- 
strate that  forces  of  magnetic  field  actuate  more  on  teeth  than  on  conductors. 

Motors.  Elementary  Aeronautics  and  Model  Notes,  John  F.  McMahon.  Aerial 
Age,  vol.  9,  no.  4,  Apr.  7,  1919,  p.  213.      Motorcycle  driven  aeroplane. 

Elementary  Aeronautics  and  Model  Notes,  John  F.  McMahon.  Aerial 
Age,  vol.  9,  no.  5,  Apr.  14,  1919,  p.  259,  2  figs.  Ford  motor  rebuilt  for  aeroplane 
work. 

PLANES 

Armstrong- Whitworth.  The  Armstrong- Whitworth  Machines.  Flight,  vol.  11, 
no.  14,  Apr.  3,  1919,  pp.  438,  21  figs.  History,  development  and  characteristics 
of  the  various  types. 

Caproni.  The  Caproni  E-3,  Night  Bomber.  Aviation,  vol.  6,  no.  6,  Apr.  15,  1919, 
pp.  322-325,  3  figs.     Outline  drawings. 

The  Caproni  Triplane.  Aerial  Age,  vol.  9,  no.  5,  Apr.  14,  1919,  pp.  242-243, 
5  figs.     Specifications  of  type  CA-4  triple-motored  Caproni  triplane. 

Georges  Levy.  The  Georges  Levy  Type  R  Flying  Boat.  Aerial  Age,  vol.  9,  no.  6, 
Apr.  21,  1919,  pp.  286-288,  3  figs.  Directions  for  rigging  and  mounting  as 
applied  by  Georges  Levy  Co. 

Geahame- White.  An  Interesting  Grahame- White  Sporting  model.  Flight,  vol.  11, 
no.  15,  Apr.  10,  1919,  pp.  468-473,  19  figs.  Span  is  only  20  ft.  and  overall 
length  16  ft.  6  in.  Machine,  however,  is  said  to  be  capable  of  making  102 
m.p.h.  at  low  altitudes  and  93  m.p.h.  at  10,000  ft.  It  is  fitted  with  80-hp.  Ie 
Rhone  engine. 

Navy.  F-5-L  Navy  Flying  Boat — IV,  S.  T.  Williams.  Automotive  Industries,  vol. 
40,  no.  15,  Apr.  10,  1919,  pp.  809-811,  2  figs.  Flying  controls  and  methods  of 
hook-up;  weight  and  percentage  of  weight  of  every  component. 

The  Navy  HS-IL  and  2L  Flying  Boats,  Aerial  Age,  vol.  9,  no.  7,  Apr.  28, 
1919,  pp.  338-340  and  357,  6  figs.     General  dimensions  and  data. 

TESTING 

Sand  Testing.  Sand  Testing  of  Aeroplanes,  Albert  S.  Heinrich.  Aerial  Age,,  vol.  9, 
no.  4,  Apr   7,  1919,  pp.  200-202,  10  figs.     Test  of  tail  surfaces.  (Continued.) 

TRANSATLANTIC  FLIGHT 

British  Machines.  The  Transatlantic  Race.  Flight,  vol.  11,  no.  15,  Apr.  10,  1919, 
pp.  476-480,  5  figs.     British  machines  intended  to  be  used  for  flight. 

VARIA 

Flying  Sickness.  Plying  Sickness,  Martin  Flack,  Sci.  Am.  Supp  ,  vol.  87,  no.  2260, 
Apr.  26,  1919,  p.  262.     Discussion  of  its  cause  and  means  of  combating  it. 

Oxygen  Use.  Oxygen  and  the  Transatlantic  Flight,  T.  S.  Rippon.  Flight,  vol.  11, 
no.  13,  Mar.  27,  1919,  p.  403,  3  figs.  Graphs  showing  normal  pulse  of  aviator 
during  flight  without  oxygen  and  when  oxygen  was  used. 

Physical  Qualities  of  Aviators.  Medical  Aspects  of  Aviation,  L.  E.  Stamm 
Aeronautical  JL,  vol.  23,  no.  97,  Jan.  1919,  pp.  3-17.  Survey  of  necessary 
physical  qualities  to  meet  special  conditions  of  stress  and  strain  in  the  air,  and  of 
the  mental  qualities  required  for  aviation. 

Visibility  of  Aeroplanes.  The  Visibility  of  Airplanes,  M.  Luckiesh.  Jl.  Franklin 
Inst.,  vol.  187,  no.  4,  Apr.  1919,  pp.  409-457,  16  figs.  Relative  brightness  of 
inland  water  viewed  perpendicularly  in  terms  of  brightness  of  zenith  blue  sky; 
variation  of  brightness  of  zenith  sky  with  altitude  of  measurements,  on  a  very 
hazy  but  cloudless  day ;  reflection  factors  of  various  substances;  relation  be- 
tween size  of  image  of  50-ft.  object  and  altitude  or  distance;  curves  showing 
brightness  of  various  objects  from  different  angles  of  observation.   (Concluded.) 


Wind  Charts.  Wind  Charts  for  Air  Navigation  (Les  cartes  des  vents  a  l'usaere  des 
aeronautics)  ,  J.  Rouch  and  L.  Gain.  Revue  Generale  des  Sciences,  vol.  30, 
no.  6,  Mar.  30,  1919,  pp.  168-171,  5  figs.  How  knowledge  of  wind  currents  may 
be  used  for  shortening  aerial  trips  in  a  manner  similar  to  that  in  which  ocean 
currents  are  taken  advantage  of  in  maritime  voyages. 

ELECTRICAL  ENGINEERING 

ELECTROCHE  MISTRY 

Electromotive  Force  of  Metals.  Electromotive  Force  of  Metals  (Force  41ectro- 
motrice  des  metaux),  J.  A.  Montpellier.  Industrie  Electrique,  vol.  28,  no. 
642,  Mar.  25,  1919,  pp.  103-104.  Ionic  phenomena  in  thermocouples  and  table 
of  relative  potentials  of  metallic  elements. 

Importance.  Electrochemistry  in  its  Human  Relations,  F.  J.  Tone.  Chem.  & 
Metallurgical  Eng.,  vol.  20,  no.  8,  Apr.  15,  1919,  pp.  413-415.  Electrochemistry 
can  contribute  to  human  progress  and  raise  standard  of  living  by  providing 
cheap  fertilizer  for  increased  crop  yields,  improve  sanitation  and  produce  new 
materials  of  construction. 

Nelson  Cell.  The  Nelson  Electrolytic  Chlorin  Cell,  C.  F.  Carrier,  Jr.  General 
Meeting  Am.  Electrochemical  Soc,  Apr.  3-5,  1919,  paper  no.  16,  pp.  221-231, 
3  figs.  History,  development,  construction  and  operation  of  the  Nelson  cell, 
including  particularly  the  life  of  its  different  parts,  ampere  efficiency  and  energy 
efficiency  with  which  it  works. 

Sodium  Permanganate.  An  Electrolytic  Process  for  the  Production  of  Sodium 
Permanganate  from  Ferromanganese,  Robert  E.  Wilson  and  W.  Grenville 
Horsch.  General  Meeting  Am.  Electrochemical  Soc,  Apr.  3-5,  1919,  paper  no. 
15,  pp.  207-220,  1  fig.  Ferromanganese  anodes  were  used  in  diaphragm  cell 
in  soldium  carbonate  solution,  with  production  of  an  8  to  12  per  cent  solution  of 
sodium  permanganate  in  anode  compartment. 

ELECTROPHYSICS 

Conservation  of  Electricity.  Conservation  of  Electricity  and  the  Electronic 
Theory  (La  conservation  de  l'electricit6  et  la  theorie  electronique),  L.  Decombe. 
Revue  Generale  de  l'Electricite,  vol.  5,  no.  12,  Mar.  22,  1919,  pp.  443-444. 
Admitting  the  electric  constitution  of  matter,  various  experimental  researches 
are  presented  in  support  of  theory  establishing  conservation  of  electrical  moment 
in  a  dielectric  by  assimilation  of  atoms  to  doublets  of  variable  moment.  Paper 
before  la  Soci6t6  francaise  de  Physique. 

Dielectric  Phenomena.  Dielectric  Phenomena  in  Dielectric  Substances  (in  Japan- 
ese), K.  Kamibayashi.     Denki  Gakkwai  Zasshi,  no.  368,  Mar.  10,  1919. 

Electronic  Emission.  The  Emission  of  Electricity  from  Incandescent  Bodies  (remis- 
sion d'electricite  par  les  corps  incandescents),  A.  Boutaric.  Revue  Generale  des 
Sciences,  vol.  30,  no.  6,  Mar.  30,  1919,  pp.  171-183,  6  figs.  Survey  of  experi- 
mental research  by  various  investigators,  notably  O.  W.  Richardson.  Theories 
offered  in  explanation  electronic  emission.     First  article. 

ELECTRODEPOSITIO  N 

Copper  Plating  on  Iron.  Electro-Plating  on  Iron  from  Copper  Sulphate  Solution, 
Oliver  P.  Watts.  Brass  World,  vol.  15,  no.  4,  Apr.  1919,  pp.  108-111.  Shows 
that  certain  solutions  of  lead  and  antimony  may  be  substituted  for  the  arsenic 
dip,  previous  to  direct-current  plating  of  copper  on  iron  from  copper  sulphate. 
Paper  read  before  Am.  Electrochem.     Soc. 

Plating  Room  Chemicals.  Plating  Room  Chemicals,  A.  Schleimer.  Brass  World, 
vol.  15,  no.  4,  Apr.  1919,  pp.  127-129.  Appearance  and  properties  of  borax, 
charcoal,  cobalt,  copper  acetate,  copper  sulphate,  copper  carbonate,  corrosive 
sublimate,  liver  of  sulphur,  nickel  salts,  magnesium  sulphate,  lead  acetate, 
caustic  potash,  sodium  carbonate  and  cyanide. 

FURNACES 

Crucibles.  Morgan's  Patent  Electrically  Heated  Crucibles.  Electrical  Review, 
vol.  84,  no.  2157,  Mar.  28,  1919,  pp.  342-344,  4  figs.  Designed  to  prevent  volati- 
lization of  non-ferrous  alloys  which  takes  place  when  arc  is  used  on  account  of 
excessive  heat. 

Rennerfelt.  Types  of  Electric  Furnaces — I;  the  Rennerfelt,  W.  F.  Sutherland. 
Can.  Machy.,  vol.  21,  no.  14,  Apr.  3,  1919,  pp.  328-330,  7  figs  Operating 
characteristics;  tilting  mechanism  and  control  and  wiring  diagram  of  furnace. 
Developments  in  the  Rennerfelt  Furnace,  H.  A.  de  Fries  and  Jonas 
Hertenius.  Eng.  &  Indus.  Management,  vol.  1,  no.  8,  Apr.  3,  1919,  pp.  238-239, 
1  fig.     Side  electrodes  tilt  ant  shape  of  shell  is  round  in  new  design. 

Resistance  Type.  Electric  Furnaces  of  the  Resistance  Type  Used  in  the  Production 
of  Essential  War  Materials,  T.  F.  Baily.  General  Meeting,  Am.  Electrochemical 
Soc,  Apr.  3-5,  1919,  paper  no.  19,  pp  257-260,  1  fig.  Heat-treating  equipment 
intended  for  automatical  and  continuous  hardening  and  tempering  of  cast-steel 
anchor  chains.  Heating  is  by  an  electrical  resistor  granular  carbon  confined  in 
carborundum  fire  sand  walls,  machinery  being  controlled  by  pyrometers  which 
allow  of  hardening  and  tempering  at  definite  temperatures. 

Steel  Foundry.  The  Electric  Foundry:  Its  Introduction  into  Foundry  Practice, 
W.  E.  Moore.  General  Meeting  Am.  Electrochemical  Soc,  Apr.  3-5,  1919, 
paper  no.  12,  pp.  181-186.  Comparison  of  electric  furnace  in  steel  foundry  work 
with  open-hearth  furnace  and  small  bessemer  converter.  Writer  concludes  that 
it  is  superior  to  both,  in  regard  to  cheapness  of  raw  material,  conservation  of 
alloying  metals,  waste  of  lining,  temperature  obtainable,  control  of  chemical 
composition  and  quality  of  steel  produced. 

Vom  Baur.  The  Vom  Baur  Electric  Steel  Furnace.  Iron  Age,  vol.  103,  no.  17, 
Apr.  24,  1919,  pp.  1071-1073,  2  figs.  Electrode  holders  are  so  constructed  that 
by  means  of  fillers  either  graphite  or  carbon  electrodes  can  be  used.  Tilting 
mechanism  allows  furnace  to  tilt  backward  7  deg.  so  that  slag  can  be  taken  off 
at  this  door  instead  of  from  the  spout. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


121 


GENERATING  STATIONS 

Automatic  Generating  Plants.  Automatic  Induction  Generator  Plants,  E.  A. 
Quinn.  Jl.  Electricity,  vol.  42,  no.  8,  Apr.  15,  1919,  pp.  342-344,  7  figs.  Des- 
cription of  two  small  power  plants  which  make  use  of  water  normally  used  in 
larger  plants  of  a  light  and  power  corporation  under  heads  which  existed  in  the 
flow  line  but  had  hitherto  not  been  utilized.  Plants  are  said  to  be  operated  with- 
out attendants. 

Bus  and  Switches.  Modern  Bus  and  Switch  Structures,  C.  D.  Gray  and  M. 
M.  Samuels.  Elec.  World,  vol.  73,  nos.  16  &  17,  Apr.  19  &  26,  1919,  pp.  788- 
792  and  831-833,  16.  figs  Masonry,  material,  compartment  doors  and 
general  arrangement.  Types  of  circuit  breakers  and  support  of  buses  used  with 
large  generating  units. 

Canada.  Central  Electric  Power  Station  Statistics,  Can.  Engr.,  vol.  36,  no.  6,  Feb. 
6,  1919,  pp.  203-205.  Data  gathered  by  Dominion  Water  Power  Branch  and 
Bureau  of  Statistics. 

Electric  Generation  in  Canada.  Can.  Eng.,  vol.  36,  no.  9,  Feb.  27,  1919, 
pp.  255-256.  Table  of  control  electric  generating  plants  in  Canada,  snowing 
capacity,  ownership  and  prime  movers. 

The  Present  Electric  Outlook  in  Canada,  A.  S.  L.  Barnes.  Electrical 
Review,  vol.  84,  no.  2158,  Apr.  4,  1919,  pp.  389-390.  Figures  indicating  total 
amount  of  power  capable  of  developing  and  amount  of  power  already  developed. 
(Continuation  of  serial.) 

Condenser,  Static.  Economic  Use  of  Static  Condenser — I  &  II,  Waldo  V.  Lyon. 
Elec.  World,  vol.  73,  nos.  15  &  16,  Apr.  12  &  19,  1919,  pp.  724-726  and  776-778, 
6  figs.  Increasing  capacity  of  a  generating  plant  by  usmg  static  condensers  to 
correct  power  factor;  feasibility  of  putting  less  generating  equipment  in  new 
plant  by  using  condensers.  Problems  of  power-factor  correction  by  static 
condensers  are  analyzed  for  purposes  of  improving  voltage  regulation  and 
reducing  copper  losses. 

Prohibition.  Effect  of  Prohibition  on  Lighting  Revenue.  Elec.  World,  vol.  73, 
no.  15,  Apr.  12,  pp.  736-739.  Conditions  following  prohibition  as  reported  by 
75  central  stations. 

Smethwick.  Electricity  Supply  at  Smethwick.  Electrical  Review,  vol.  84,  no.  2158, 
Apr.  4,  1919,  pp.  368-371,  5  figs.  Capacity  of  plant  which  was  12,475  kw.  before 
the  war  has  been  increased  to  total  of  36,326  kw.  by  installation  of  B.  T.  H. 
turbo-generators . 

So.  Philadelphia  Works.  Power  System  of  South  Philadelphia  Works,  Graham 
Bright.  Elec.  Jl..  vol.  16,  no.  4,  Apr.  1919,  pp.  126-131,  15  figs.  Showing 
lighting  arresters,  disconnecting  switches,  etc. 

Theft  of  Current.  Detection  and  Remedy  of  Current  Theft  from  Central  Stations 
Thomas  Robson  Hay.  Elec.  Rev.,  vol.  74,  no.  15,  Apr.  12,  1919,  pp.  588-589. 
Methods  employed  by  Duquesne  Light  Co.  of  Pittsburgh. 

GENERATORS  AND   MOTORS 

Alternators.  Free  Oscillations  of  Alternators  in  a  Constant- Voltage  System 
(Oscillations  libres  des  alternateurs  sur  reseau  a  tension  constante),  AndrS 
Blondel.     Comptes  rendus  des  seances  de  l'Academie  des  Sciences,  vol.  168,  no. 

9,  Mar.  3,  1919,  pp.  439-444.  Values  of  K  and  e  which  make  A  a  minimum, 
determined  by  taking  advantage  of  the  fact  that  changes  in  rl  during  oscillations 
are  negligible  by  comparison  to  vector  (a  +  rl)  when  /  is  constant. 

Asynchronous  Machines.  Theory  of  Elliptic-Field  Asnychronous  Machines  (Sur 
la  tbeorie  des  machines  asynchrones  a  champ  elliptique),  W.  Genkin.  Revue 
Generate  de  l'Electricite,  vol.  5,  no.  15.  Apr.  12,  1919,  pp.  539-548,  15  figs. 
General  equations  derived  from  Fynn's  theory.  Equivalent  circuit  worked  out 
for  revolving-field  motor,  single-phase  motor,  phase  converter  and  induction 
meter. 

Application  of  the  Diagram  of  Asynchronous  Motors  (Applications  du 
diagramme  des  moteurs  asynchrones),  L.  Lagron.  Revue  Generale  de  l'Elec- 
tricitS,  vol.  5,  no.  14,  Apr.  5,  1919,  pp.  507-510,  4  figs.  How  to  use  writer's  dia- 
gram published  in  R.  G.  E.,  vol.  4,  Dec.  7,  1918,  p.  861,  to  modifying  connection 
of  coils,  conststructing  characteristic  curves  and  the  starting  of  motor. 

Heatino.  Maximum  Power  of  Electrical  Machines  Limited  by  Permissible  Heating 
of  Parts  (Erude  analytique  des  conditions  dans  leaquelles,  pour  un  echauffement 
determine^  le  puissance  de  certaines  categories  de  machines  electriques  est  maxi- 
mum), H.  Lajus.  Revue  Generate  de  l'Electricite,  vol.  5,  no.  13,  Mar.  29, 
1919,  pp.  467-471,  1  fig.  A  d.  c.  generator  or  an  alternator  operating  in  constant 
cos  (I)  theoretically  assumed  to  be  heated  to  the  permissible  limit  can  develop 
maximum  power,  according  to  the  writer's  investigations  when  frequence  is 
maximum  and  the  sum  of  hysteresis  and  Foucault  losses  equals  the  Joule  losses. 

High-frequency  Generators.  A  High-Frequency  Generator  for  Airplane  Wireless 
Telegraph  Sets,  A.  Nyman.  Elec.  Jl.,  vol.  16,  no.  4,  Apr.  1919,  pp.  140-145. 
16  figs.  Scheme  developed  by  Signal  Corps  for  U.  S.  Army;  requirements  were 
lightness,  compactness  and  reliability. 

Lubrication.  Lubrication  of  Electric  Generators  and  Motors,  Reginald  Trantschold. 
Elec.  Rev.,  vol.  74,  no.  16,  March  19,  1919,  pp.  629-630.  Influence  of  type  of 
apparatus  upon  choice  of  lubricant. 

Railway  Motors.  Manufacturers'  Tests  of  Railway  Motors,  J.  S.  Dean.  Elec. 
Ry.  Jl.  vol.  53,  no.  16,  Apr.  19,  1919,  pp.  777-778,  9  figs.  Chart  presenting 
various  detail  parts  with  materials  used  in  their  manufacture.  (First  article  of 
series.) 

Rheostats.  Starting  Rheostats  for  Shunt  Motors.  Terrell  Croft.  Power  House, 
vol.  13,  no.  4,  Apr.  5,  1919,  pp.  90-91,  4  figs.  Calculation  of  size  of  resistance  to 
be  placed  in  series  with  armature  to  prevent  excessive  current. 

Single-Phase  Generators.  Armature  Reaction  and  Wave  Form  of  Single-Phase 
Generator  (in  Japanese),  G.  Shimizu.     Denki  Gakkwai  Zasshi,  no.  368,  Mar. 

10,  1919. 

Switch-Gear,  Starting  and  Controlling.  Starting  and  Controlling  Switchgear 
for  Shipyard  Machinery,  A.  P.  Pyne.  Elecn.,  vol.  82,  no.  15,  Apr.  11,  1919, 
pp.  413-420,  21  figs.  Review  of  working  conditions  of  various  motors  to  be 
encountered  in  a  shipyard  and  suggestions  in  regard  to  selecting  starting  and 
controlling  apparatus. 


Synchronous  Motors.  Synchronous  Motor  Characteristics — I,  Theo  Schou.  Elec. 
World,  vol.  73,  no.  17,  Apr.  26,  1919,  pp.  828-830,  6  figs.  Heyland  diagram 
for  induction  motor  is  applied  to  sycnhronous  motors  with  squirrel-cage  windings 
in  order  to  investigate  starting  and  pull-in  torques.  Comparison  of  brass  and 
copper  for  rotor  bars. 

IGNITION  APPARATUS 

Contact  Breakers,  Splitdorf.  The  New  Splitdorf  Magneto.  Aerial  Age,  vol.  9, 
no.  6,  Apr.  21,  1919,  p.  304,  2  figs.     Details  of  contact  breaker. 

Generators,  Motor-Car.  Regulation  of  Automotive  Generators,  W.  A.  Dick. 
Elec.  Jl.,  vol.  16,  no.  4,  Apr.  1919,  pp.  148-151,  11  figs.  Regulation  characteri- 
tics  of  generators  used  for  lighting  and  other  purposes  on  automobiles  and 
kindred  machines.  Only  those  types  that  have  been  developed  and  put  into 
commercial  use  are  dealt  with. 

Magnetos,  Aluminum  in.  British-Made  Magnetos.  Elecn.,  vol.  82,  no.  13,  Mar. 
28,  1919,  pp.  348-349,  6  figs.  Uses  of  aluminum  in  their  manufacture.  (Con- 
cluded.) 

Magnetos,  Experiments.  Experiments  on  the  High^Teusion  Magneto — I,  Norman 
Campbell.  London,  Edinburgh  and  Dublin  Phil.  Mag.,  vol.  37,  no.  219, 
Mar.  1919,  pp.  284-301,  6  figs.  Work  conducted  at  Nat.  Physical  Laboratory 
under  direction  of  Advisory  Committee  for  Aeronautics.  Results  were  kept 
confidential  during  time  of  war. 

LIGHTING  AND  LAMP   MANUFACTURE 

Design.  Chart  to  Facilitate  the  Design  of  Lighting  System.  Elec.  World,  vol.  72 
no.  16,  Apr.  19,  1919,  pp.  778-779,  1  fig.  Curves  are  based  on  illuminating 
intensity  3  ft.  above  floor;  portion  of  diagram  determining  size  of  lamps  necessary 
to  produce  intensified  illumination;  a  depreciation  of  30  per  cent  in  light  in- 
tensity due  to  dirt  in  reflector  of  lamp  or  deterioration  of  filament  is  assumed. 
From  Indus.  Lighting  Code  of  Indus.  Commission  of  Wisconsin. 

Laboratories.  Some  Special  Problems  in  the  Lighting  of  Laboratories  and  Technical 
Institutions.  Illuminating  Engr.,  vol.  12,  no.  1,  Jan.  1919,  pp.  13-16.  Con- 
cerning lighting  of  blackboards  and  chemical,  electrical  and  physical  laboratories. 

Office  Lighting.  Modern  Practice  in  Office  Lighting,  A.  Wise.  Illuminating  Engr., 
vol.  12,  no.  2,  Feb.  1919,  pp.  27-39,  17  figs.  Choice  of  methods  for  lighting  and 
how  these  can  be  applied  to  various  types  of  offices;  importance  of  periodical 
cleansing  of  lamps  and  lighting  units;  illumination  required  for  various  classes 
of  work;  typical  examples  of  installations. 

Searchlights.  The  Searchlight  Projector  as  Used  in  the  Mercantile  Marine,  R.  C. 
Harris.  Elecn.,  vol.  82,  no.  15,  Apr.  11,  1919,  pp.  444-449,  15  figs.  Types  of 
lamps,  mirrors  and  lenses  and  also  methods  of  remote  control,  both  mechanical 
and  electrical. 

Snellens  Types.  Report  on  Standard  Illumination  of  Snelleus  Types  Used  in  Testing 
the  Vision  of  Candidates  for  Public  Service.  Illuminating  Engr.,  vol.  12,  no.  1, 
Jan.  1919,  pp.  5-7,  2  figs.  Report  issued  by  Council  of  British  Ophthalmologists. 
From  British  Jl.  of  Ophthalmology. 

Street  Lighting.  Simple  Lamp-Record  System  for  Street  Lighting  Circuits,  T.  D. 
McDowell.  Elec.  Rev.,  vol.  74,  no.  17,  Apr.  26,  1919,  pp.  668-669,  3  figs. 
Card  records  for  noting  type  and  history  of  lamps  in  use  on  large  systems  for 
street,  boulevard  or  park  lighting. 

MEASUREMENTS  AND  TESTS 

Fault  Localizing.  Fault  Localizing:  A  Few  Hints,  H.  Bujama.  Electrical  Review, 
vol.  84,  no.  2160,  Apr.  18,  1919,  pp.  432-433,  5  figs.  Double-slide  wire  bridge 
for  use  in  connection  with  Murray  loop  and  Varley  loop  tests. 

Fuses.  Short-Circuit  Tests  of  Cartridge  Fuses  at  the  New  York  Office.  Laboratories' 
Data,  Underwriters'  Laboratories,  Nat.  Board  of  Fire  Underwriters,  no.  1, 
Feb.  1919,  pp.  16-19,  2  figs.  Fuses  were  placed  in  cutout  base,  covered  with 
thin  layer  of  dry  absorbent  cotton  and  enclosed  by  strongly  made  protective 
cage  ;circuit  breaker  is  now  set  so  that  it  will  not  open  automatically,  but  only  by 
the  cord,  was  then  closed  and  finally  circuit  was  closed  by  switch  at  back  of  test 
frame. 

Results  of  Factory  Inspection  of  Standard  Cartridge  Enclosed  Fuses. 
Laboratories'  Data,  Underwriters'  Laboratories,  Nat.  Board  of  Fire  Underwriters 
no  1,  Feb.  1919,  pp.  20-22,  1  fig.  Graphs  drawn  from  results  of  quarterly 
inspections. 

Galvanometers,  Differential.  Zero  Error  in  Differential  Galvanometers  (Uber 
ein  Differentialgalvanometer  nebs  einer  Untersuchung  iibcr  Nullpunktsfehler 
bei  Drehspulengalvanometern),  Helmer  Backstrom,  Zeitschrift  fur  Instru- 
mentenkunde,  vol.  38,  nos.  11  and  12,  Nov.  and  Dec.  1918,  pp.  173- 179  and 
189-195,  8  figs.  Magnitude  of  after  effect  on  zero  position  as  affected  by  length 
of  time  during  which  deflection  is  maintained,  damping  of  movement,  and 
variations  of  current.  Bibliography  on  moving-coil  galvanometers  covering 
period  1880-1916. 

Ground  and  Short-Circuit  Detection.  Phase  and  Fault  Testing  by  Means  of 
Lamp  Signals,  Frank  Gillooley.  Elec.  Rev.,  vol.  74,  no.  16,  Mar.  1919,  pp.  617- 
619,  4  figs.  Methods  of  using  lamps  in  testing  for  grounds,  short  circuits  and 
continuity  of  underground  cables;  methods  of  checking  up  phases  and  identi- 
fication. 

Hydrogen  Over  voltage.  Measurement  of.  Hydrogen  Overvoltage,  Duncan  A. 
Maclnnes  and  Leon  Adler  Jl.  Am.  Chem.  Soc,  vol.  41,  no.  2,  Feb.  1919,  pp. 
194-207,  5  figs.  Apparatus  and  method  of  measurement.  It  is  concluded  that 
hydrogen  overvoltage  is  due  primarily  to  a  layer  of  supersaturated  dissolved 
hydrogen  in  the  electrolyte  surrounding  an  electrode. 

Insulator  Testing.  Pacific  Coast  Practice  in  Insulator  Testing.  Jl.  Electricity, 
vol.  42,  no.  8,  Apr.  15,  1919,  pp.  345-347.  Report  of  Insulator  Committee  of 
convention  of  Pac.  Coast  Section  N.  E.  L.  A. 


122 


JOURNAL    OF    Tf  H  E    ENGINEERING     INSTITUTE    OF    CANADA 


Peak  Potential,  Measurement  of.  Note  on  the  Measurement  of  the  Peak  Po- 
tential of  an  Alternating  Source.  Clifford  C.  Paterson  and  Norman  Campbell. 
London,  Edinburgh,  and  Dublin  Phil.  Mag.,  vol.  37,  no.  219,  Mar.  1919,  pp. 
301-303,  1  fig.  Conditions  which  are  considered  necessary  for  accuracy  to 
measuring  peak  potential  by  means  of  a  thermionic  valve. 

Tempehature  Body,  Measurement.  Some  Notes  on  Electrical  Methods  of  Measur- 
ing Body  Temperatures,  Robert  S.  Whipple.  Electrical  Review,  vol.  84,  no. 
2158,  Apr.  4,  1919,  pp.  392-393,  5  figs.  Adaptation  of  thermoelectric  couples 
for  measuring  body  temperatures;  results  of  experiments.  Paper  read  before 
Roy.  Soc.  of  Medicine  &  Instn.  of  Elec   Engrs. 

Temperature  Determination  by  Weighing.  Weighing  High  Temperatures  in 
an  Electric  Balance,  J.  M.  Bird.  Sci.  Am.,  vol.  120,  no.  17,  Apr.  26,  1919, 
pp.  430-431,  442  &  444,  5  figs.  Curves  for  transformation  points  of  two  different 
steels,  showing  in  each  case  the  heating  curve  and  the  cooling  curve.  System  of 
pyrometry  based  on  use  of  thermocouples  for  controling  heat  treating  furnaces 
in  steel  mills. 

Timing.  Accurate  Timing  in  Electrical  Tests,  F.  A.  Kartack.  Elec.  World,  vol.  73, 
no.  14,  Apr.  5,  1919,  pp.  072-675,  9  figs.  Tuning-fork  timing  device  found  very 
satisfactory  in  practice,  consists  essentially  of  heavy  iron  base  casting  in  head 
block  of  which  are  mounted  two  steel  fork  legs  actuated  by  magnet;  adjustment 
for  rate  of  vigration  is  obtained  by  counterweights.  Design  was  put  into  opera- 
tion at  Bar  Standards  Laboratory. 

Voltage  Test  Equipment.  A  Voltage  Test  Equipment.  Laboratories'  Data, 
Underwriters'  Laboratories,  Nat.  Board  of  Fire  Underwriters,  no.  1,  Feb. 
1919,  pp.  20-28,  1  fig.  Outfit  consists  of  transformer,  the  terminals  of  which 
are  enclosed  in  glass  case  large  enough  to  cover  the  device  or  sample  under  test. 

Voltmeter,  Electrostatic,  A  yrton- Mather.  New  Measuring  Instruments 
(Quelques  nouveaux  instruments  de  mesure),  A.  Tobler  and  K.  Tobild.  Journal 
Telegraphique,  vol.  43,  no.  3,  Mar.  25,  1919,  pp.  33-36,  7  figs.  Ayrton- Mather 
electrostatic  voltmeter  as  perfected  by  R.  W.  Paul.     (To  be  continued.) 

POWER  APPLICATIONS 

Cooking.  Electric  Cooking  in  Hotels,  Clubs  and  Restaurants,  C.  O.  Hard.  Nat. 
Elec.  Light  Assn.  Bui.,  vol.  6,  no.  4,  Apr.  1919,  pp.  206-208,  3  figs.  Section 
range  with  connected  load  of  30  kw.;  30-in.  broiler  connected  load  and  other 
electrical  features. 

Mill  Drive.  Electrically  Driven  Plate  Mills,  G.  E.  Stoltz.  Engrs.'  Club  of  Phila- 
delphia, vol.  36-1,  no.  170,  Jan.  1919,  pp.  7-13,  10  figs.  Considerations  in  selec- 
tion of  size  and  type  of  motor,  control  and  flywheel,  based  on  examination  of 
performances  of  existing  mills. 

Electric  Equipment  in  Blooming  Mill  of  Steel  Company  of  Canada, 
Hamilton.  Elec.  News,  vol.  28,  no.  8,  Apr.  15,  1919,  pp.  24-25,  2  figs. 
Generator  set  consists  of  1800-hp.,  2200-volt  3-phase  wound  rotor  induction 
motor,  a  50-ton  flywheel  and  two  1200-kw.,  600-volt  d.  c.  generators  all  mounted 
on  a  common  shaft. 

Mine  Service.  Selection  of  the  Electrical  System.  Voltage  and  Frequency  for 
Mine  Service,  Terrell  Croft.  Coal  Age,  vol.  15,  no.  15,  Apr.  10,  1919,  pp.  658- 
659.  Believes  that  500  volts  is  not  an  advisable  tension  to  use  at  a  coal  mine, 
and  advocates  adhering  to  250  volts  as  a  standard. 

TELEGRAPHY   AND   TELEPHONY  RADIO 

Detector,  Radio-Frequency  Oscillations.  A  Magnetic  Detector  of  Radio 
Frequency  Oscillations.  Wireless  Age,  vol.  6,  no.  8,  May  1919,  pp.  11-12, 
4  figs.  Based  upon  reputed  principle  that  super-position  of  a  high-frequency 
current  upon  iron  core  already  excited  by  low-frequency  current  reduces 
hysteresis  loop  of   low-frequency  current. 

Modulator,  Mercury  Vapor,  Langmuir's.  Langmuir's  Mercury  Vapor  Modulator 
for  Wireless  Telephony.  Wireless  Age,  vol.  6,  no.  8,  May  1919,  pp.  15-16, 
6  figs.  Method  of  controlling  output  of  radio  frequency  alternator  at  speech 
frequencies  for  radio  telephony.  Device  comprises  a  glass  or  quartz  envelope 
containing  a  body  of  mercury  (constituting  the  cathode)  and  main  anodes  which 
may  be  made  of  graphite,  tungsten,  molybdenum  or  other  highly  refractory 
material. 

Musical  Radio-Sending.  Notes  on  a  Problem  of  Musical  Radio-sending  (in 
Japaneese),  T.  Minohara.     Denki  Gakkwai  Zassihi,  no.  368,  Mar.  10,  1919. 

Progress  Since  1914.  Wireless  telegraphy  and  telephony,  J.  A.  Fleming.  Times 
Eng.  Supp.,  vol.  15,  no.  533,  Mar.  1919,  pp.  97-98.     Progress  since  1914. 

Receivers,  Bridge  and  Barrage.  Simultaneous  Sending  and  Receiving,  E.  F. 
W.  Alexanderson.  Wireless  Age,  vol.  6,  no.  8,  May  1919,  pp.  23-26,  5  figs. 
Fundamental  characteristics  of  the  "bridge  receiver"  and  the  "Barrage 
receiver."     Paper  read  before  Inst.  Radio  Engrs. 

Regulations.  Wireless  Telegraphy  and  the  Safety  of  Transoceanic  Navigation 
(La  telegraphie  sans  fil  et  la  securite  de  la  navigation  maritime).  Journal 
Telegraphique,  vol.  43,  no.  3,  Mar.  25,  1919,  pp.  36-38.  Regulations  of  Inter- 
national Conference  held  at  London  on  Nov.  12,  1913.     (Concluded). 

Vacuum  Tube.  Negative  Resistance  Vacuum  Tube  as  an  Amplifier  and  a  Beat 
Receiver.  Wireless  Age,  vol.  6,  no.  8,  May  1919,  pp.  12-13,  2  figs.  Scheme 
using  heterodyne  principle  to  secure  increased  amplification  and  selectivity 
in  receiving. 

TELEGRAPHY   AND   TELEPHONY,    WIRE 

European  Telephone  Practice.  European  Telephone  Practice,  Fred  W.  Scholz. 
Telephone  Engr.,  vol.  21,  no.  4,  Apr.  1919,  pp.  159-163,  2  figs.  Adaptation  of 
telephone  exchanges  to  telephone  trafic.  From  Telegraphen-Versuchsamt. 
(To  be  continued.) 


Telephone  Receiver,  Theory.  Electromagnetic  Theory  of  the  Telephone  Receiver 
with  Special  Reference  to  Motional  Impedance,  A.  E.  Kennelly  and  H. 
Nukiyama.  Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  38,  no.  4,  Apr.  1919,  pp.  491-539, 
32  figs.  Theory,  which  is  stated  under  definite  limitations,  takes  into  account 
the  m.m.f.  produced  by  vibrations  of  diaphragm  in  permanent  magnetic  field; 
thus  motional  power  is  shown  to  be  derived  partly  from  testing  alternating 
current  and  partly  from  changes  in  power  of  magnetic  circuit. 

TRANSFORMERS,   CONVERTERS,   FREQUENCY   CHANGERS 

Instrument  Voltage  Transformers.  Instrument  Voltage  Transformers,  W.  R. 
Woodward.  Power,  vol.  49,  no.  15,  Apr.  15,  1919,  pp.  562-564,  11  figs.  West- 
inghouse  types. 

Rectifiers.  Transformation  of  Direct  into  Alternating  Current,  and  Vice  Versa, 
without  a  Commutator  (Sur  un  systeme  de  transformaton  de  courant  continu 
en  courant  alternatif,  et  vice  versa  sans  commutateur  divise),  O.  Li  Gotti. 
Revue  Generate  de  l'Electricite,  vol.  5,  no.  13,  Mar.  29,  1919,  pp.  471-484, 
10  figs.  Louis  Magnini  patented  in  1905  (see  Industrie  Electrique,  May  25, 
1905,  p.  217)  an  apparatus  for  rectifying  an  alternating  current  by  the  periodic 
alteration  of  the  inductance  coils  mounted  in  two  groups.  In  present  article 
writer  makes  general  study  of  possible  transforming  devices  operating  on 
induction  phenomena. 

Transformer  Practice.  Essentials  of  Transformer  Practice — -XXI,  E.  G.  Reed, 
Elec.  Jl.,  vol.  16,  no.  4,  Apr.  1919,  pp.  145-147,  7  figs.  Voltage  transformations 
with  autotransformers. 

TRANSMISSION,    DISTRIBUTION,   CONTROL 

Control.  The  Control  of  Large  Amounts  of  Power — III,  E.  B.  Wcdmere.  Power 
House,  vol.  13,  no.  4,  Apr.  5,  1919,  pp.  97-101,  12  figs.  Current-limiting  by 
use  of  busbar  reactance;  heating  and  stresses  due  to  heavy  currents;  combina- 
tions of  machines  requiring  maximum  transfer  capacity;  influence  of  power 
factor  of  machine  on  output  of  engine.  Paper  read  before  Inst.  Elec.  Engrs., 
England. 

Cutout  Bases.  Effect  of  Cutout  Base  Design  upon  Plug  Fuse  Performance.  Labo- 
ratories' Data,  Underwriters'  Laboratories,  Nat.  Board  of  Fire  Underwriters, 
no.  1,  Feb.  1919,  pp.  23-25,  1  fig.  Effect  differences  in  cross-section  have  upon 
heating  and  consequently  upon  performance  of  plug  fuses  used  in  cutout  bases. 

Distribution,  Flexibility.  Flexible  Distribution  for  Industrial  Plants,  L.  F. 
Leurey.  Elec.  World,  vol.  73,  no.  17,  Apr.  20,  1919,  pp.  835-838,  7  figs.  Design 
for  meeting  changing  demands  for  power.  Safety  and  low  operating  costs 
are  said  to  be  secured  by  employment  of  bus-bar  feeders  of  uniform  size. 

Interconnection.  Emergency  Interchange  of  Power,  G.  R.  Kenny.  Jl.  Electricity, 
vol.  42,  no.  8,  Apr.  15,  1919,  pp.  347-349,  1  fig.  Interconnection  of  two  60-cycle 
with  one  50-cycle  system.  Paper  presented  by  Eng.  Committee  for  Pac.  Coast 
Section  N.  E.  L.  A.  convention. 

Polyphase- Motor  Protection.  Protecting  Polyphase  Induction  Motors  from 
Single-Phase  Operation,  B.  W.  Jones.  Power,  vol.  49,  no.  16,  Apr.  22,  1919, 
pp.  604-606,  3  figs.  Comparison  of  different  means  generally  employed  to 
prevent  polyphase  induction  motors  from  operating  single-phase  and  also 
form  overheating. 

Relays.  Alternating-Current  Plunger-Type  Relays,  Victor  H.  Todd.  Power, 
vol.  49,  no.  17,  Apr.  29,  1919,  pp.  630-039,  14  figs.  Schematic  diagram  and 
characteristics  of  overload  relay  which  obtains  time  limit  by  means  of  air 
bellows. 

Relay  Protective  Systems,  G.  E.  Armstrong.  Jl.  Electricity,  vol.  42,  no.  8, 
Apr.  15,  1919,  pp.  349-353,  1  fig.  Methods  used  on  system  of  Southern  Cal. 
Edison  Co.  From  Eng.  Report  for  spring  convention  of  Pac.  Coast  Section 
N.  E.  L.  A. 

Synchronous  Alternators.  Stability  of  Synchronous  Alternators  in  Constant- 
Potential  System  (Conditions  de  stabilite  de  la  marche  synchronique  des 
alternateurs  accouples  sur  reseau  a  tension  constante),  A.  Blondel.  Comptes 
rendus  des  seances  de  l'Academie  des  Sciences,  vol.  168,  no.  12,  Mar.  24,  1919, 
pp.  587-593.  Equation  not  taking  into  account  oscillations  induced  in  circuits 
of  inductors  is  modified  so  as  to  include  effect  of  these  oscillations,  and  condi- 
tions necessary  and  sufficient  for  stability  are  obtained  by  application  of  Hurwitz' 
determinant. 

Substation.  Columbus  Railway,  Light  &  Power  Co.'s  Canal  Street  Substation, 
E.  W.  Clark.  Elec.  Rev.,  vol.  74,  no.  17,  Apr.  26,  1919,  pp.  670-671,  6  figs. 
Switching  arrangements  and  provision  for  voltage  changeover. 

Transformer  Station,  High-Tension.  Transmission  of  Electrical  Energy  from 
Bourges  to  the  American  Arsenal  at  Beauvoir  (Transmission  d'energie  electrique 
de  Bourges  a  l'Arsenal  Americain  de  Beauvoir),  Michel  Berthon.  Revue 
Generate  de  l'Electricite,  vol.  5,  no.  12,  Mar.  22,  1919,  pp.  445-449,  3  figs. 
High-tension  (30,000  volts)  transforming  station  presented  as  example  of 
rapidly  established  economic  installation. 

WIRING 

City  Hall  Wiring.  The  Electrical  Installation  in  San  Francisco's  City  Hall.  Elec. 
Rev.,  vol.  74,  no.  17,  Apr  26,  1919,  pp.  661-667,  7  figs.  Features  of  conduit 
and  wiring  system  for  light,  power,  communication  and  signalling. 

STORAGE   BATTERIES 

Barium  Sulphate  Action.  Function  of  Barium  Sulphate  in  Lead  Accumulators 
(Sulla  funzione  del  solfato  di  bario  hegli  accumuratori  a  plombo),  O.  Scarpa. 
Elettrotecnica,  vol.  6,  no.  9,  Mar.  25,  1919,  pp.  176-179,  3  figs.  Experimental 
research  believed  to  have  demonstrated  that  barium  sulpnate  acts  as  negative 
catalyzer  to  transformation  of  lead. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


123 


Charging  Plant.  New  Haven  Installs  Model  Charging  Plant,  Ry.  Elee.  Engr., 
vol.  10,  no.  4,  Apr.  1919,  pp.  105-106,  9  figs.  Plant  is  equipped  for  charging, 
cleaning  and  repairing  both  lead  and  alkaline  batteries  and  equipment  and  both 
30  and  60-volt  systems  are  taken  care  of. 

Lead  Acid  Batteries.  Characteristics  of  Starting  and  Lighting  Batteries  of  the 
Lead  Acid  Type,  O.  W.  A.  Oetting.  Eiec.  Jl.,  vol.  10,  no.  4,  Apr.  1919,  pp. 
134-139,  15  figs.     Considerations  in  selecting  size  of  starting  battery. 

Trickling  Charge.  The  "  Trickling  Charge  "  as  Applied  to  Lead-Acid  Storage 
Batteries  of  the  Naval  Service,  Lucius  C.  Dunn.  C.  S.  Naval  Inst.  Proc. 
vol.  45,  no.  195,  Mar.  1919,  pp.  339-343,  2  figs.  Methods  of  applying  to  a 
charged  storage  battery  a  current  just  large  enough  to  counteract  local  action 
and  thus  maintain  it  in  a  charged  condition. 


Hot  Deformation.  Hot  Deformation  and  the  Quality  of  Stool,  Georges  Charpv- 
Iron  vol.  103,  no.  17,  Apr.  24,  1919,  pp.  1079-1881,  3  tins.  Experiments 
determining  effect  on  tensile  strength  and  impact  values;  (run  and  hard  basic 
steel  weree  used.     Paper  presented  before  Iron  &  Steel  Inst.,  London. 

Liquid  Steel.  Paper  on  "  The  Solid  and  Liquid  States  of  Steel,"  Cosmo  Johns. 
Jl.  West  of  Scotland  Iron  &  Steel  Inst.,  vol.  26,  part  3,  1918-1919,  pp.  36-41. 
Properties  of  an  optically  clean  surface  of  liquid  steel  and  its  similarity  to  that 
of  a  polished  metallic  surface  with  a  vitreous  film.  Preservation  of  surface 
of  liquidated  is  attributed  to  presence  of  iron-vapor  atmosphere. 

Malleable  Iron.  Malleable  Iron,  What  it  is,  and  How  it  is  Made,  F.  H.  Bell.  Can. 
Foundryman.  vol.  10,  no.  4,  Apr.  1919,  pp.  85-88,  7  figs.  Organization  in  opera- 
tion of  foundry  works. 


VARIA 

Insulation    Mica.      What  Are  Safe  Operating  Temperatures  for    Mica  Insulation? 

H.  D.  Stephens.     Elec.  Jl.,  vol.  16,  no.  4,  Apr.  1919,  pp.  131-135,  2  figs.     Results 

of  tests  on  twelve  60-cycle  turbo-generators  ranging  in  size  from  5000  to  20,000 

kva. 
Insulation,    Moulded.     Designing    Moulded    Insulation,    W.    H.    Kempton.     Elec. 

Jl.,  vol.  16,  no.  4,  Apr.  1919,  pp.  152-157,  19  figs.     Suggestions  to  designers. 

Lightning.  Lightning-Rod  Specifications  Required  by  Italian  War  Ministry  (Conditions 
a  realiser  dans  l'installation  des  paratonnerres,  d'arpes  le  Ministere  de  la  Guerre 
Italien).  Genie  Civil,  vol.  14.  no.  12,  Mar.  22,  1919,  pp.  236-237.  On  the 
uses  of  Meiseris  and  other  systems  and  provisions  for  nature  and  quality  of 
metal  in  Cables. 

Lightning  and  Its  Effects,  D.  J.  McCarthy.  Ry.  Elec.  Engr.,  vol.  10, 
no.  4,  Apr.  1919,  pp.  123-125,  6  figs.  Characteristics  of  discharges  as  revealed 
from  a  study  made  with  a  fixed  and  revolving  camera. 

METALLURGY 

ALUMINUM 

Micrography.  The  Micrography  of  Aluminum  and  its  Alloys,  D.  Hanson  and  S.  L. 
Archbutt.  Engineering,  vol.  107,  no.  2779,  Apr.  4,  1919,  pp.  450-453,  13  figs. 
Different  microstructural  constituents  met  with  in  aluminum  alloys,  and 
methods  by  which  these  may  be  etched  for  microscopic  examination.  Paper 
read  before  Inst,  of  Metals. 

Metallography.  The  Metallography  of  Aluminum — I  &  II,  Robert  J.  Anderson. 
Metal  Industry,  vol.  14,  nos.  12  &  13,  Mar.  21  &  28,  1919,  pp.  223-228  and 
245-247,  20  figs.  Discussion  of  amorphous  theory  and  plastic  deformation 
with  remarks  on  grain  growth  phenomena;  microstructure  of  various  forms 
of  aluminum;  annealing  and  recrystallization  of  aluminum  which  has  had 
plastic  deformation;  polishing  and  etching  of  aluminum  microsections  prepar- 
atory to  microscopic  examination. 

COPPER   AND    NICKEL 

Nickel  Refining.  Some  Features  of  Nickel  Refinery.  Can. 
no.  4,  Apr.  1919,  pp.  21-24,  8  figs.  Features  of  Int. 
refinery.     Plant  was  erected  at  cost  of  $5,000,000. 

FERROUS   ALLOYS 


Manufacturer,  vol   39, 
Nickel  Co.  of  Canada 


Chromium-Nickel  Steel.  Critical  Points,  L.  A.  Danse.  Proc.  Steel  Treating 
Research  Soc,  vol.  2,  no.  3,  1919,  pp.  32-38.  Discussion  of  mechanical  and 
thermal  treatment  of  chromium-nickel  steel,  particularly  as  used  in  aircraft 
production. 

FLOTATION 

Flotation  Experiments.  A  Device  for  Flotation  Experiments,  Will  H.  Coghill. 
Min.  &  Sci.  Press,  vol.  118,  no.  15,  Apr.  12,  1919,  pp.  495-496,  1  fig.  Device 
consists  of  two  pyrex  flasks,  one  of  250  cc.  and  the  other  of  500  cc,  fitting  in 
same  rubber  nipple;  to  prepare  a  test,  smaller  flask  is  filled  with  mixture  of  ore 
and  water  of  desired  consistency  and  emptied  into  larger  one;  flotation  reagents 
are  added  and  test  is  accomplished  by  hand  agitation. 

FURNACES 

Air-Volume  Regulation.  Air-Volume  Regulation  in  Smelting  and  Refining 
Furnaces,  C.  H.  Smoot.  Eng.  &  Min.  Jl.,  vol.  107,  no.  15,  Apr.  12,  1919, 
pp.  654-656,  3  figs.  Type  of  constant-volume  regulator  developed  by  Rateau- 
Battu-Smoot  Eng.  Corp. 

Gas  Heating.  Heating  of  Metallurgical  Furnaces  (Le  chauffage  des  fours  metallur- 
giques),  Louis  Lecocq.  Chimie  &  Industrie,  vol.  2,  no.  3,  Mar.  1,  1919,  pp. 
260-270.     Figures  indicating  advantage  of  utilizing  gas  from  coke  furnaces. 

Greene  Arc  Furnace.  The  Greene  Rolling  Cylinder  Arc  Furnace.  Iron  Age, 
vol.  103,  no.  16,  April  17,  1919,  pp.  1005-1007,  3  figs.  Principal  features  are 
tilting  arrangement  by  use  of  hydraulic  cylinder  connected  to  back  of  furnace 
shell  and  removable  roof. 

Pulverized  Coal.  Pulverized  Coal  in  Canadian  Steel  Plant,  C.  F.  Herington 
Iron  Age,  vol.  103,  no.  17,  Apr.  24,  1919,  pp.  1065-1069,  7  figs.  Air  distributing 
system  supplies  powdered  fuel  for  boilers  and  furnaces  at  Canadian  branch  of 
Armstrong  Whitworth  Co. 


Manganese.  Manganese  Alloys  in  Open-Hearth  Steel  Practice,  Samuel  L. 
Hoyt.  Sci.  Am.  Supp.,  vol.  87,  no.  2261,  May  3,  1919,  pp.  282-283.  Conditions 
in  open-hearth  practice  that  affect  conservation  of  manganese,  both  during 
the  working  of  the  heat  and  in  making  final  additions;  metallurgical  conditions 
for  use  of  manganese  in  the  form  of  low-grade  or  special  alloys;  effect  on  finished 
steel  both  as  to  quality  and  condition  of  various  methods  and  processes. 

Ore  Smelting.  A  New  Method  for  the  Smelting  of  Iron  Ores,  J.  W.  Moffat.  Can. 
Machy.,  vol.  21,  no.  14,  Apr.  3,  1919,  pp.  325-327.  Duplex  process  for  making 
of  steel  from  ores  not  suitable  for  blast  furnace. 

Phosphorus  in  Steel.  The  Determination  of  Phosphorus  in  Vanadium  Steels, 
Ferro- Vanadium,  Non-Vanadium  Steels  and  Pig  Iron,  Chas.  Morris  Johnson. 
Chemical  News,  vol.  US,  no.  3073.  Mar.  7,  1919,  pp.  113-115.  Method  for 
steel  containing  vanadium  up  to  2.0  per  cent;  table  showing  effect  of  increasing 
amount  of  nitric  acid  on  phosphorus  recovery. 

Tempering  Velocity,  Critical.  Influence  of  Various  Factors  on  the  Critical 
Velocity  of  Tempering  of  the  Carbon  Steels  (Influence  do  divers  facteurs  sur 
la  vitesse  critique  de  trempes  des  aciers  au  carbone),  I.  M.  Portevin.  Comptes 
rendus  des  seances  de  l'Academie  des  Sciences,  vol.  168,  no.  7,  Feb.  17.  1919, 
pp.  346-348.  Duration  of  temper  was  determined  in  the  experimental  work 
as  the  time  in  seconds  for  cooling  of  metal  from  700  to  200  deg.  cent. 

TORONTO  F.lectric  Steel  Plant.  World's  Largest  Electric  Steel  Plant  in  Toronto, 
Goergo  T.  Clark  and  Frederick  Phillips.  Can.  Engr.,  vol.  36,  no.  13,  Mar.  27, 
1919,  pp.  327-331,  10  figs.  Plant  occupies  127,65  acres,  and  5000  lin.  ft.  of 
concrete  docks,  accommodating  vessels  of  24  ft.  draft.  It  was  built  for  manu- 
facture of  0-in.  and  9.2-in.  forgings  from  raw  material. 

NON-FERROUS    ALLOYS 

ALUMINUM  Alloys.  Alloys  of  Aluminum  with  Rare  or  Special  Alloys,  Joan  Escard. 
Metal  Industry,  vol.  13,  no.  20,  Nov.  15,  1918,  pp.  333-335.  Constitution, 
properties  and  preparation  of  aluminum  and  manganese,  aluminum  and 
chromium,  aluminum  anil  tungsten  aluminum  and  vanadium,  and  aluminum 
and  titanium  alloys. 

\i.i  mi.num  Bronzes.  Study  and  Graphical  Representation  of  the  Properties  of 
Aluminum  Bronzes  (L'etude  et  la  representation  graphique  des  proprietes  des 
bronzes  d'aluminum),  11.  de  Fleury.  Genie  Civil,  vol.  74,  no.  13,  Mar.  29, 
1919,  pp.  254-256,  9  figs.  Triangular  diagrams  of  resistance  to  rupture  and 
ultimate  elongation  of  bars. 

Brass.  Notes  on  Alloys  Used  in  Brass  Rolling  Mills,  A.  J.  Franklin.  Metal  Industry, 
vol.  14,  no.  12,  Mar.  28,  1919,  pp.  241-244,  3  figs.  Effect  of  impurities,  casting 
difficulties,  hints  on  annealing  and  composition  of  some  of  the  alloys  used  in 
sheet-rolling  mill. 

Decomposition.  Decomposition  of  Metals — II,  A.  I.  Krynitzky.  Chem.  &  Metallur- 
gical Eng.,  vol.  20,  no.  8,  Apr.  15,  1919,  pp.  421-424,  6  figs.  Application  of 
theory  to  commercial  problem  of  manufacturing  durable  alloys  containing  tin 
and  aluminum,  with  outline  of  recommended  melting,  drawing  and  annealing 
practice  for  certain  munitions. 

Metallography.  Metallography  Applied  to  Nonferrous  Metals — II,  Ernest  J. 
Davis.  Foundry,  vol.  47,  no.  5,  Apr.  15,  1919,  pp.  215-218,  15  tigs.  Predicting 
microstructure  of  series  of  alloys  by  equilibrium  diagram. 

OCCLUDED  GASES 

Occlusion.  Occlusion  of  Gases  by  Metals  (L'occlusion  des  gaz  par  les  metaux), 
A.  Delesne.  Revue  Generale  des  Sciences,  vol.  30,  no.  1,  Jan.  15,  1919,  pp. 
17-19.     Synopsis  of  discussion  at  conference  of  Faraday  Soc,  London. 

VARIA 

Etching  Solutions.  Etching  Solutions  and  their  Uses,  Ernest  G.  Jarvis  and  McNab 
and  Harlin  Mfg.  Co.  Metal  Indus.,  vol.  17,  no.  1.  Apr.  1919,  pp.  170-171. 
Preparation  and  uses  of  seventeen  different  solutions. 

Manganese-Silver  Problem.  The  Manganese-Silver  Problem — I,  Harry  J.  Wolf. 
Colorado  School  of  Mines  Mag.,  vol.  9,  no.  4,  Apr.  1919,  pp.  73-77.  Metallur- 
gical experiments  performed  to  determine  reason  for  insolubility  in  cyanide  of 
silver  in  certain  ores  where  it  is  accompanied  by  manganese  oxides. 


IRON   AND   STEEL 

Gray  Iron.  Improving  the  Quality  of  Gray  Iron  by  the  Electric  Furnace,  George, 
K.  Elliott.  General  Meeting  Am.  Electrochemical  Soc,  Apr.  3-5,  1919,  paper 
no.  11,  pp.  173-179.  Proposes  to  use  a  basic-lined  arc  electric  furnace  for 
refining  and  superheating  gray  iron.  Cupola  is  said  to  be  strong  on  heating 
and  melting,  but  weak  in  superheating,  carbon  regulation  waste  of  alloying 
metals,  and  impossibility  of  refining;  consequently,  duplex  process,  using  elec- 
tric furnace  in  tandem  with  cupola,  is  believed  will  correct  and  supplement 
deficiencies  of  cupola. 


CIVIL  ENGINEERING 

BRIDGES 

Concrete  Overhead  Arch  Bridges.  Four  Concrete  Overhead  Arch  Bridges  on 
Toronto-Hamilton  Highway.  Contract  Rec,  vol.  33,  no.  14,  Apr.  2,  1919, 
pp.  301-306,  6  figs.  Governing  factor  in  design  of  bridges  has  been  long  clear- 
ances by  using  parabolic  overhead  arch  ribs  braced  together  by  horizontal 
bracing  members. 


124 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Canada's  Longest  Reinforced  Concrete  Trusses.  Can.  Engr.,  vol.  36, 
no.  14,  Apr.  3,  1919,  pp.  345-348,  6  figs.  Bridges  carrying  Toronto-Hamilton 
highway  across  Etobicoke  river  and  Bronte  creek.  Each  is  119  ft.  clear  span, 
with  20-ft.  roadway  and  10-ft.  overhead  clearance. 

Canadian  Reinforced  Concrete  Arch  Bridges,  Frank  Barber.  Can.  Engr., 
vol.  36,  no.  11,  Mar.  13,  1919,  pp.  289-293,  6  figs.  Historical  review  and  lists 
of  open  spandrel  and  earth-filled  arches  with  clear  span  of  over  100  ft.  or  total 
bridge  length  of  over  200  ft. 

Concrete-Pile  Trestle  Construction.  Concrete  Pile  Trestle  Construction, 
Albert  M.  Wolf.  Eng.  World,  vol.  14,  no.  8,  Apr.  15,  1919,  pp.  25-27,  6  figs. 
Economy  of  concrete  pile  process  is  argued  by  the  fact  that  piles  and  slabs  can 
be  cast  in  central  yard,  and  then  transported  to  site  and  erected  with  compara- 
tively small  portable  plants  in  the  form  of  combined  derrick  and  piledriver  cars. 

Construction.  Railway  Bridges  in  the  Dutch  Indies  (Mededeelingen  omtrent  de 
verzwaring  van  den  bovenbouw  der  bruggen  in  de  lign  Goendih-Soerabajader 
Nederlandsch-lndische  Spoorweg-Maatschappij),  E.  C.  U.  Hartman.  De 
Ingenieur,  vol.  34,  no.  9,  Mar.  1,  1919,  pp.  148-161,  35  figs.  Dismantling 
of  old  bridges  and  erection  of  new  with  aid  of  portable  auxiliary  bridges  placed 
under  existing  structures  on  temporary  pile  foundation. 

The  Construction  of  Culverts  and  Small  Bridges,  Charles  D.  Snead. 
American  City,  Town  &  County  Edition,  vol.  20,  no.  4,  Apr.  1919,  pp.  323-320, 
2  figs.      Methods  suggested  at  Kentucky  Road  School. 

Failures.  Are  Our  Highway  Bridges  Safe  ?  Mun.  Jl.  &  Public  Works,  vol.  46,  no. 
16,  Apr.  19,  1919,  pp.  276-279.  Instances  of  failures  of  bridges.  County 
highway  officials  quoted  as  saying  that  30  per  cent  of  bridges  of  the  country  are 
unsafe  for  heavy  vehicles. 

India.  Adam's  Bridge.  Indian  Eng.,  vol.  65,  no.  1,  Jan.  4,  1919,  pp.  10-11,  1  fig. 
Project  for  connecting  India  and  Ceylon  by  railway  line. 

Lift  Bridges.  Pretoria  Avenue  Lift  Bridge,  Ottawa,  L.  McLaren  Hunter.  Contract 
Record,  vol.  33,  no.  16.  Apr.  16,  1919,  pp.  355-356,  3  figs.  Two  52lA-it.  fixed 
spans  and  a  central  95  ft.  electrically  operated  direct  lift  span  giving  30  ft. 
maximum  clearance. 

Relieving  Arches.  Relieving  Arching  in  Subway  Distribute  Stress  to  Piers.  Eng. 
News-Rec,  vol.  82,  no.  14,  Apr.  3,  1919,  pp.  667-669,  7  figs.  Feature  of  design 
in  three-span  subway  carrying  street  is  said  to  be  arched  sidewalk  spans  seated 
on  haunches  of  roadway  span  in  order  to  insure  desired  distribution  of  stress. 

Strengthening  Bridges.  Strengthening  Bridges  for  Truck  Traffic.  Contract 
Rec,  vol.  33,  no.  14,  Apr.  2,  1919,  pp.  318-319,  also  Good  Roads,  vol.  17,  no.  14, 
Apr.  5,  1919,  pp.  149-151.  Report  of  Committee  of  Am.  Road  Builders'  Assn. 
on  methods  of  reconstruction  to  carry  heavy  loads. 

BUILDING  AND  CONSTRUCTION 

Architectural  Practice.  Post-War  Committee  on  Architectural  Practice.  Jl. 
Am.  Inst.  Architects,  vol.  7,  no.  4,  Apr.  1919,  pp.  174-176.  Committee  on 
Education  evolved  present  system  of  education  by  measured  results  as  expressed 
in  terms  of  architects  service  to  client,  community  and  nation;  and  in  degree  of 
honorable  livelihood  made  possible  to  practitioner  by  such  education. 

The  Making  Habitable  of  Old  Dwellings  in  Town  and  Country,  M.  H. 
Bailie-Scott.  Jl.  Roy.  Inst.  British  Architects,  vol.  26,  no.  4,  Feb.  1919,  pp. 
73-79  and  (discussion)  pp.  80-81,  1  fig.  Contrasts  artistic  tendencies  in  olden 
architectural  constructions  with  modern  practice  of  plain  building. 

Esthetics  of  Metallic  Constructions  (Considerations  sur  l'esth6tique  des 
constructions  metalliques),  M.  Resal,  Aunales  des  Ponts  et  Chaussees,  partie 
technique,  vol.  47,  no.  6,  Nov  .-Dec.  1918,  pp.  253-272.  Architectural  develop- 
ment in  steel  construction,  specially  bridges,  is  expected  to  follow  what  is  estab- 
lished as  a  general  law  of  artistic  development,  according  to  which  statical 
structures  are  constructed  long  after  a  material  is  first  employed  in  building. 

How  Can  the  Electrical  Industry  Assist  the  Architect?  J.  O.  Case.  Jl. 
Electricity,  vol.  42,  no.  8,  Apr.  15,  1919,  pp.  370-374.  Commercial  Committee 
of  Pac.  Coast  Section  N.  E.  L.  A.  recommends  that  electrical  manufacturers 
assist  architects  in  specification  work. 

Chimney,  Demolition.  Demolishing  Tall  Brick  Chimney,  Ralph  B.  Chandler. 
Can.  Engr.,  vol.  36,. no.  16,  Apr.  17,  1919,  pp.  383T384,  3  figs.  Plans  and  eleva- 
tions of  chimney,  showing  preparations  for  demolition  with  dynamite. 

Coal  Bins  An  Example  of  Coal  Bin  Reconstruction,  Wm.  Joshua  Barney.  Coal 
Trade  Jl.,  vol.  50,  no.  17,  Apr.  23,  1919,  pp.  448-451,  7  figs.  Reinforced  concrete 
structure  built  to  enlarge  capacity.  Bins  continued  in  operation  while  structure 
was  being  erected. 

Concreting  Plant.  Efficient  Concreting  Plant  Am.  Contractor,  vol.  40,  no.  17, 
Apr.  26,  1919,  p.  30,  1  fig.  Mechanical  dumping  and  distribution  in  construction 
of  Hotel  Fort  des  Moines  the  erection  of  which  was  demanded  by  the  Government 
to  be  urgently  terminated. 

Dome,  Reinforced-Concrete.  The  Reinforced  Concrete  Dome  at  Hippodrome, 
Copenhagen.  Eng.  &  Contracting,  vol.  51,  no.  18,  Apr.  30,  1919,  p.  445,  2  figs. 
Notes  on  methods  of  construction. 

Earthquakes.  Effect  on  Structures  of  Recent  Porto  Rico  Earthquakes,  M.  L. 
Vicente  and  C.  F.  Joslin.  Eng.  News-Rec,  vol.  82,  no.  17.  Apr.  24,  1919, 
pp.  806-808,  5  figs.  Investigations  are  represented  as  indicating  that  wood 
frame  proves  safest  for  buildings,  with  well-built  reinforced  concrete  next,  and 
articulated  construction  last. 

Floor,  Girderless.  Notes  on  the  Test  of  a  Girderless  Floor,  Peter  Gillespie  and  T.  D. 
Mylrea.  Jl.  Eng.  Inst,  of  Canada,  vol.  2,  no.  4,  Apr.  1919,  pp.  300-317,  22  figs. 
Tests  conducted  on  flit  slabs  in  Toronto  factory  by  City  Architect's  Dept.  in 
conjunction  with  Dept.  of  Applied  Mechanics,  University  of  Toronto. 

Foundations.  Mathematical  Study  of  Foundations  on  an  Elastic  Soil  (Etude 
mathematique  des  fondations  sur  terrain  elastique),  Keiichi  Hayashi.  Memoirs 
of  the  Coll.  of  Eng.  Kyushu  Imp.  University,  Fukuoka,  Japan,  vol.  1,  no.  4, 
1919,  pp.  225-267,  18  figs.  Three  cases  are  considered;  mass  is  loaded  symmetri- 
cally with  uniformly  distributed  weight;  when  there  are  central  elevations; 
symmetrical  loading  with  two  concentric  weights. 


Flues,  Chimney.  Notes  on  Chimney  Flues,  Henry  N.  Dix.  Am.  Architect,  vol.  115, 
no.  2259,  Apr.  9,  1919,  pp.  530-534,  6  figs.     Causes  of  poor  draft. 

Houses.     Philippine  Island  Concrete  House.     Concrete,   vol.   14,  no.  4,  Apr.   1919, 

Ep.  146-149,  14  figs.     House  is  of  concrete  and  steel,  the  only  wood  in  the  structure 
eing  used  in  framing  for  kitchen  roof,  window  and  door  frames,  for  doors  and 
windows,  stiar  rail  cap,  dumb-waiter  box  and  shelving  in  closets. 

Recommendations  for  Inexpensive  Houses.  Contract  Rec,  vol.  33,  no. 
14.  Apr.  2,  1919,  pp.  308-311.  Recommendations  of  Ontario  Housing 
Committee. 

House-Building  Machinery.  Labor-saving  Machinery  Used  in  Building  Houses, 
Samuel  H.  Lea.  Eng.  News-Rec,  vol.  82,  no.  16,  Apr.  17,  1919,  pp.  753-755, 
8  figs.  Tractors  for  dragging  plows  and  hauling  concrete  cars  from  central 
mixing  plant  to  all  parts  of  extended  job. 

Masonry.  Studying  the  Defects  in  Masonry  Structures.  Ry.  Maintenance  Engr., 
vol.  15,  no.  5,  May  1919,  pp.  167-168,  2  figs.  On  defects  resulting  from  insta- 
bility, disintegration  and  weathering. 

Roofs,  Brick-Arch.  Thin  Tied  Flat  Brick  Arch  Roofs,  E.  W.  Stoney.  Indian  Eng., 
vol.  65,  no.  6,  Feb.  8,  1919,  pp.  80-81,  10  figs.  Experiments  to  determine  strength 
of  various  tied  arch  ribs  of  10  to  30  ft.  span,  2  ft.  3  in.  wide,  having  rise  of  one- 
eighth  span. 

Schools.  Standardization  of  Plans  for  Schools,  Clarence  E.  Dobbin.  Contract 
Rec,  vol.  33,  no.  15,  Apr.  9,  1919,  pp.  339-340.  Points  out  that  uniform  practice 
in  preparation  of  designs  reduces  office  work  and  produces  economies  in  cost 
without  sacrificing  architecture. 

Construction  and  Equipment  of  Portable  School  Buildings — II,  John 
Howatt  and  Samuel  R.  Lewis.  Heat.  &  Vent.  Mag.,  vol.  16,  no.  4,  Apr.  1919, 
pp.  34-39,  7  figs.     Double-ceiled  construction  with  paper  between. 

Skylight.  New  Type  Skylight  Saves  Maintenance  Expense.  Contract  Rec,  vol. 
33,  no.  17,  Apr.  23,  1919,  pp.  392-393,  2  figs.  Construction  designed  to  make 
provision  for  expansion  and  contraction.  Used  at  Windsor  Station,  Montreal, 
Can.  Pacific  Ry. 

Sprinklers.  Sprinkler  Devices  for  Building  Protection,  F.  S.  Broadfoot.  Contract 
Record,  vol.  33,  no.  16,  Apr.  16,  1919,  pp.  363-365.  Advises  frequent  inspection 
or  central  station  control. 

Stairways.  The  Double  Stairway,  its  Design  and  Construction.  Am.  Architect, 
vol.  115,  no.  2260,  Apr.  16,  1919,  pp.  557-561,  16  figs.  Schematic  arrangements, 
dimensions  and  types  of  details. 

Storage  Tanks.  Storage  Tanks  of  Reinforced  Concrete  for  Ammoniacal  Liquors, 
F.  W.  Frerichs.  Concrete,  vol.  14,  no.  4,  Apr.  1919,  pp.  151-154,  3  figs  Tanks 
were  made  from  cement  concrete  consisting  of  one  part  cement,  two  parts  sand 
and  four  parts  gravel.  Accounting  is  given  of  tests  to  which  tanks  were  sub- 
jected with  view  of  ascertaining  permeability  of  concrete  by  water  and  ammon- 
iacal liquors. 

The  Admiralty  Oil  Fuel  Reservoir  at  Rosyth.  Petroleum  Times,  vol.  1, 
no.  12,  Mar.  29,  1919,  pp.  245-246,  3  figs.  Reservoir  is  built  of  concrete  on  a 
rock  foundation.     Oil  is  pumped  in  or  out  by  means  of  cast-iron  oil  mains. 

Superintendence.  Systematic  Building  Superintendence,  Charles  F.  Dingman. 
Concrete,  vol.  14,  no.  4,  Apr.  1919,  pp.  159-162,  4  figs.  Scheduling  details  of 
building  construction;  Flynt  Company's  "Standard  practice  instructions" 
superintendents.     (Concluded.) 

CEMENT  AND  CONCRETE 

Beams.  A  Simple  Method  for  Designing  Concrete  Beams  Reinforced  for  Compression. 
Arthur  Raymond.  Eng.  &  Contracting,  vol.  51,  no.  17,  Apr.  23,  1919,  p.  401, 
2  figs.  Simplifications  introduced  in  general  theory  by  approximating  on  safe 
side  of  formulae. 

Blasting  Concrete.  Blasting  Concrete.  S.  R.  Russell.  Du  Pont  Mag.,  vol.  10, 
no.  5,  May  1919,  pp.  8-10,  5  figs.  Suggestions  in  regard  to  drilling  of  holes  and 
locating  blasting  cap.  It  is  claimed  that  explosives  can  be  used  for  breaking 
concrete  with  great  economy  of  time  and  money  and  with  absolute  safety. 

Concrete  Mixtures.  Saturation  of  Concrete  Reduces  Strength  and  Elasticity, 
M.  B.  Haggard.  Cement  and  Eng.  News,  vol.  31,  no.  4,  April  1919,  pp.  23-25,' 
6  figs.  Compression  tests  made  in  experimental  laboratory  of  Univ.  of 
Minnesota. 

The  Design  of  Concrete  Mixtures.  Eng.  &  Contracting,  vol.  51,  no.  17, 
Apr.  23,  1919,  pp.  421-426,  5  figs.  Interrelation  of  consistency,  size  and  grading 
of  aggregates,  and  the  propprtion  of  cement.  Experimental  research  at  Struc- 
tural Material  Research  Laboratory,  Lewis  Inst.    Chicago. 

How  to  Design  Concrete  Mixtures,  D.  A.  Abrams.  Eng.  News-Rec, 
vol.  82,  no.  16,  Apr.  17,  1919,  pp.  758-763,  7  figs.  Theory  developed  from  tests; 
main  principles  of  theory  are:  With  given  concrete  materials  and  conditions  of 
tests  the  quantity  -of  water  used  determines  strength  of  concrete  so  long  as  mix 
is  of  workable  plasticity;  measurement  of  aggregate  grading  on  a  sieve  is  of 
greatest  importance  in  proportioning  a  mixture. 

Depositing  in  Water.  Depositing  Concrete  in  water.  Contract  Record,  vol.  33, 
no.  16,  Apr.  16,  1919,  pp.  374-375.  Report  of  sub-committee  of  Committee  on 
Masonry  of  Am.  Ry.  Eng.  Assn.,  presenting  its  opinion  on  best  practice  to  be 
followed. 

Design.  Use  Minimum  Steel  for  Economy  in  Concrete  Design,  Albert  M.  Wolf. 
Concrete,  vol.  14,  no.  4,  Apr.  1919,  pp.  139-142.  2  figs.  Tables  giving  sizes, 
percentages  of  steel  and  cost  per  foot  of  height  for  various  columns. 

Electrolysis.  Electrolysis  and  Concrete — -II.  Railway  Engineer,  vol.  40, 
no.  471,  Apr.  1919,  pp.  67-69,  2  figs.  Tests  made  at  Mass.  Inst,  of  Technology. 
Points  investigated  were  :  Action  of  stray  currents  on  unstressed  embedded 
steel:  rate  of  corrosion  of  steel  under  stress;  and,  effect  of  setting  cement  on  paint 
films.     (Continuation  of  serial.) 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


125 


Preservation,  Concrete.  The  Preservation  of  Concrete  Structures,  Maxmilian 
Toch.  Chera.  Engr.,  vol.  27,  no.  3,  Mar.  1919,  pp.  69-71.  Methods  in  use  for 
protecting  concrete  against  errosion,  chemical  action,  disintegration  and  decom- 
position.    Address  delivered  before  Am.  Inst.  Chem.  Engrs. 

Solubility  of  Portland  Cement.  Solubility  of  Portland  Cement  and  Its  Relation 
to  Theories  of  Hydration,  J.  C.  Witt  and  F.  D.  Reyes.  Eng.  World,  vol.  14, 
no.  7,  Apr.  1,  1919,  pp.  39-41.  Investigation  to  determine  what  constituents 
of  cement  will  go  into  solution  and  the  proportion  of  the  total  amount  of  each 
present  in  the  sample. 

Dams.      See  Earthwork.     Rock,  Excavation,  etc. 

EARTHWORK,  ROCK,  EXCAVATION,  ETC. 

Cofferdam.  Notes  on  the  Design  of  a  Single- Wall  Cofferdam,  F.  R.  Sweeny,  Eng. 
News-Rec,  vol.  82,  no.  15,  Apr.  10,  1919,  pp.  708-711,  3  figs.  Theoretic  and 
economic  considerations  in  developing  size  and  location  of  timber  wales  and 
braces  and  steel  sheeting. 

Dams.  Recent  Development  of  Marin  Water  District,  H.  M.  Bowers.  Jl.  Electricity, 
vol.  42,  no.  7,  pp.  316-318,  4  figs.     Dam  making  use  of  siphon  type  of  spillway. 

Swift  Rapids  Dam  and  Ship  Lift  Lock.  Contract  Rec  vol.  33,  no.  15, 
Apr.  9,  1919,  pp.  330-333,  7  figs.  Generating  plant  supplies  current  to  Orillia, 
Ont.,  lock;  plant  is  part  of  Trent  Valley  system. 

Construction  Methods  Used  at  Drummondville,  James  Dick.  Can.  Engr., 
vol.  36.  no.  17,  Apr.  24,  1919,  pp.  397-400,  7  figs.  Damming  of  river  and  erection 
of  power  house  to  develop  19,000  h.p. 

Excavator,  Tunneling.  The  Tunnelling  Excavator.  Iron  &  Coal  Trades  Rev., 
vol.  98,  no.  2667,  Apr.  11,  1919,  p.  440,  1  fig.  It  is  reported  that  under  actual 
working  conditions  this  patented  machine  has  cut  a  tunnel  7  ft.  2  in.  in  diameter 
at  average  rate  of  60  ft.  in  24  hours. 

Subway.  Solving  Construction  Problems  in  Canal  Street  Subway,  A.  J.  Mayell. 
Eng.  News-Rec,  vol.  82,  no.  14,  Apr.  3,  1919,  pp.  650-652,  4  figs.  Pit  and  drift 
methods  used  in  construction  work  under  old  subway  in  New  York  city. . 

Trench  Digging.  Municipal  Work  in  Detroit.  Fire  &  Water  Eng  ,  vol.  65,  no.  18, 
Apr.  30,  1919,  pp.  977-979,  3  figs.  Trench  digging  and  pipe  laying  by  Water 
Dept.  of  city. 

HARBORS 

Copenhagen.  Extension  of  Copenhagen  Harbor  (Forskelligt  Jernbetonarbejde  i  og 
ved  Kobenharns  Havn).  Teknish  Tidscrift,  vol.  42,  no.  51,  Dec.  18,  1918, 
pp.  6-7,  4  figs.  Municipal  electric  power  station  adjoining  harbor.  Buildings 
and  elevated  railway  for  discharging  coal  to  boiler  house  are  of  reinforced 
concrete.  Part  of  quay  wall  consists  of  grooved  reinforced-concrete  piles  and 
reinforced  slabs. 

Dock  Gates.  Reinforced  Concrete  Dock  Gates.  Engineer,  vol.  127,  no.  3299, 
Mar.  21,  1919,  pp.  289-290,  3  figs.  Gates  are  constructed  as  stress  line  for 
uniform  water  pressure  and  are  circular  in  shape;  they  have  to  stand  a  water 
pressure  of  14  ft. 

Montreal.  Suggested  Harbour  Improvements  for  Greater  Montreal,  E.  S.  M. 
Lovelace.  Jl.  Eng.  Inst,  of  Canada,  vol.  2,  no.  4,  Apr.  1919,  pp.  318-327,  3  figs 
To  remedy  strong  current  from  canal  basin  to  foot  of  island  opposite  Varennes; 
to  provide  sufficient  depth  at  low  water  for  larger  ocean-going  vessels;  to  prevent 
danger  of  floods  during  spring  and  fall. 

Soerabaja,  Java.  New  Harbor  Works  at  Soerabaja,  Java  (Technische  lessen  en 
vraagstukken  op  het  gebied  van  den  Indischen  havenbouw),  Wouter  Cool. 
De  Ingenieur,  vol.  34,  no.  8,  Feb.  22,  1919,  pp.  121-141,  35  figs.  Building  of 
vertical  reinforced-concrete  quay  walls  on  large  caissons  22  ft.  wide  with  12  in. 
thick  walls.     Bases  floated  into  position  and  sunk  by  being  filled  with  concrete  in 


ROADS  AND  PAVEMENTS 

Accounting.  County  Highway  Books  and  Bookkeeping,  Gordon  F.  Daggett. 
American  City,  Town  &  County  Edition,  vol.  20,  no.  4,  Apr.  1919,  pp.  327-330, 

3  figs.     Forms  for  county  highway  departments. 

Brick  Pavements.  Present  Status  of  Brick  Pavements  Constructed  with  Sand 
Cushions,  Cement  Mortar  Beds  and  Green  Concrete  Foundations,  W.  M. 
Acheson.  Good  Roads,  vol.  17,  no.  14,  Apr.  5,  1919,  pp.  147-149,  also  Contract 
Record,  vol.  33,  no.  16,  Apr.  16,  1919,  pp.  370-371.  Comparison  of  old  and  new 
methods  of  constructing  brick  pavements  with  reference  to  strength  and  dura- 
bility. 

Chicago  Boulevards.  The  Michigan  Avenue  Improvement  is  the  Most  Important 
Addition  to  Chicago's  Boulevard  System,  Hugh  E.  Young.  Eng.  World, 
vol.  14,  no.  8,  Apr.  15,  1919,  pp.  15-24,  7  figs.  Construction  of  work  to  remedy 
congestion  in  traffic  which  will  involve  expenditure  of  $7,700,000. 

Concrete  Roads.  Machine  Finishing  Concrete  Roads,  E.  G.  Carr.  Mun.  &  County 
Eng.,  vol.  56,  no.  4,  Apr.  1919,  pp.  132-134,  5  figs.  Benefit  of  using  machine 
by  reason  of  compactness  resulting  from  action  in  concrete  mass. 

Drains.  Segment  Blocks  have  Advantages  on  Larger-Size  Drains,  D.  L.  Yarnell. 
Eng.  News-Rec,  vol.  82,  no.  14,  Apr.  3,  1919,  pp.  663-664.  Report  prepared 
under  direction  of  Bur.  Public  Roads  and  Rural  Eng.  Advantages  of  lightness, 
ease  of  handling  and  small  breakage. 


Financing.  Methods  of  Financing  Highway  Improvements  for  States,  Counties  and 
Towns.  Good  Roads,  vol.  17,  no.  17,  Apr.  26,  1919,  pp.  177-179.  Committee 
report  presented  at  Convention  of  Am.  Road  Builders'  Assn. 

Grade  Separation.  General  Problems  and  Aspects  of  Grade  Separation.  Eng.  & 
Contracting,  vol.  51,  no.  16,  Apr.  16,  1919  pp.  381-384.  Report  issued  by  Div. 
of  Grade  Separation  and  Bridges  of  city  of  Detroit.  It  comprises  partly  an 
account  of  progress  and  partly  a  study  of  general  and  special  problems  with  which 
city  is  confronted  as  it  looks  forward  to  an  extensive  program  of  construction. 

Guarantees.  Pavement  Guarantees.  Can.  Engr.,  vol.  36,  no.  13,  Mar.  27,  1919, 
pp.  337-339.  Report  of  Committee  on  "Economic  Status  of  Guarantees  of 
Pavements  on  Roads  and  Streets,"  presented  Feb.  28,  at  the  Annual  Convention 
of  Am.  Road  Builders'  Assn. 

Indian  Roads.  Metalling  Roads  in  the  Punjab,  Khan  Bahadur  M.  Abdul  Ahad. 
Indian  Eng.,  vol.  65,  no.  9,  Mar.  1,  1919,  pp.  124-125,  1  fig.  Substitutes  intro- 
duced by  Punjab  road  engineers  are:  Sarai-Kala  limestone,  stone  boulders, 
shingle  and  shale  and  overburnt  brickbats. 

Macadam.  Considerations  Affecting  Designs  of  Heavy  Traffic  Highways  in  Ontario, 
W.  A.  McLean.  Mun.  &  County  Eng.,  vol.  56,  no.  4,  Apr.  1919,  pp.  157-158. 
Table  indicating  required  thickness  of  macadam  road  crust  to  transmit  at  an 
angle  of  30  deg.  from  the  vertical  safe  bearing  pressure  to  subgrade  of  various 
soils.     From  annual  report  of  Ontario  Dept.  of  Highways. 

National  Roads.  National  Roads,  E.  A.  Kingsley.  Mun.  Jl.  &  Public  Works, 
vol.  46,  no.  16,  Apr.  19,  1919,  pp.  293-294.  Argument  in  their  favor  based  on 
success  of  Nat.  Administration  of  French  Roads. 

Oil  Heating  Plant.  Road-Oil  Heating  Plant  of  Los  Angeles  County,  E.  Earl 
Glass.  Eng.  News-Rec,  vol.  82,  no.  15,  Apr.  10,  1919,  pp.  729-730,  ^  figs. 
Built  plant  from  old  equipment  in  stock.  Installation  is  said  to  save  county 
$20  per  1,000-gal.  tank. 

RELOCATIONS.  Highway  Relocations,  Gordon  F.  Daggett.  Wisconsin  Engr.,  vol.  23, 
no.  7,  Apr.  1919,  pp.  235-243.  In  relation  to  securing  a  more  economical  road 
as  regards  construction  and  maintenance  features. 

Scarifier.  A  New  Road  Scarifier.  Engineer,  vol.  127,  no.  3298  Mar.  14, 1919,  p.  254, 
4  figs.  A  quick-lift  toggle  action  is  fitted  to  frame  carrying  tines  which  permits 
carrying  tines  to  full  depth  on  both  sides  of  an  obstruction. 


Timber,  Impregnated.  Impregnated  Timber  for  Harbors  (Imprsegneriug  af  Havne- 
tommer),  A.  Collstrop  and  Edv.  Billow.  Ingenioren,  vol.  28,  no.  11,  Feb.  5, 
1919,  pp.  69-74,  17  figs.  Results  obtained  in  Denmark  by  impregnating  pine 
and  beach  with  tar  oil. 

Vancouver.  Improvement  of  Vancouver  Harbor.  Contract  Rec,  vol.  33,  no.  17, 
Apr.   23,    1919,   pp.   381-386.     Recommendations  for  development  of  port. 

MATERIALS  OF  CONSTRUCTION 

Clay.  Experiments  with  Clay  in  its  Relation  to  Piles,  Alfred  S.  E.  Ackerman.  Sur- 
veyor, vol.  55,  no.  1417,  Mar.  14,  1919,  pp.  213-224  and  also  Soc.  Engrs.,  Jl. 
&  Trans.,  vol.  10,  no.  2,  1919,  pp.  37-80  and  (discussion),  pp.  80-107.  17  figs. 
Results  of  95  experiments,  some  extending  over  period  of  40  hours  each.  Object 
was  to  determine  relationship  between  horizontal  pressure  and  depth  at  any 
given  point  in  clay.  Among  other  conclusions  writer  establishes  that  corrugating 
as  well  as  tapering  piles  increases  their  resistance. 

Tile.  Strength  of  Hollow  Building  Tile.  Eng.  &  Contracting,  vol.  51,  no.  17,  Apr. 
23,  1919,  pp.  411-413,  6  figs.  Tests  conducted  by  Bureau  of  Standards.  From 
Technologic  Paper  no.  120. 

RECLAMATION  AND     IRRIGATION 

Dhainaoe  Work.  Moore  Park  Drainage  System,  Toronto,  W.  G.  Cameron.  Can. 
Engr.,  vol.  36,  no.  9,  Feb.  27,  1919,  pp  251-255,  7  figs.  Storm-water  outlet; 
district  drained  comprises  area  of  233.5  acres. 

Drainage  Works  on  Railway  Lands.  G.  A.  McCubbin.  Can.  Engr.,  vol. 
36,  no.  11,  Mar.  13,  1919,  pp.  295-298.  Dominion  laws  in  respect  to  drainage 
and  examples  of  their  application  Paper  read  at  Annual  Meeting  of  Assn.  of 
Ontario  Land  Surveyors. 


Snow  Removal.  Efficient  Methods  of  Snow  Removal  from  Highways  Outside  of 
Urban  Districts.  Good  Roads,  vol.  17,  no.  17,  Apr.  26,  1919,  pp.  180  &  187. 
Committee  report  presented  at  Convention  of  Am.  Road  Builders'  Assn. 

Trick  Transportation.  Hard  Surface  Roads  and  the  Auto  Truck,  H.  W.  Eldridge. 
Cement  &  Eng.  News,  vol.  31,  no.  4,  Apr.  1919,  pp.  28-29,  1  fig  Transportation 
of  war  supplies  from  point  of  production  in  interior  states  to  points  of  shipping 
on  Atlantic  Coast. 

Bituminous  Surfaces  under  Truck  Traffic,  Prevost  Hubbard.  Contract 
Rec,  vol.  33,  no.  14,  Apr.  2,  1919,  pp.  314-315.  Firm  foundation  essential  to 
resist  action  of  heavy  motor  trucks. 

Waterfront  Paving.  Improvement  of  the  Embarcadero  in  San  Francisco,  Cali- 
fornia, Charles  W.  Geiger.  Good  Roads,  vol.  17,  no.  16,  Apr.  19,  1919,  pp. 
167-168,  3  figs.  Bituminous-concrete  and  basalt-block  pavement  employed 
for  light  and  heavy  vehicles  on  waterfront  thoroughfare. 

Wood-Block  Pavements.  Some  Specific  Suggestions  on  the  Design  and  Construc- 
tion on  Modern  Wood  Block  Pavements,  E.  A.  Fisher.  Mun.  &  County  Eng., 
vol.  56,  no.  4,  Apr.  1919,  pp.  129-130,  4  figs.  Laying  block  on  pitch  cushion 
applied  to  smooth  concrete  base  and  filling  in  the  remainder  with  sand. 

SANITARY   ENGINEERING 

New  Orleans  Systf.m.  Unique  Feature  of  Unified  Operation  of  Water,  Sewerage 
and  Drainage  Facilities  at  New  Orleans,  La.,  George  G.  Earl.  Mun.  &  County 
Eng.,  vol.  56,  no.  4,  Apr.  1919,  pp.  121-129,  3  figs.  Developments  which  are 
said  to  have  reduced  death  rate  of  city  about  one-third. 

Refuse  Collection.  Efficiency  in  City  Scavenging,  Mun.  Jl.  &  Public  Works, 
vol.  46,  no.  17,  Apr.  26,  1919,  pp.  309-311,  3  figs.  Suggestions  for  planning  a 
system  of  refuse  collection. 


126 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Refuse  Disposal.     Refuse  Disposal  in  London.      Mun.  .11.   &  Public  Works,   vol.  40, 
•no.    1"),  Apr.   12,   1919,  pp.  263-204       Borough  of   120,000  population  reported 
to  have  screened  its  refuse,  recovered  paper  and  other  salable  materials  and  used 
a  clay  pit  for  dumping. 

Sewage  DISPOSAL.  Design  Features  of  Sewage  Disposal  Plant  at  Industrial  Housing 
Development  of  the  Alan  Wood  Iron  and  Steel  Co.,  at  Swedeland,  Pa.,  George 
I,.  Robinson.  Mun.  &  County  Eng.,  vol.  56,  no.  4,  Apr.  1919,  pp.  135-136, 
1  fig.     Sections  of  sliding  tanks. 

Sewage  Disposal  in  North  Dakota,  Elwyn  F.  Chandler.  Quarterly  Jl 
of  the  Univ.  of  North  Dakota,  vol.  9,  no.  3,  Apr.  1919,  pp.  220-230.  Lists  for 
North  Dakota  and  the  Red  River  Valley  those  towns  that  are  on  the  banks 
of  rivers  and  that  already  have  (or  will  shortly  have)  sewerage  systems,  and 
formulate  conclusions  concerning  the  population  that  each  may  reach  before 
its  sewer  outfall  will  transform  the  stream  into  a  possible  nuisance. 

Regulating  Chlorine  Doses.  Mun.  J1.&  Public  Works,  vol.  40,  no.  15,  April 
12,  1919,  pp.  264-265.  Conclusions  from  experiments  by  Maryland  Health 
Dept.     Five-minute  absorption  test  recommended. 

The  Disposal  of  Sewage  by  Treatment  with  Acid,  Edgar  S.  Dorr  and 
Robert  Spurr  Weston.  Boston  Soc.  Civil  Engrs.,  vol.  6,  no.  4,  Apr.  1919, 
pp.  145-166  and  (discussion)  pp.  166-175.  Concludes  from  results  of  various 
experiments  and  studies  that  the  Miles  process  will  produce  a  well  disinfected 
effluent  from  which  90  per  cent  of  the  settleable  solids  have  been  removed. 

Sewage  Disposal  by  Dilution,  Including  Chlorination  of  Sewage  Effluent 
and  Treatment  of  Sludge,  W.  C.  Easdale.  Surveyor,  vol.  55,  nos.  1418  and 
1419,  Mar.  21  and  28,  1919,  pp.  227-229  and  224-246,  2  figs,  also  Eng.  &  Con- 
tracting, vol.  51,  no.  18,  Apr.  30,  1919,  pp.  456-459,  2  figs.  Concerning  removal 
of  maximum  percentage  of  solids  in  suspension;  maintenance  of  sewage  in 
fresh  condition  while  passing  through  tanks;  treatment  of  sludge  in  such  a 
manner  as  to  facilitate  its  disposal  without  causing  fouling  of  tank  effluent. 

Sewage,  Measuring  Devices  for.  Sewage  System  for  Essex  Border  Cities.  Con- 
tract Record,  vol.  33,  no.  16,  Apr.  16,  1919,  pp.  358-362,  3  figs.  Regulating 
chambers  and  measuring  devices. 

Sewage  Pumping.  Milwaukee  Sewage  Pumping  Station,  T.  Chalkely  Hatton. 
Fire  &  Water  Eng.,  vol.  65,  no.  17,  Apr.  23,  1919,  p.  938,  3  figs.  Automatically 
controlled  system  for  disposing  of  maximum  combined  daily  flow  of  231,000,000 
gal. 

Sewage  Screening.  Grit  Chamber  and  Fine  Screens  for  Part  of  New  York  Sewage, 
Charles  E.  Gregory.  Eng.  News-Rec,  vol.  82,  no.  14,  Apr.  3,  1919,  pp.  672-674, 
5  figs.  Screens  of  revolving-disk  type.  Plant  serves  an  area  of  345  acres  of 
which  about  17  per  cent  is  built  up  with  apartment  houses. 

Sewers.  Equipment  and  Methods  Employed  in  Building  Sewers  in  San  Francisco, 
Cal.,  H.  W.  Shimer.  Mun.  &  County  Eng.,  vol.  56,  no.  4,  Apr.  1919,  pp. 
136-140,  18  figs.  Disposal  scheme  adopted  is  to  discharge  sewerage  only 
at  points  were  there  are  strong  tidal  current. 

Storm  Sewer  Extension  at  Toronto  Harbour,  George  T.  Clark.  Can. 
Engr.,  vol.  36,  no.  6,  Feb.  6,  1919,  pp.  103-195,  4  figs.  Drainage  problems 
arising  from  waterfront  improvements  and  how  they  are  being  solved. 

Town  Planning.  Town  Planning  in  Canada,  James  White,  Can.  Engr.,  vol.  36, 
no.  6,  Feb.  6,  1919,  pp.  199-200.  Outline  of  work  of  Commission  of  Conserva- 
tion in  relation  to  housing  and  land  problems. 

SURVEYING 

Azimuth  Line.  Drawing  the  Azimuth  Line  (Tracciamento  della  retta  d'azimut), 
E.  Modena.  Revista  Maritima,  vol.  52,  no.  2,  Feb.  1919,  pp.  169-173,  1  fig. 
Method  is  similar  to  St.  Hilaire's  for  altitude  line. 

Geometric  Leveling.  Geometric  Leveling  by  the  Method  of  Dr.  Wilhelm  Seibt 
(Nivelacion  geometrica  par  el  metodo  del  Dr.  Wilhelm  Seibt),  Tomas  Gonzalez 
Roura.  La  Ingenieria,  vol.  23,  no.  6,  Mar.  16,  1919,  pp.  379-388.  Probable 
error  of  an  isolated  observation.     (Continuation  of  serial). 

Transit.  Variations  of  the  Optical  Axis  of  a  Transit  (Sur  l'etude  des  perturbations 
de  l'axe  optique  d'une  lunette  meridienne  en  direction),  Maurice  Hamy. 
Comptes  Rendus  des  Seances  de  l'Academie  des  Sciences,  vol.  168,  nos.  9  and 

10,  Mar.  3  and  10,  1919,  pp.  429-435  and  484-489,  4  figs.  Adjustment  of 
telescope  by  means  of  collimator  placed  in  line  of  axis  of  rotation  and  two 
double-reflection  prisms  placed  near  ends  of  collimator  and  telescope  which 
permit  illuminated  opening  of  collimator  to  be  viewed  through  eyepiece  of 
telescope.  Formulae  for  corrections.  Determination  of  coefficients  entering  in 
equations  given  in  first  part  of  article  (Comptes  rendus,  vol.  168,  Feb.  24,  1919). 

\\  \ TER   SUPPLY 

Dky  Feeding.  The  Dry  Feeding  of  Chemicals  Used  in  Water  Purification,  F.  B. 
Leopold.  Mun.  &  County  Eng.,  vol.  56,  no.  4,  Apr.  1919,  pp.  134-135,  1  fig. 
Main  feature  of  dry-feed  apparatus  is  cast-iron  housing,  into  which  is  fitted  a 
drum  wheel  carrying  material  forward  through  an  adjustable  orifice. 

Earthquake  Protection.  San  Francisco's  High-Pressure  Water  Supply,  Charles 
W.  Geiger.  Eng.  World,  vol.  11,  no.  8,  Apr.  15,  1919,  pp.  29-32,  6  figs.  Safe- 
guards to  protect  system  from  damage  by  earthquakes  or  accidents. 

Factory   Water  Supply.      What  it  Pays  to  Know  About  Factory   Water  Supply — 

11,  Charles  L.  Hubbard.  Factory,  vol.  22,  no.  4,  Apr.  1919,  pp.  689-692,  4  figs. 
Bringing  water  to  the  plant. 

Filter  Plant.  Dundas  Ha3  New  Filter  Plant  on  Gravity  Supply,  E.  H.  Darling. 
Can.  Engr.,  vol.  36,  no.  16,  Apr.  17,  1919,  pp.  379-382,  6  figs.  Concrete  dam 
forms  conservation  reservoir.     Plant  has  capacity  of  700,000  imp.  gal.  a  day. 

Manzanarf.s  River.  Embankment  and  Hygienic  Treatment  of  the  Manzanare8 
River  (Encauzamiento  y  saneamento  del  rio  Manzanares),  Edwardo  Fungairino. 
Riyesta  de  Obras  Publicas,  vol.  67,  no.  2268,  Mar.  13,  1919,  pp.  121-126,  10  figs 
Fteinforced-conorete  structures  being  erected. 


Montana.  Treating  Montana  Waters,  C.  Herschel  Koyl.  Ry.  Maintenance  Engr., 
vol.  15,  no.  5,  May  1919,  pp.  154-157,  2  figs.  Results  yielded  by  installation 
of  Great  Northern  Railway  for  treating  waters  on  1100  miles  of  main  lines. 

Purification.  Water  Purification.  Times  Eng.  Supp.,  vol.  15,  no.  533,  Mar  1919, 
pp.  104-105.      Methods  and  aims. 

Softening.  Lime  Softening  of  Water  and  the  Use  of  Sludge  as  an  Aid,  W.  A.  Sperry. 
Can.  Engr.,  vol.  36,  no.  16,  Apr.  17,  1919,  pp.  384-386  also  Eng.  &  Contracting, 
vol.  51,  no.  15,  Apr.  9,  1919,  pp.  364-365.  Experience  at  Grand  Rapids  with 
changing  seasons  and  illustrating  the  relations  of  time  and  temperature.  Paper 
read  before  Illinois  Section  Am.  Waterworks  Assn. 

Treating  Water  Reduces  Boiler  Troubles,  C.  Herschel  Koyl.  Ry.  Age., 
vol.  66,  no.  17,  Apr.  25,  1919,  pp.  1053-1056,  2  figs.  Great  Northern  experiences 
with  installation  on  1100  miles  of  main  lines. 

Water  Softening;  Investigation;  Features  of  Plant;  and  Special  Problems 
of  Large  Installations,  M.  F.  Stein.  Eng.  &  Contracting,  vol.  51,  no.  15, 
Apr.  9,  1919,  pp.  353-356,  5  figs.  Results  of  investigation  for  softening  Lake 
Erie  water.  A  diagram  shows  ultimate  composition  of  water  after  treatment 
with  various  amount  of  lime.  Paper  read  before  Illinois  Section  of  Am.  Water- 
works Assn. 

Under-Water  Mains.  Water  Main  Under  Copenhagen  Harbor  (Vandledning 
under  Havnen  til  Sundbyerne),  Ingenioren,  vol.  27,  no.  101,  Dec.  18,  1918, 
p.  634.  Project  for  increasing  water  supply  to  suburb  where  rapid  growth  has 
made  present  supply  insufficient. 

Wells.  Methods  of  Drilling  and  Test  Results  of  Large  Capacity  Well.  Eng.  & 
Contracting,  vol.  51,  no.  15,  Apr.  9,  1919,  pp.  362-363,  3  figs.  Data  secured 
at  University  of  Illinois  Wells. 

WATERWAYS 

Flood  Control.  Flood  Control  Work  in  Washington,  W.  A.  Scott.  Eng.  World, 
vol.  14,  no.  7  Apr.  1,  1919,  pp.  23-28,  12  figs.  Project  involving  expenditure 
of  $1,000,000. 

Hell  Gate  Channel.  Industrial  Influence  of  Waterways,  Harry  Chapin  Plummer. 
Indus.  Management,  vol.  57,  no.  5,  May  1919,  pp.  353-358,  5  figs.  How 
improvement  of  Hell  Gate  Channel  and  Harlem  River  will  affect  eastern  manu- 
facturers. 

Rivers.  Formation  of  Sinuosites  in  Water  Courses  (Recherches  sur  la  formation  des 
sinuosites  des  cours  d'eau),  C.  Hoc.  Genie  Civil,  vol.  74,  no.  12,  Mar.  22,  1919, 
pp.  233-234,  7  figs.  Theory  of  meander  of  rivers  developed  from  study  of 
dynamic  conditions  of  moving  point  in  liquid,  considered  as  subjected  to  system 
of  elastic  forces  defined  by  ellipsoid  of  elasticity.     (Concluded). 

VARIA 

Coast  Defence  Work.  Civil  Engineering  in  the  War,  G.  K.  Scott  Monerieff. 
Times  Eng.  Supp.,  vol.  15,  no.  533,  Mar.  1919,  p.  100.     Coast-defense  work. 

Memorials.  Observations  on  Types  of  Memorials,  A.  L.  Brockway.  Am.  Architect, 
vol.  115,  no.  2259,  Apr.  9,  1919,  pp.  511-514.  Remarks  that  the  great  monu- 
ments of  the  past  are  expressions  of  the  ideas  of  the  people  who  erected  them; 
consequently,  that  it  is  not  fitting  for  moderns  to  celebrate  their  victories  by 
appropriating  expressions  of  ancient  nations. 

MECHANICAL   ENGINEERING 

AIR    MACHINERY 

Compressed-Air  Applications.  Compressed  Air  in  the  Manufacture  of  Concrete 
Pipe,  D.  W.  C.  Grove.  Compressed  Air  Mag.,  vol.  24,  no.  4,  Apr  1919,  pp. 
9104-9106,  1  fig.     Filling  and  tamping  forms  with  pneumatic  rammer. 

CORROSION 

Chemistry  of  Corrosion,  Non-Ferrous  Metals.  Fourth  Report  to  the  Corrosion 
Committee  of  the  Institute  of  Metals,  Guy  D.  Bengough.  Iron  &  Coal  Trades 
Rev.,  vol.  98,  no.  2665,  Mar.  28,  1919,  pp.  388-389.  Nature  of  actions  that  take 
place  when  zinc,  copper,  aluminum,  70:30  brass,  etc.  corrode  in  neutral  or 
nearly  neutral  liquids;  behavior  of  condenser  tubes  in  similar  liquids,  and 
variations  in  behavior  in  different  samples  of  tubes  of  the  same  composition. 
Also  in  "Min.  Jl.,  vol.  124,  no.  4302,  Mar.  29,  1919,  pp.  190-191.  Also  abstracted 
in  Engineer,  vol.  127,  no.  3300,  Mar.  28,  1919,  pp.  300-301. 

Rustproofing.  Rustproofing  Steel.  Machy.  (N.Y.),  vol.  25,  no.  8,  Apr.  1919,  pp. 
736-737,  2  figs.  Methods  used  in  plant  of  Hudson  Motor  Car  Co.,  Detroit, 
Mich.,  for  rustproofing  passenger-car  steel  bodies  preparatory  to  painting  by 
means  of  deoxidine  process. 

Parker  Rustproofing  Process,  Edward  K.  Hammond.  Machy.  (N.Y.), 
vol.  25,  no.  9,  May  1919,  pp.  851-854,  4  figs.  Method  which  is  said  to  be 
applicable  to  machine  surfaces  without  changing  their  shape  or  size. 

Ships.  Corrosion  of  Ships.  Am.  Mar.  Engr.,  vol.  13,  no.  9,  Sept.  1918,  pp.  8-9. 
Manner  of  protection  against  corrosion.     From  Liverpool  Jl.  of  Commerce. 

FORGING 

Dies.  Obtaining  Maximum  Service  from  Dies,  James  C.  Cran.  Am.  Drop  Forger, 
vol.  5,  no.  4,  Apr.  1919,  pp.  172-173  and  p.  185.     Electric  steel  recommended. 

See  also  Hammer  and  Dies  below. 

Engine  Cylinders.  Operations  on  the  iberty  Motor  Cylinders — I,  Fred  H.  Colvin. 
Am.  Mach.,  vol.  50,  no.  16,  Apr.  17,  1919,  pp.  757-758,  6  figs.  Method  of 
forging. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


127 


Hammer,  Bement  Steel.  Forgings  from  Forty-Eight-Inch  Ingots.  Pac.  Mar. 
Rev.,  vol.  16,  no.  4,  Apr.  1919,  pp.  118-119,  2  figs.  Double-arch  Bement 
steam  hammer  said  to  be  capable  of  delivering  a  blow  of  150,000  lb. 

Hammer  and  Dies.  A  Review  of  Hammer  and  Die  Problems,  R.  C.  Jennings.  Am. 
Drop  Forger,  vol.  5,  no.  4,  Apr.  1919,  pp.  180-182,  3  figs.  Describes  machine 
patented  by  writer  and  designed  to  use  either  American  or  English  die  blocks. 

FOUNDRIES 

Brass  Foundry.  Materials  and  Chemicals  Used  in  Brass  Foundry  Practice — V. 
Charles  Vickers.  Brass  World,  vol.  15,  no.  4,  Apr.  1919,  pp.  113-115,  2  figs. 
History,  properties,  appearance,  physiological  action  and  commercial  use  of 
substances  commonly  used  in  brass  founding.   Method  for  making  phosphore-tin. 

Crucibles.  The  Use  and  Abuse  of  Crucibles,  A.  C.  Bowles.  Min.  &  Sci.  Press 
vol.  118,  no.  15,  Apr.  12,  1919,  pp.  505-506,  3  figs.  Alleges  that  principal  cause 
of  failure  of  crucibles  is  lack  of  proper  annealing;  states  that  a  temperature 
of  250  deg.  fahr.  is  required  to  dispel  moisture  absorbed  from  atmosphere. 

Engine  Castings.  Inland  Plant  Sefs  Record  on  Marine  Engine  Castings,  D.  M. 
Avey.  Foundry,  vol.  47,  no.  5,  Apr.  15,  1919,  pp.  196-204,  23  figs.  Rapid 
production  of  castings  at  plant  of  Hooven,  Owen,  Rentshcler  Co.,  builders  of 
Corliss  type  engines;  foundry  said  to  have  turned  out  heavy  castings  for  a 
complete  engine  per  day. 

Malleable  Castings.  Malleable  Plant  to  Revert  to  Destined  Work.  Foundry, 
vol.  47,  no.  5,  Apr.  15,  1919,  pp.  221-224,  6  figs.  General  arrangement  of 
Nat.  Malleable  Castings  Co.  foundry  where  cast-steel  anchor  chains  are  being 
manufactured.  Plant  was  originally  designed  for  production  of  malleable 
castings  for  automobile  service  and  is  being  refitted  to  undertake  this  work. 

Patterns.  Patternmaking  Methods — II,  Joseph  A.  Shelly.  Machy,  (NY),  vol.  25, 
no.  8,  Apr.  1919,  pp.  722-726,  7  figs.  Examples  of  pattern  work  and  methods 
used  in  general  pattern  making  practice. 

Patterns  and  Moulds  for  Engine  Cylinder  Castings — I,  Joseph  Horner. 
Foundry  Trade  J].,  vol.  21,  no.  206,  Feb.  1919,  pp.  90-94,  13  figs.  Principles 
which  control  the  various  classes  of  work,  by  reason  of  the  double  practice  of 
both  patternshop  and  foundry. 

Risers.  Hot  Water  Practice  in  Relation  to  Risers — I,  W.  B.  Gray.  Metal  Worker, 
vol.  91,  no.  15,  Apr.  11,  1919,  pp.  455-456.      Method  of  determining  size. 

Sand  Blast.  Application  of  the  Sand-Blast  to  General  Foundry  Work,  Parts  1 
and  2,  H.  D.  Gates.  Pt.  1 :  Metal  Trades,  vol.  10,  no.  4,  Apr.  1919,  pp.  172-17.5. 
4  figs.  Discusses  general  question  of  cleaning  castings  by  sand  blast  and 
describes  various  types  of  hose  machines.  Pt.  2:  Can.  Foundryman,  vol.  10, 
no.  4,  Apr.  1919,  pp.  90-94,  9  figs.  Its  applicability  and  advantages  for  general 
foundry  work  together  with  examples  and  data  of  what  has  actually  been 
accomplished. 

Standardization.  Standardization  of  Foundry  Practice,  S.  W.  Wise.  Foundry 
Trade  Jl.,  vol.  21,  no.  206,  Feb.  1919,  pp.  95-97.  Record  of  operation  of  various 
cupolas  and  discussion  of  the  possibility  of  standardizing  cupola  practice 
Paper  read  before  Newcastle  Branch,  British  Foundrymen  s  Assn. 

Steel  Castings.  Steel  Castings  from  the  Engineer's  View-point,  H.  A.  Neel,  Proc 
Steel  Treating  Research  Soc,  vol  2,  no.  3,  1919,  pp.  14-16  and  43-44  and 
(discussion)  pp.  44-50.  Developments  in  molding  and  metallurgical  practice 
which  have  made  possible  to  use  steel  castings  in  operations  formerly  under- 
taken with  forgings 

Manufacture  of  Steel  Castings  bv  Various  Processes,  David  D.  MacGuffie. 
Foundry  Trade  Jl.,  vol.  21,  no.  206,  Feb.  1919,  pp.  85-89,  3  figs.     Remarks  on 
the  crucible,  Tropenas,  Stock  oil-fired  converter,  and  electric-furnace  proc 
paper  read  before  British  Foundrymen 's  Assn. 

FUELS   AND    FIRING 

Ash.  Fusibility  of  Ash  from  Coals  Found  in  the  Interior  Province,  W.  A.  Selvig, 
W.  C.  Ratliff  and  A.  C.  Fieldner.  Coal  Age,  vol.  15,  no.  16,  Apr.  17,  1919, 
pp.  698-703.  Table  of  softening  temperatures  of  coal  ash  from  coals  of  interior 
province  obtained  at  Fuels  Chemical  Laboratory  tests  conducted  by  Bur.  of 

Mines. 

Coal,  Lignite.  Lignite  Coals  and  Their  Utilization,  C.  C.  O'Harra.  Pahusapa 
Quarterly,  vol.  8,  no.  2,  Feb.  1919,  pp.  15-35,  18  figs.  Extent  and  estimated 
reserve  of  coal  deposits  of  the  world;  developments  in  industrial  recoveries  of 
coal  bye-products. 

Combustion  Experiments  with  North  Dakota  Lignite,  Henry  Kreisinger, 
C.  E.  Augustine  and  W.  C.  Harpster.  Dept.  of  Interior,  Bur.  of  Mines,  tech. 
paper  207,  44  pp.,  13  figs.  Tests  were  made  by  burning  lignite — both  as  it 
comes  from  mine  and  as  eorbonized  residue  from  gas  retorts — at  various  rates 
in  experimental  furnaces  and  by  studying  process  of  combustion. 

Coal,  Pulverized.  Pulverized  Coal  and  Its  Bearing  on  the  Fuel  Situation,  H.  G. 
Barnhurst.  Manufacturers  Rec,  vol.  75,  no.  16,  Apr.  17,  1919,  pp.  107-108. 
Table  giving  cost  of  preparing  coal  in  plants  of  various  capacities. 

The  Use  of  Pulverized  California  Coal,  Chas.  H.  Delany.  Jl.  Electricity, 
vol.  42,  no.  8,  Apr.  15,  1919,  pp.  357-359.  Its  substitution  for  fuel  oil  is  discussed 
from  standpoint  of  initial  costs  and  comparative  operating  expense.  Paper 
prepared  for  Spring  Convention  of  Pac.  Coast  Section  N.  E.  L.  A.  by  Eng. 
Committee. 

Pulverized  Coal  as  the  Reconstruction  Fuel  for  all  Industrial  Heating 
Operations,  C.  F.  Herrington.  Iron  &  Steel  of  Can.,  vol.  2,  no.  4,  Apr.  1919, 
pp.  77-83,  4  figs.  Equivalent  prices  of  powdered  coal  and  other  fuel.  Details 
of  powdered-coal  plant. 

Coal,  Southwestern.  Burning  Coals  of  the  Southwest,  W.  M.  Park.  Power,  vol. 
49,  no.  15,  Apr.  15,  1919,  pp.  574-575,  4  figs.  Large  furnace  volumes,  liberal 
grate  area  and  unusual  quantities  of  refractory  material  in  the  ignition  arch 
and  bridge  wall,  are  advocated. 

Coal,  Storage.  Storage  of  Coal  and  Spontaneous  Combustion.  Ry.  &  Locomotive 
Eng.,  vol.  32,  no.  4,  Apr.  1919,  pp.  99-100.  Analysis  of  causes  and  approved 
methods    of   suppression. 


Coal,  Western.  Western  Coal,  R.  D.  MacLaurin.  Can.  Chem.  Jl.,  vol.  3,  no.  4, 
Apr.  1919,  pp.  124-125.  Means  taken  by  Government  officials  to  stimulate 
development  of  these  resources.     (Concluding  article.) 

Draft.  The  Securing  of  Economy  in  the  Burning  of  Fuel,  J.  F.  Patton.  Power  House, 
vol.  13,  no.  4,  Apr.  5,  1919,  pp.  94-95.  3  figs.  Influence  of  draft  on  burning  of 
coal;  use  of  draft  gages;  importance  of  eliminating  air  leaks. 

Firing.  Utilization  of  Fuels  in  Industrial  Furnaces  (L'utilisation  des  combustibles 
dans  les  foyers  industriels),  Roger  Hartmann.  Soci6t6  Industrielle  de  l'Est, 
Bui.  145,  Feb.  1919,  pp.  3-21,3  figs.  Theoretical  study  of  economical  combustion 
based  on  chemical  phenomena  of  ignition;  means  suggested  by  the  governments 
of  England,  America  and  France  for  efficient  utilization  of  fuels. 

Flue-Gas  Analysis.  Combustion  and  Flue  Gas  Analysis.  Dept.  of  the  Interior, 
Bur.  of  Mines,  tech.  paper  219,  12  pp.,  6  figs.  Recommends  use  of  measuring 
instruments.     Reprint  of  Eng.  Bui.  no.  4,  prepared  by  U.  S.  Fuel  Administration. 

Fuel  Conservation.  National  Saving  of  Fuel  and  Power,  Arthur  V.  White.  Can. 
Engr.,  vol.  36,  no.  11,  Mar.  13,  1919,  pp.  299-303.  Activities  of  Canadian 
Committee  of  Conservation. 

Gas,  Blast-Furnace.  Fuel  Economy  (Economies  de  combustible  dans  une  acierie 
moderne).  M^tallurgie,  vol.  51,  no.  14,  Apr.  2,  1919,  pp.  777-778.  Utilization 
of  gases  from  blast  furnaces.     (Concluded.) 

Grates.  Recent  Improvements  in  Sintering  Equipment  and  Practice.  Eng.  &  Min. 
Jl.,  vol.  107,  no.  17,  Apr.  26,  1919,  pp.  744-745,  3  figs.  Device  intended  to 
prevent  grates  from  getting  dirty.  Designed  for  use  with  the  straight-slot  type 
of  grate. 

Oil  Firing.  Saving  the  Woste  in  the  Chimney — V,  Robert  Sibley  and  Chas.  H. 
Delany.  Jl.  Electricity,  vol.  42,  no.  7,  Apr.  1,  1919,  pp.  318-320,  7  figs.  Opera- 
ting test  of  steam  power  plant  operated  by  fuel  oil  in  San  Francisco. 

Peat.  The  Utilisation  of  Peat  for  Power  Generation — I  &  II,  John  B.  C.  Kershaw. 
Engineer,  vol.  127,  nos.  3298  &  3299,  Mar.  14  and  21,  1919,  pp.  239-240  and 
265-267.  11  figs.  Processes  for  carbonizing  followed  at  various  plants  in  France, 
Sweden  and  Germany. 

FURNACES 

Davis  Furnace  for  Baking  Electrodes.  Davis  Furnace  for  Baking  Electrodes 
(Four  Davis  a  cuire  les  electrodes).  Kevue  G£n6rale  de  l'Klcctricitc,  vol.  5, 
no.  12,  Mar.  22,  1919,  p.  4.58.  Installed  at  Hecla  works  of  Diamond  Foundry, 
Luton,  England,  where,  it  is  said,  30.000  tons  of  electric  steel  arc  produced  per 
year  at  average  consumption  of  11  lbs.  of  electrode  per  ton  of  steel. 

Gas  Fubnaces.  Heating  Gas  Furnaces,  (>.  L.  Kowalke.  Gas  Rec,  vol.  15,  no.  7, 
Apr.  9,  1919,  pp.  231-231,  6  tigs.  Tests  to  determine  maximum  temperature 
which  can  be  obtained  in  a  given  furnace,  using  three  types  of  mixers  with  regu- 
lated and  unregulated  air  supply,  by  burning  carbureted  water  gas  in  bunsen 
flame  and  also  under  adapted  surface  combustion  conditions.  Paper  before 
Wis    Gas  Assn 

Gas  Furnaces  as  Re-Heaters  of  Iron  Piles,  etc  Iron  &  Coal  Trades  Rev., 
vol.  98,  no.  2664,  Mar.  21.  1919,  p.  2.54.  Function  gas  furnace  has  to  perform 
mi  smelting  steel  and  in  reheating  iron. 

Heat-Treating  FUBNACES.  Heating  Furnaces  and  Annealing  Furnaces — III, 
W.  Trinks.  Am.  Drop  Forger,  vol.  5,  no.  4,  Apr.  1919,  pp.  174-180,  8  figs. 
Method  of  computing  fuel  consumption  from  losses. 

The  Design  of  Heating  Furnaces  from  a  Practical  Standpoint,  George  J. 
Magan.  Proc  Engs.  Soc.  Western  Pa.,  vol.  35,  no.  1,  Feb.  1919,  pp.  31-47  and 
(discussion)  pp.  48-57,  5  figs.  On  design  and  method  of  construction,  with 
reference  to  furnaces  used  in  sheet  and  tin-plate  industry  and  to  a  continuous 
rotary  furnace  for  wash  and  heat. 

Melting  Furnaces.  Metallurgical  Furnaces.  Adolph  Bregman.  Metal  Indus., 
vol.  17,  no.  4,  Apr.  1919,  pp.  159-162,  7  figs.  Conditions  that  govern  size,  shape 
and  type  of  metal-melting  furnaces. 

GAGES 

Hoke  Precision  Gages.  Manufacture  of  Hoke  Precision  Gages  at  the  Bureau  of 
Standards,  H.  L.  van'Keuren.  Am.  Machinist,  vol.  50,  no.  14,  Apr.  3,  1919, 
pp.  625-630,  6  figs.  Gage  blocks  are  being  produced  at  the  Bureau  with  an 
accuracy  limit  of  a  few  millionths  of  an  inch.  Apparatus  used  in  testing  flatness 
and  parallelism  to  one  millionth  of  an  inch.  Development  of  process  for  their 
commercial  manufacture  has  taken  place  within  period  of  6  months.  Special 
reference  is  made  to  light-weight  interference  method  for  determining  accuracy. 

Johanssen  Tolerances.     Johansson   System  of  Tolerances      Machinery,   vol.    13, 

no.  339,  Mar.  27,  1919,  pp.  718-719,  1  fig.     On  Swedish  system  based  on  diameter 

of  hole. 
Measurement  of  Gages.     The   Measurement  of  Gauges — I    &  II,  E.  A.  Forward. 

Engineer,  vol.  127,  nos.  3300  &  3299,  Mar.  21  and  28,  1919,  pp.  282-283  and  294. 

295,  24  figs.      Methods  used  for  measuring  three  classes  of  gages:  (1)  plate  or 

form  gages  the  profiles  of  which  arc  combinations  of  straight  lines  and  curves; 

(2)  conical  plugs,  rings  and  disks,  combinations  of  cones  with  cylinders  and 

planes,  and  castellation  gages;  (3)  position  gages. 

Plug  Gages,  Angular.  Angular  Plug-Gage  Making,  Hugo  Pusep.  Am.  Machinist, 
vol.  50,  no.  14,  Apr.  3,  1919,  pp.  635-640,  1  5  figs.  Lays  emphasis  on  elimination 
of  errors  in  preliminary  operation,  in  order  to  prevent  their  accumulation  and  the 
appearance  of  serious  defects  which  will  be  difficult  to  eliminate  in  later  opera- 
tions. 

GAS  ENGINEERING 

Distributing  Systems.  Increasing  Capacity  of  Low-Pressure  Mains  by  Admitting 
Gas  at  More  Than  One  Point,  A.  C.  Howard.  Am.  Gas.  Eng.  Jl.,  vol.  110, 
no.  16,  Apr.  19,  1919,  pp.  329-331.  Using  an  artificial  gas  distributing  system 
for  natural  gas.     From  Gas  &  Elec.  News. 


128 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Flow  of  Gas.  Flow  of  Gases  Under  Heavy  Pressure  (Sur  l'£coulement  des  gaz  a 
trds  fortes  pressions),  A.  Rateau  Comptes  rendus  des  Seances  de  l'Academie 
des  Sciences,  vol.  108,  no.  7,  Feb.  17,  1919,  pp.  330-335.  Changes  in  gas  equation 
to  make  it  applicable  to  the  flow  of  gases  in  guns. 

Limiting.  The  Group  and  Duct  System  of  Lighting  Gas  World,  vol.  70,  no.  1810, 
Mar.  29,  1919,  pp.  237-239,  3  figs.  Also  in  Gas  Jl.,  vol.  146,  no.  2916,  Apr.  1, 
1919,  pp.  30-32,  3  figs.  System  is  designed  to  utilize  one  injector  for  supplying 
any  number  of  burners,  in  place  of  each  individual  burner  having  gas  injector 
and  air  intake.  There  are  three  separate  sets  of  types — one  suplying  high 
pressure  gas,  one  carrying  air  to  an  injector  for  mixing  with  the  gas,  and  one 
supplying  mixture  of  gas  and  air  from  injector  to  burners. 

Mantles,  Gas.  Influence  of  Quality  of  Gas  on  the  Efficiency  of  the  Gas  Mantle, 
Pte.  2  and  3,  It.  S.  McBride,  W.  A.  Dunkley,  E.  C.  Crittenden  and  A.  H.  Taylor, 
Gas  World,  vol.  70,  nos.  1805  and  1810,  Feb.  22  and  Mar.  29,  1919,  pp.  128-130 
and  233-230,  10  figs.  Pt.  2:  Graphs  showing  effect  of  gas-pressure  variations 
upon  efficiency,  gas  consumption  and  candle-power  of  various  lamps.  Pt.  3: 
Lean  water  gas  reported  to  have  shown  qualities  for  mantle  lighting  superior  to 
those  of  rich  water  gas  in  proportion  to  total  heating  values.  Section  1  appears 
in  Gas  World  for  Feb.  8. 

Production,  Gas.  Distribution  of  Light,  Heat,  and  Motive  Power  by  Gas,  Dugald 
Clerk.  Gas  Journal,  vol.  145,  no.  2915,  Mar.  25,  1919,  pp.  637-640  and 
(discussion)  pp.  640-642;  also  Gas  World,  vol.  70,  no.  1809,  Mar.  22,  1919, 
pp.  210-212.  Efficiency  of  gas  production  compared  with  efficiency  of  electricity 
generation.  Claim  to  electric  superiority  over  gas  in  coal  economy  considered 
as  unjustified.  Thermal  efficiency  of  carbonizing  gas  coal  in  horizontal  retorts. 
Paper  read  before  Roy.  Soc.  of  Arts. 

Purification,  Oil  Gas.  Liquid  Purification  of  Gas,  O.  B.  Evans.  Gas  Rec,  vol. 
15,  no.  7,  Apr.  9,  1919,  pp.  215-210.  Concluded  from  tests  of  Atlantic  Refining 
Co.  that  cold  liquid  purification  of  oil  gas  may  result  in  a  loss  of  25  per  cent  in 
candle  power.     Paper  before  Am.  Gas  Assn. 

Principles  of  Gas  Purification  and  Purifier  Design,  F.  W.  Steere.  Gas  Age, 
vol.  43,  no.  7,  Apr.  1,  1919,  pp.  361-363,  2  figs.  Review  of  methods  and  sug- 
gestions regarding  improvements  in  apparatus  employed  in  removing  sulphur 
from  gas.     (Concluded.) 

Water  Gas.  Gas  Machine  Factors  Involved  in  the  Manufacture  of  Carbureted  Water 
Gas.  Am.  Gas  Eng.  JL,  vol.  110,  no.  15,  Apr.  12,  1919,  pp.  312-316  and  320- 
324.  Fundamentals  upon  which  process  is  dependent  and  suggestions  toward 
locating  cause  of  variations  in  results. 

HANDLING  OF  MATERIALS 

Car  Dumper.  The  Biggest  Car  Dumper  in  the  World.  Sci.  Am.,  vol.  120,  no.  15, 
Apr.  12,  1919,  pp.  363  and  382,  4  figs.  Virginian  Ry.  installation  designed  to 
handle  two  60-ton  cars  simultaneously;  cars  are  tipped  sidewise. 

Ship  Loading.  Radical  Departure  in  Loading  Ocean  Freighters.  Ry.  Age,  vol.  66, 
no.  16,  Apr.  18,  1919,  pp.  981-984,  7  figs.  Reported  that  Erie  R.lt.  utilizes 
existing  equipment  in  handling  50  locomotives  direct  from  pier  to  ship. 

HEAT-TREATING 

Brass.  Effects  of  Heat  when  Annealing  Alloys,  H.  C.  H.  Carpenter  and  L.  Traverner. 
Am.  Drop  Forger,  vol.  5,  no.  4,  Apr.  1919,  pp.  193-196,  2  figs.  Chart  showing 
ultimate  stress  after  heating  various  metals,  also  time  required  to  cause  drop  of 
three  points  in  scleroscope  hardness  in  a  brass  strip.  Paper  presented  before 
Inst.    Metals,  London. 

Bronze.  Results  of  Heat-Treating  Bronze  Castings,  George  F.  Comstock.  Foundry, 
vol.  47,  no.  5,  Apr.  15,  1919,  pp.  189-194,  18  figs.  Effects  of  annealing  bronze- 
alloy  eastings  studied  with  the  aid  of  photomicrographs  of  test  sections. 

i  \si.-Hardentno.  The  Application  of  Heat  in  Case-Hardening,  Theodore  G. 
Selleck.  Jl.  Am.  Steel  Treaters  Soc,  vol.  1,  no.  3,  Dee.  1918,  pp.  87-98,  11  figs. 
Value  of  laboratory  reports  of  analysis  and  specifications  under  which 
material  was  shipped  from  manufacturer,  as  a  source  of  information  for  deter- 
mining nature  and  quality  of  material  to  be  treated. 

Case-Hardening  of  Carbon  Steels  (Meeanisme  de  la  trempe  des  aciers  an 
earbone),  Pierre  Chevenard.  Revue  de  M6tallurgie,  vol.  10,  no.  1,  Jan-Feb. 
1919,  pp.  17-79,  36  figs.  Results  of  micrographic  analysis  and  tests  have  caused 
writer  to  establish  that  ease-hardening  results  from  transformation  at  low 
temperatures  (150  to  300  deg.  cent.)  \/-a  of  austenite;  when  hardening  is 
complete,  steel  is  made  up  almost  exclusively  of  martensite.  Thus  the  theory 
announced  by  I.e  Chataelier  in  1895  appears  to  have  been  confirmed. 

Notes  on  the  Process  of  Case-Hardening,  J.  R.  Handforth.  Can.  Machy., 
vol.  21,  no.  12,  Mar.  20,  1919,  pp.  277-280,  10  figs.  Photo-micrographs  of 
structures  produced  by  case-hardening.     From   Machine  Tool  Rev. 

Improved  Packing  Methods  for  Carburizing,  William  H.  Addis.  Am. 
Mach.,  vol.  50,  no.  15,  Apr.  10,  1919,  pp.  679-680,  3  figs.  Two  methods  for 
spacing  pieces. 

Steel,  Low-Carbon.  Heat-Treatment  of  Low-Carbon  Steel,  W.  M.  Wilkie.  Can. 
Machy.,  vol.  21,  no.  17,  Apr.  24,  1919,  pp.  396-401,  12  figs.  Characteristic 
structures  found  in  steel,  their  formation  by  heat  treatment  and  effect  each  has 
in  quality  of  steel.     Paper  read  before  Toronto  Section  Am.  Soc.  Mech.  Engrs. 

Steel,  Tool.  Heat  Treatment  of  Tool  Steel,  S.  N.  Brayshaw.  Ironmonger,  vol. 
167,  no.  2309,  Apr.  12,  1919,  Believes  that  precision  can  only  be  attained 
by  makers  and  users  of  steel  by  carrying  out  heat  treatments  in  liquids  instead  of 
in  atmospheric  furnaces.     Paper  read  before  Birmingham    Metallurgical  Soc. 

HEATING  AND  VENTILATION 

Hot- Water  Heating.  Designing  Data  as  Applied  to  a  Large  Hot- Water  Heating 
Plant,  George  E.  Reed.  Heat  &  Vent.  Mag.,  vol.  16,  no.  4,  Apr.  1919,  pp. 
26-34,  13  figs.  Western  Practice  illustrated  in  layout  for  Franklin  High  School, 
Portland,  Ore.     (Concluded.) 


Industrial  Heating.  Saving  Steam  in  Industrial  Heating  Systems.  Dept.  of  the 
Interior,  Bur.  of  Mines,  tech.  paper  221,  14  pp.,  7  figs.  Calls  attention  to 
faults  of  design  and  operation  which  lead  to  uneconomical  use  of  live  steam  for 
heating  aod  other  purposes.  Reprint  of  eng.  Bui.  no.  6,  prepared  by  U.  S. 
Fuel  Administration 

Steam  Flow.  Simplifying  Calculations  for  Flow  of  Steam  in  Pipes,  Heat.  &  Vent. 
Mag.,  vol.  16,  no.  4,  Apr.  1919,  pp.  19-26.  3  figs.  Curves  based  on  generally 
accepted  formulae. 

Tunnel,  Simplon.  The  Ventilation  Plant  of  the  Simplon  Tunnels  (Die  Ventilation- 
sanlage  des  Simplon-Tunnels),  F.  Rothpletz.  Schwizerische  Bauzeitung, 
vol.  73,  nos.  1,2,  5  and  7,  Jan.  4,  11  and  Feb.  1,  15,  1919,  pp.  3-4,  14-16,  41-44  and 
72,  20  figs.  Instead  of  two  fans,  one  at  each  entrance,  1913  project  provided  for 
one  ventilation  plant  at  Brig  with  two  11J4  ft  fans  with  central  suction  openings 
8.5  ft.  in  diameter.  Arrangement  of  plant  and  details  of  operation  of  fans  as 
worked  out  from  study  of  barometric  conditions  and  past  experience  are 
mentioned. 

HOISTING  AND  CONVEYING 

Conveyor,  Cinder.  New  Type  of  Cinder  Conveyor.  Ry.  Age,  vol.  66,  no.  16, 
Apr.  18,  1919,  p.  1017,  1  fig.  Conveyor  discharges  cinders  through  pipe  line  by 
action  of  steam  jet. 

Conveyors,  Power  Requirements  of.  Power  Plant  Management;  Coal  and  Ash 
Handling — II,  Robert  June.  Power  House,  vol.  13,  no.  4,  Apr.  5,  1919,  pp. 
87-89,  4  figs.  Power  required  for  various  types  of  conveyors  and  conditions 
under  which  these  are  operated. 

Conveyor,  Scoop.  A  New  Type  of  Conveyor  that  Reduces  the  Cost  of  Handling 
Coal,  Coke,  Ashes,  Sand,  Etc.  Popular  Engr.,  vol.  11,  no.  4,  Apr.  1919.  pp. 
22-23,  6  figs.,  also  Cement  &  Eng.  News,  vol.  31,  no.  4,  Apr.  1919,  pp.  42-44, 
7  figs.  Distinctive  feature  is  scoop  on  feeding  end,  which  can  be  pushed  or 
completely  buried  into  material  to  be  conveyed.  Conveyor  is  equipped  with 
a  16-inch  belt  and  driven  by  2-hp.  electric  motor. 

A  New  Portable  Elevator.  Coal  Trade  Jl.,  vol.  50,  no.  16,  Apr.  16,  1919, 
pp.  410-411,  5  figs.  Elevator  has  scoop  on  feeding  end,  which  can  be  pushed  or 
completely  buried  into  the  material  to  be  conveyed. 

Cranes.  Lifting  Cranes  in  Shipbuilding  Yards  (Les  appareils  de  Ievage  dans  les 
chantiers  de  constructions  navales).  G6nie  Civil,  vol.  74,  no.  14,  Apr.  5,  1919, 
pp.  265-268,  8  figs.  Their  constructiln  and  location  as  affecting  economical 
and  rapid  transportation  of  materials.  Examples  of  installations  in  English 
yards. 

Luffing  Cranes.  Eng.  World,  vol.  14,  no.  7,  Apr.  1,  1919,  pp.  55-57,  1  fig. 
Description  of  Topils  crane  used  in  an  English  shipyard. 

HYDRAULIC   MACHINERY 

Backwater.  New  Methods  for  the  Solution  of  Backwater  Problems,  H.  R.  Leach. 
Eng.  News  Rec.,  vol.  82,  no.  16,  Apr.  17,  1919,  pp.  768-770,  6  figs.  Suggestions 
in  regard  to  simplifying  reduction  of  complications  by  using  diagram  with  only 
one  major  variable. 

Bernoulli's  Formula.  On  Bernoulli's  Formula  (Sur  la  formule  de  Bernoulli), 
Emile  Cotton.  Comptes  rendus  des  seances  de  l'Academie  des  Sciences,  vol. 
168,  no.  11,  Mar.  17,  1919,  pp.  547-549.  Modification  by  taking  into  account 
actual  conditions  of  motions  of  natural  liquid  in  tube  of  finite  section. 

Conduit  Protection.  Devices  for  Regulating  Automatically  the  Delivery  of  a 
Pressure  Conduit  (Appareils  automatiques  d'arret  du  dfibit  des  conduites  forcees) , 
N.  de  Schoulepnikow.  Bulletin  Technique  de  la  Suisse  Romande,  vol.  45,  no. 
7,  Apr.  5,  1919,  pp.  57-59,  3  figs.     Bourchayer-Viallet  syphon. 

Drops.  Flow  of  Liquid  Drops  Through  Cylindrical  Pipes  (Sur  les  lois  de  l'ecoulemeut 
des  liquides  par  gouttes  dans  des  tubes  cylindriques),  L.  Abonnenc.  Comptes 
rendus  des  seances  de  l'Academie  des  Sciences,  vol.  168,  no.  11,  Mar.  17,  1919, 
pp.  556-557.  Experimental  confirmation  of  formula  developed  by  Vaillant, 
in  which  time  between  consecutive  drops  in  a  parabolic  function  of  weight  of 
drop. 

Flood  Protection.  Panels  of  Movable  Weir  Collapse  Automatically.  Eng.  News- 
Rec,  vol.  82,  no.  17.  Apr.  24,  1919,  pp.  818-820,  5  figs.  Details  of 
automatic  tripping  control  operated  by  float  in  chamber  which  is  filled  as  flood 
rises. 

Flow.  On  the  Flow  of  Fluids  (Sur  l'ecoulement  des  fluides),  L.  Lecornu,  Comptes 
rendus  des  seances  de  l'Academie  des  Sciences,  vol.  168,  no.  10,  Mar.  10,  1919, 
pp.  481-484.     Velocity  of  fluid  in  a  conduit  of  variable  cross-section. 

Ram,  Hydraulic.  The  Hydraulic  Ram.  Fire  &  Water  Eng.,  vol.  65,  no.  16,  Apr. 
16,  1919,  pp.  873-875,  2  figs.  Principle  of  operation  and  discussion  of  its  possi- 
bilities for  small-town  installations. 

The  Hydraulic  Ram,  W.  S.  H.  Cleghorne.  South  African  Jl.  Industries, 
vol.  2,  no.  2,  Feb.  1919,  pp.  135-142,  6  figs.  Principles  of  action  and  conditions 
necessary  for  successful  operation. 

Turbines.  Economical  Operation  of  Water  Turbines,  F.  H.  Rogers.  Elec.  World, 
vol.  73,  no.  14,  Apr.  5,  1919,  pp.  680-683,  7  figs.  Value  of  principal  losses  that 
may  occur  and  methods  of  locating  their  origin;  inquiry  into  effect  of  losses  on 
output. 

Water  Economy.  Water  Economy  in  Hydroelectric  Plants,  L.  W.  Wyss.  Elec. 
World,  vol.  73,  no.  15,  Apr.  12,  1919,  pp.  727-728,  1  fig.  Claims  that  output 
of  plant  is  increased  by  allowing  excess  water  to  run  off  at  night. 

Water  Hammer.  Water  Hammer  in  Conduits  of  Variable  Diameter  (Sur  les  coups  de 
belier  dans  les  conduites  de  diametre  variable) ,  G.  Guillaumin.  Comptes  rendus 
des  seances  de  l'Academie  des  Sciences,  vol.  168,  no.  12,  Mar.  24,  1919,  pp.  605- 
608.     Theory  based  on  assumption  that  water  travels  at  uniform  speed . 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


129 


I  NTERNAL-COMBUSTION  ENGINES 

Acetylene.  Acetylene  Motors,  C.  F.  Keel.  Acetylene  &  Welding  Jl.,  vol.  16,  no. 
186,  Mar.  1919,  pp.  48-49.  General  summary  of  actual  position  in  regard  to 
developments  accomplished  during  war  in  utilization  of  acetylene  as  a  motor 
fuel.  (To  be  continued.)  Translated  from  paper  published  by  Swiss  Acetylene 
Assn. 

Bore-Stroke  Ratio.  The  Problem  of  Bore-Stroke  Ratio,  Georges  Funck.  Autocar, 
vol.  42,  no.  1225,  Apr.  12,  1919,  pp.  528-532.  4  figs.  Study  of  bore-stroke  ratio 
as  dependent  on  number  of  cylinders,  their  disposition  and  system  of  cooling, 
and  for  the  purpose  for  which  engine  is  intended  to  be  used . 

Compound  Gas  Engines.  Expansion,  Robert  Miller.  Motor  Boat,  vol.  16,  no.  8, 
Apr.  25,  1919,  pp.  21-24,  5  figs.  Possible  increase  in  efficiency  of  internal- 
combustion  engine  by  increasing  expansion,  with  reference  to  compound  gas 
engine,  with  two  jacketed  high-pressure  cylinders  each  discharging  into  a  low- 
pressure  unjacketed  cylinder. 

Design.  A  Comparison  of  Airplane  and  Automobile  Engines,  Howard  C.  Marmon. 
Jl.  Soc.  Automotive  Engrs.,  vol.  4,  no.  4,  Apr.  1919,  pp.  237-239.  Deals  parti- 
cularly with  weight  in  cylinder  construction,  design  of  crankshaft  and  crank- 
cases  and  economy  in  fuel  and  oil  consumption. 

Diesel-Engine  Piston9,  Seizure.  Seizures  of  Diesel  Engine  Pistons,  Edward 
Ingham.  Electrical  Review,  vol.  84,  no.  2160,  Apr.  18,  1919,  pp.  451-452. 
Seizures  are  attributed  to  overheating  of  piston  and  resulting  expansion  of  metal , 
consequently  proper  lubrication  and  cooling  of  piston  are  advised. 

Fuels.  More  Efficient  Utilization  of  Fuel,  Charles  F.  Kettering.  Jl.  Soc.  Automotive 
Engrs.,  vol.  4,  no.  4,  Apr.  1919,  pp.  263-269,  10  figs.  Distillation  curves  of 
various  internal-combustion  engine  fuels;  specific  gravity  fuels.  Conclusions 
obtained  from  examination  of  causes  which  produce  cylinder  knocks. 

An  Interpretation  of  the  Engine-Fuel  Situation,  Joseph  E.  Poque.  Jl. 
Soc.  Automotive  Engrs.,  vol.  4,  no.  4,  Apr.  1919,  pp.  247-252  and  (discussion) 
pp.  252-255,  3  figs.  Future  of  automotive  industry  is  represented  as  depending 
on  three  factors:  adaptability  of  "  internal-combustion  "  engines  to  use  of 
liquid  fuel,  supply  of  crude  petroleum,  and  production  of  substitute  fuel. 

Fuel  Economy  of  Automotive  Engines,  H.  C.  Dickinson.  Jl.  Soc.  Auto- 
motive Engrs.,  vol.  4,  no.  4,  Apr.  1919,  pp.  227-233,  6  figs.  Properties  of  fuels 
which  are  subject  to  specification  test  are  examined  and  trend  of  future  develop- 
ment in  utilization  of  new  fuels  of  internal-combustion  engines  is  discussed 
from  viewpoint  of  expediency  in  adopting  single  fuel  for  all  automotive  engines. 

Gas  Engines,  High-Power.  High-Power  Gas  Engines,  William  Stead.  Gas  and 
Oil  Power,  vol.  14,  no.  163,  Apr.  3,  1919,  pp.  93-96.  Part  large  gas  engine  may- 
play  in  state  control  scheme  of  electric  power  generation  for  power  and  light 
supply. 

Motorcycle.  The  Engine  of  the  Side  Car  Motorcycle — II.  E.  Cauldwell.  Auto- 
motive Industries,  vol.  40,  no.  17,  Apr.  24,  1919,  pp.  911-913,  6  figs.  Lift, 
velocity  and  acceleration  curves  for  3000  r.  p.  m.  of  crankshaft;  lubrication 
features  of  4-cyl.  Henderson  engine.  Paper  presented  to  Instn.  Automobile 
Engrs. 

Oil  Engine.  The  Oil  Engine — Its  Economic  Position  in  the  Marine  Field,  Theodore 
Lucas.  Pac.  Mar.  Rev.,  vol.  16,  no.  4,  Apr.  1919,  pp.  93-98,  3  figs.  Advantage 
of  liquid-fuel  engines  over  steam  engines  is  said  to  consist  in  reduction  of  cost 
and  adding  to  useful  carrying  capacity  of  ship.  Comparison  of  methods  of 
mechanical  atomization  with  reference  to  arrangement  of  Lucas  engine. 

The  High-Compression  Oil  Engine,  W.  G.  Gernandt.  Gas  Engine,  vol. 
21,  no.  5,  May  1919,  pp.  155-161,  3  figs.  Comparison  of  various  methods  of 
injecting  liquid  fuel  into  combustion  chamber  of  engine.  Opinion  is  expressed 
that  high-compression  type  of  engine  is  suitable  for  burning  of  heavy  fuel  oils. 

Pressed-Steel  Engines.  Pressed  Steel  Engines.  Autocar,  vol.  42,  no.  1225,  Apr. 
12,  1919,  pp.  537-538,  5  figs.  Process  for  stamping  from  steel  sheets  main  parts 
and  various  details  of  engines. 

Ricardo  Tank  Engines.  The  150  H.  P.  Ricardo  Tank  Engine,  H.  A.  Hetherington. 
Automobile  Engr.,  vol.  9,  no.  125,  Apr.  1919,  pp.  116-120,  5  figs.  Details  of 
piston,  valve  and  valve  gear.     (To  be  continued). 

Wisconsin  Engines.  Liberty  Line  of  Wisconsin  Engines.  Automotive  Industries, 
vol.  40,  no.  15,  Apr.  10,  1919,  pp.  796-798,  4  figs.  Principal  characteristics 
include  unit  power  plant  design,  aluminum  crankcases,  pressure  lubrication 
and  "  all-steel  "  three-point  support. 

LUBRICATION 

Compressors,  Air.  Lubrication  of  Air  Compressors,  H.  V.  Conrad.  Coal  Age. 
vol.  15,  no.  16,  Apr.  17,  1919,  pp.  704-706,  1  fig.  Discusses  rate  of  feed  and 
carbon-cutting  methods  and  concludes  with  remarks  on  steam-engine  lubrication. 

Journal  Boxes.  Lubrication  and  Care  of  Journal  Boxes,  M.  J.  O'Connor.  Ry. 
Rev.,  vol.  64,  no.  17,  Apr.  26,  1919,  pp.  620-621.  Directions  for  preparing  oil 
and  waste  for  packing  journal  boxes;  reclaiming  oil  packing  removed  form  cars; 
of  inspection  of  cars  so  that  lubricating  trouble  may  be  kept  down  to  a  minimum. 

Lubricants.  Lubricants  for  the  Power  Plant,  Reginald  Trautschold.  Power 
Plant  Eng.,  vol.  23,,  no  8,  Apr.  15,  1919,  pp.  353-358,  3  figs.  Qualities  of  a 
good  oil;  tests  of  grade  of  oil  and  grades  for  various  uses. 

Properties  of  Representative  American  Lubricating  Oils  for  Use  in  Internal 
Combustion  Engines.  Aerial  Age,  vol.  9,  no.  6.  Apr.  21,  1919,  p.  289.  Table 
showing  physical  properties  and  percentage  of  distillation  under  300  deg.  cent4 
in  vacuum. 

MACHINE   ELEMENTS   AND   DESIGN 

Belting.  Fiber  Belting  (Zellstoff-Treibriemen) ,  E.  O.  Rasser.  Kunststoffe,  vol.  8, 
no.  11,  June  1,  1918,  pp.  122-125.  Describes  various  types  such  as  woven 
paper  belting,  paper  belting  with  clotu  filler,  paper-yarn  belting,  knitted  paper- 
yarn  belting,  plaited  belting,  paper-yarn  belting  with  wire  filler,  and  the  processes 
of  their  manufacture.     Also  type  of  joints  and  care  of  this  type  of  belting. 


Gears.  Gears  for  Tractor  Construction,  E.  J.  Forst.  Automotive  Industries,  vol.  40, 
no.  17,  Apr.  24,  1919,  pp.  891-892.  Importance  of  using  high-grade  steel  on 
account  of  resulting  compactness  of  transmission  and  greater  facility  of 
enclosing  it. 

Worm  Gear  Efficiency,  C.  H.  Calkins.  Automotive  Industries,  vol.  40, 
no.  15,  Apr.  10,  1919,  pp.  786-787,  2  figs.  Baush  company's  worm-wheel 
testing  stand  for  determining  efficiency  of  worm-and-wheel  rear-axle  drives. 

Worms  and  Worm  Gears,  G.  W.  Carlson.  Am.  Mach.  vol.  50,  no.  17, 
Apr.  24,  1919,  pp.  809-811.  Application  of  this  form  of  gearing  is  suggested 
for  other  purposes  than  automotive  drives. 

Gears,  Magnetic.  Magnatic  Gears  (Engrenages  magnetiques) ,  Leopold  Reverchon. 
Industrie  Electrique,  vol.  28,  no.  643,  Apr.  10,  1919,  pp.  133-135,  4  figs.  Escape- 
ment wheel  rotated  by  alternative  actions  of  a  fixed  magnet  on  one  side  and  a 
magnet  attached  to  an  oscillating  pendulum  on  the  other  upon  magnetic  needles 
placed  in  periphery  of  wheel  symmetrically  with  respect  to  its  center. 

Joints.  The  Design  of  Riveted  Butt  Joints,  Alphonse  A.  Adler.  Mech.  Eng.,  vol.  41, 
no.  5,  May  1919,  pp.  433-436.  Design  equations  derived  from  Schwedler's 
graphical  method. 

MACHINE   SHOP 

Babbitting.  Babbitting  High-Speed  Vertical  Spindles,  Stanley  White.  Wood- 
Worker,  vol.  38,  no.  2,  Apr.  1919,  pp.  42-43.  Cautions  against  pouring  metal 
before  aligning  spindle. 

Boring,  Dudgeon  System  of.  Dudgeon  System  of  Precision  Boring.  Machy. 
(N.  Y.  ),  vol.  25,  no.  9.  May  1919,  pp.  803-805,  7  figs.  Method  of  boring  jigs 
and  similar  work  by  means  of  simple  equipment  and  without  depending  upon 
accuracy  of  machine  used  for  operating  boring  bar. 

Crankshaft  Machining.  Crankshaft  Machining.  Automobile  Engr.,  vol.  9, 
no.  122,  Jan.  1919,  pp.  10-12,  11  figs.  Equipment  manufactured  by  Le  Blond 
Co.,  Cincinnati. 

Cylinder  Machining.  Cylinder  Boring  and  Reaming— I  &  II.  Machinery,  vol.  13, 
nos.  338  &  339,  Mar.  20  and  27,  1919,  pp.  681-689  and  713-717,  26  figs.  Classi- 
fication of  methods,  their  application  to  different  kinds  of  work,  and  illus- 
trations of  actual  operations.  Description  of  tools,  fixtures  and  machines 
used. 

Cylinder  Grinding — II,  Franklin  D.  Jones.  Machy.  (N.Y.),  vol.  25. 
no.  8,  Apr.  1919,  pp.  711-715,  11  figs.  On  advantages  of  finishing  cylinder 
bores  by  grinding;  machines  used;  practice  in  plants  making  automobile  and 
airplace  engines. 

Equipment  Layout.  Arrangement  of  Equipment  in  Shops,  James  Forrest.  Am. 
Mach.,  vol.  50,  no.  15,  Apr.  10,  1919,  pp.  699-701.  Straight-line  and  contract- 
shop  layout  problems  contrasted  and  cardboard  models  suggested. 

Jigs  and  Tools.  Jig  and  Tool  Design — II,  G.  H.  Hey.  Machinery,  vol.  13,  no.  338, 
Mar.  20,  1919,  pp.  704-708,  7  figs.  Method  of  using  drills  and  reamers  in  multi- 
spindle  machine;  standard  wall  handles,  knurled  nuts  and  index  plungers. 

Microscope.  The  Microscope  in  the  Tool-room,  John  Scott.  Machy.  (N.Y.), 
vol.  25,  no.  9,  May  1919,  pp.  799-802,  6  figs.  Its  application  to  precision  work 
on  master  plates  and  for  cutting  screw  threads. 

Milling.  Continous  Rotary  Milling — I  &  II,  Edward  K.  Hammond.  Machy. 
(N.Y.),  vol.  25,  nos.  8  and  9,  Apr.  and  May  1919,  pp.  687-694  and  842-846, 
24  figs.  Types  of  milling  machines  that  operate  without  interruption;  work- 
holding  fixtures  and  methods  of  setting  up  parts  to  be  milled. 

Motors.  Planning  Efficient  Motor  Drives  and  Connections,  G.  B.  Howe.  Wood- 
Worker,  vol.  38,  no.  2,  Apr.  1919,  pp.  34-35,  6  figs.  Examples  of  individual 
motor  drive  arrangements  in  wood-working  plants. 

Methods  of  Mounting  Motors  on  Ceilings,  Ralph  G.  Bradshaw.  Can. 
Machy.,  vol.  21,  no.  16,  Apr.  17,  1919,  pp.  373-375,  10  figs.  Practice  followed 
at  various  shops. 

MACHINERY,  METAL- WORKING 

Boring  Heads.  Tools  for  Boring  Closed-Bottom  Work.  Machinery,  vol.  13,  no. 
339,  Mar.  27,  1919,  pp.  735-736,  6  figs.  Types  of  blades  used  in  boring  heads 
and  methods  of  grinding  and  setting  the  blades. 

Chuck,  Spillman  Automatic.  Spillman  Automatic  Chuck  (Maudrin  a  ceutrage 
automatique  systeme  H.  Spillman).  Genie  Civil,  vol.  74,  no.  13,  Mar.  29, 
1919,  pp.  251-254,  5  figs.  Description  of  instrument;  characteristic  curves 
determined  from  measurements  effected  during  actual  performance. 

Cylinder-Boring  Machine.  Quadruplex  Cylinder-Boring  Machine.  Engineering, 
vol.  107,  no.  2779,  Apr.  4,  1919,  pp.  432-434,  7  figs.  Model  after  French 
enclosed  type. 

Cvlinder  Boring  and  Beaming  Fixtures,  Franklin  D.  Jones.  Machy. 
(N.  Y"),  vol.  25,  no.  9,  May  1919,  pp.  822-825,  11  figs.  Designs  of  fixtures 
for  locating  and  holding  automobile  engine  cylinder  castings  during  the  boring 
and  reaming  operations. 

Jias.  Jigs,  Tools,  etc.,  for  the  Production  of  Standardized  Parts,  Herbert  C.  Armitage. 
Engineer,  vol.  127,  no.  3300,  Mar.  28,  1919,  pp.  309-310,  1  fig.,  also  Iron  &  Coal 
Trade?  Rev.,  vol.  98,  no.  2665,  Mar.  28,  1919,  pp.  378-379,  2  figs.;  and  Engineer- 
ing, vol.  107,  no.  2779,  Apr.  4.  1919,  pp.  434-437,  8  figs.  Advantages  derived 
by  use  of  jigs  and  tools  are  claimed  to  be:  interchangeability  of  work;  cheapening 
of  production;  ability  to  use  less  skilled  class  of  labor  on  manufacturing  work. 
Effect  of  war  conditions  on  engineering  practice;  curves  showing  relation  between 
output  and  cost  of  components.  Scheme  for  milling  both  ends  of  twenty 
connecting  rods  per  hours. 

Lathes.     Italian  Lathe  for  Gun  Turning  (Di  un  tornio  Italiano  per  la  lavoraxione 

di  pezzi  d'artiglieria).     Augusto  de  Marchi.     Industria,  vol.  33,  no.  5,  Mar.  15, 

'  1919,  pp.  136-143,  26  figs.     Description  of  lathe  specially  designed  for  accurate 

work.     Reference  is  made  to  tolerances  permitted  in  manufacture  of  artillery 

parts. 


130 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


Planers.  Cincinnati  Open-Skin  Planing  Machines.  Am.  Mach.,  vol.  50,  no.  16. 
Apr.  17,  1919,  pp.  725-728,  6  figs.  Amoung  the  points  of  interest  cited  are 
power  rapid  traverse  for  rail  heads,  box-type  table,  forced  lubrication  of  the 
V's,  patent  "  tu-speed  "  drive  on  36-in.  and  48-in.  machines,  quick-reverse 
aluminum  pulleys  and  extra  capacity  table. 

A  Combination  Machine  Tool,  Iron  Age,  vol.  103,  no.  16,  Apr.  17,  1919, 
pp.  1001-1003,  6  figs.  Planner  equipped  with  tool  head  and  accessory  parts 
designed  for  performing  fundamental  machining  operations. 

Thread-Cutting  Machine.  Thread-Cutting  and  Spindle-Boring  Tools,  J.  H. 
Moore.  Can.  Machy.,  vol.  21,  no.  16,  Apr.  17,  1919,  pp.  371-372,  4  figs. 
Description  of  standard  lathe  for  precision  thread  cutting. 

Tools,  Forming.  Tools  for  Automatic  Machines,  II.  E.  Thomas.  Machinery 
vol.  14,  no.  340,  Apr.  3,  1919,  pp.  16-18,  13  figs.  Types  of  forming  tools; 
diagrams  for  determining  diameter  of  ferming  tools.  Read  before  Manchester 
Assn.  of  Engrs. 

MACHINERY,   SPECIAL 

Balancing  Machines.  Dynamic  and  Static  Balancing.  Machinery,  vol.  14, 
no.  341,  Apr.  10,  1919,  pp.  40-44,  12  figs.  Machines  for  balancing  high-speed 
pulleys;  aeroplane  propeller  static  balancing  machine;  combination  static 
balancing  and  drilling  machine;  "  umbrella  "  type  of  balancing  fixture.  Second 
article. 

Clutches.  Automatic  Clutch  Design,  M.  H.  Sabine.  Machinery,  vol.  14,  no.  340, 
Apr.  3,  1919,  pp.  1-5,  7  figs.  Designed  for  controlling  power  unit  from  distant 
position.     Clutch  is  elcctro-mechanically  operated. 

Designs.  Developing  Designs  for  Machinery  and  Tools.  Machinery,  vol.  13, 
no.  338,  Mar.  20,  1919,  pp.  690-791,  5  figs.  Example  of  design  evolution  of 
two-wheel  construction  with  traversing  wheel  slides. 

Dividing  Machines.  Special  Dividing  Machines  (Maguinas  es  peciales  para  gran- 
duar),  J.V.  Hunter.  Ingenieria  Internacional,  vol.  1,  no.  1,  Apr.  1919,  pp.  20-21, 
8  figs.     Type  designed  for  circular  division. 

Portable  Machinery.  The  Use  of  Portable  Machinery  in  Ship  Construction, 
G.  F.  Mackay.  Elecn.,  vol.  82,  no.  15,  Apr.  11,  1919,  pp.  429-431,  9  figs. 
Features  of  electric  caravan,  winches,  sawing  machines,  electric  drills,  and 
electric  deck  planers. 

Tool  Equipment.  Principles  of  Special  Machine  Design,  F.  E.  Johnson.  Machy 
(N.  Y.),  vol.  25,  no.  9,  May  1919,  pp.  797-798.  Concerning  tool  equipment  of 
manufacturing  machines. 

Thread- Milling  Machine.  Continuous  Thread  Milling  Machine  of  Unusual  Design, 
Edward  K.  Hammond.  Machy.  (N.  Y. ),  vol.  25,  no.  8,  Apr.  1919,  pp.  727-729, 
3  figs.  Description  of  machine  designed  for  use  in  turning  and  threading  bars 
of  large  diameter  and  indeterminate  lenght. 

MACHINERY,    WOODWORKING 

Pattern-Turning  Machine.  Pattern  Turning — I,  Joseph  A.  Shely.  Machy. 
(N.  Y.),  vol.  25,  no.  9,  May  1919,  pp.  836-841  12  figs.  Equipment  required 
and  methods  used  in  turning. 

MATERIALS   OF   CONSTRUCTION   AND   TESTING   OF    MATERIALS 

Brass.  Structural  Characteristics  of  Rolled  Sheet  Brass,  H.  A.  Eastick.  Metal 
Indus.,  vol.  17,  no.  4,  Apr.  1919,  pp.  176-178,  6  figs.  Chart  showing  temperature 
at  which  recrystallization  of  alpha  brass  of  different  degrees  of  hardness 
commences. 

Building  Materials.  Cheap  Building  Materials  (Die  Ausstellung  "  Sparsame 
Baustoffe  "  in  der  Austellungshalle  am  Zollogischen  Garten).  Zentralblatt 
der  Bauverwaitung,  vol.  38,  nos.  102  and  103,  Dec.  18  and  21,  1918,  pp.  506-507 
and  513-514,  6  figs.  Describes  exhibits  shown  at  exhibition  in  Zoological 
Garden  in  Berlin,  specially  two  types, —  the  "  Vogt  "  concrete  wall  built  of 
thin  blocks  of  channel  section  interlocked  and  with  certain  interstices  filled 
with  cement  grouting,  and  the  "  Ambi, "  built  of  thin  concrete  plates,  with 
projecting  ribs  which  interlock,  the  key  being  of  cement  grouting. 

Cast  Iron.  Properties  of  Cast-iron  Test  Bars,  H.  J.  Young.  Foundry  Trade  Jl., 
vol.  21,  no.  207,  Mar.  1919,  pp.  157-160,  16  figs.  Photomicrographs  showing 
defects  in  test  bars.  Paper  read  before  Newcastle  Branch  British  Foundry- 
men's  Assn. 

Glues.  Compositions  of  Glues  (Differentes  composiciones  de  cola  en  la  industrial . 
Boletin  de  la  Sociedad  de  Fomento  Fabril,  vol.  35,  no.  12,  Dec.  1918,  pp.  834-840. 
Preparation  of  glues  and  allied  productions  for  industrial  purposes.  (Concluded). 

Leather.  Physical  Examination  of  Leather  and  Leather  Substitutes  (Zur  physika- 
lischen  Prufung  von  Leder  und  Ersatzstoffen  fiir  Leder),  R.  Lauffmann. 
Kunststoffe,  vol.  8,  no.  8,  Apr.  2,  1918,  pp.  85-87,  3  figs.  Examination  regarding 
wearing  qualities,  tearing  resistance,  elongation,  water  absorption  capacity, 
water  permeation  capacity  and  water  resistance,  and  specific  gravity. 

Resistance  op  Materials.  The  Resistance  of  Materials — II,  G.  S.  Chiles  and 
R.  G.  Kelley.  Ry.  Mcch.  Engr.,  vol.  93,  no.  4,  Apr.  1919,  pp.  181-184,  7  figs. 
Effect  of  sudden  or  abrupt  changes  in  section  on  the  distribution  of  unit  stresses. 

Steel.  Dynamic  Resistance  of  Steel  (Sur  la  resistance  dynamique  de  1'acier),  Louis 
Roy.  Comptes  rendus  des  seances  de  TAcademie  des  Sciences,  vol.  168,  no.  6, 
Feb.  10,  1919,  pp.  301-307.  Account  of  theoretical  study  and  experimental 
verifications  with  gun  bullets. 

On  the  Elasticity  of  Steel,  Akimasa  Ono.  Memoirs  of  the  Coll.  of  Eng. 
Kyushu  Imp.  University,  Fuknoka,  Japan,  vol.  1,  no.  4,  1919,  pp.  269-332, 
18  figs.  Experimental  research;  effect  of  elastic  hysteresis  on  indication  of 
load;  temperature  effect  on  deformation  and  effect  of  mechanical  and  thermal 
treatments  on  the  constancy  of  elastic  properties. 


Wire  Rope.  Investigation  of  Wire  Rope,  J.  H.  Griffith.  Eng.  &  Min.  Jl.,  vol.  107, 
no.  17,  Apr.  26,  1919,  pp.  737-738.  Tests  on  wire  ropes  having  diameter 
smaller  Jhan  those  of  average  mine  hoisting  ropes.  Report  by  Bur.  Standards, 
Pittsburgs. 

MEASUREMENTS   AND    MEASURING   APPARATUS 

Calorimeter.  An  Improved  Form  of  Throttling  Calorimeter,  W.  R.  Woolrich. 
Power,  vol.  49,  no.  12,  Apr.  1,  1919,  pp.  495-496,  2  figs.  Explains  how  instru- 
ment may  be  made  self-contained  by  having  necessary  curves  drawn  on  a  metal 
plate  fastened  to  barrel  or  calorimeter. 

Clinometer.  A  Useful  Instrument,  H.  L.  Seymour.  Can.  Engr..  vol  36,  no.  13, 
Mar.  27,  1919,  pp.  335-337,  2  figs.  Abney  Hand  level,  pocket  altimeter  or 
clinometer  and  its  uses  in  surveying  engineering  and  architectural  work. 

Coal  Meters.  A  Coal  Meter  for  Boilers.  Engineer,  vol.  127,  no.  3298,  Mar.  14; 
1919,  p.  261,  2  figs.  Lea  recorder  intended  for  boilers  fitted  with  chain  grates, 
similar  in  operation  to  the  well-known  V  notch  recorders  and  integrators  for 
water  measurements. 

Colorimeter.  The  Numerical  Expression  of  Color  Properties,  Paul  H.  Geiger. 
Michigan  Technic,  vol.  32.  no.  1,  Mar.  1919,  pp.  36-40,  2  figs.  Principle  upon 
which  Nutting  colorimeter  operates. 

Flow  in  Pipes,  Fluid.  Electrical  Measurement  of  Fluid  Flow  in  Pipes,  Jacob  M. 
Spitzglass.  Mech.  Eng.,  vol.  41,  no.  5,  May  1919,  pp.  429-432  and  487,  6  figs. 
Theory  and  development  of  device  embodying  ammeter  and  watt-hour  meter 
in  which  the  electric  current  flowing  is  proportional  to  the  quality  of  fluid 
passing  through  pipe. 

Hardness  Tests.  Hardness  Tests  of  Gun-Barrel  Steel.  William  Kent  Shepard. 
Am.  Mach.,  vol.  50,  no.  16,  Apr.  17,  1919,  pp.  739-742,  2  figs.  Ultimate  strength, 
yield  point,  Brinell  and  scleroscope  hardness  number.  Percentage  reduction 
in  area  and  elongation  in  2-in.  Brinell  diameter  and  scleroscope  hardness  number. 

Indicating  Instruments,  Residence  of.  The  Concept  of  Resilience  with  Respect 
to  Indicating  Instruments,  Frederick  J.  Schlink.  Jl.  Franklin  Inst.,  vol.  187, 
no.  2,  Feb.  1919,  pp.  147-169,  2  figs.  Deals  particularly  with  instruments  of 
index-and-scale  and  value-controlling  types  of  class  of  non-integrating  instru- 
ments, as  distinguished  from  integrating  instruments  and  those  used  for 
comparison  purposes  strictly. 

Microscope.  Usefulness  of  the  Metallurgical  Miscroscope  to  the  Engineer,  E.  D. 
Fahlbarg  Wisconsin  Engr.,  vol.  23,  no.  7,  Apr.  1919,  pp.  255-257,  4  figs. 
Examples  of  its  uses  in  examination  of  carbon  steel. 

Pyrometers.  Standards  of  Temperature  and  Means  for  Checking  Pyrometers. 
Jl.  Am.  Steel  Treaters  Soc,  vol.  1,  no.  3,  Dec.  1919,  pp.  99-110,  7  figs  A 
consideration  of  sources  of  error  in  thermocouple  pyrometers  leads  writer  to 
advise  that  in  order  to  secure  reliable  measurements  in  plant  turning  out  high- 
grade  heat-treated  product,  following  equipment  should  be  available:  Standard 
precision  and  double  range  potentiometers  with  accessories,  one  mounted  and 
two  unmounted  platinum  thermo-couples,  checking  furnace  with  control 
panel  and  extra  standard  cell. 

Scale  Conversion.  Conversion  of  Uneven  into  Even  Scales  (Die  Umwandlung 
einer  ungleichm&Bigen  Teilung  in  eine  gleichmaBige),  Hugo  Krilb.  Zeit- 
schrift  fur  Instrumentenkunde,  vol.  38,  no.  12,  Dec.  1918,  pp.  195-200,  6  figs. 
Conversion  effected  by  means  of  two  equal  bars  hinged  at  one  end  and  con- 
strained to  move  at  the  other  along  a  straight  line  reproducing  both  scales. 
When  hinged  end  is  moved  along  a  curve,  the  shape  of  which  depends  on  nature 
of  uneven  scale,  the  other  ends  point  at  corresponding  values  in  the  scales. 

Steam  Generation.  Determining  Economy  of  Steam  Generation,  G.  H.  Sheasley. 
Power  Plant  Eng.,  vol.  23,  no.  9,  May  1,  1919,  pp.  395-397.  Methods  of 
procedure  and  equipment  required. 

Temperatures,  Low.  The  Meeasurement  of  Low  Temperatures  with  Thermo- 
couples, Thomas  Spooner.  Jl.  Franklin  Inst.,  vol.  187,  no.  4,  Apr.  1919,  pp. 
509-511,  2  figs.  Chromel-alumel  thermocouple  for  measuring  temperatures 
below  0  deg.  cent. 

Thermometer,  Mercury,  Testing.  Simple  Boiling  Point  Apparatus  for  Testing 
Mercury  Thermometers  at  Temperatures  over  100  deg.  C.  (Ein  einfacher 
Siedepunktapparat  zur  Prufung  von  Quecksilberthermometern  bei  Tempera- 
turen  ilber  100  deg.  C),  Gottfried  Dimmer.  Zeitschrift  fiir  Instrumentenkunde. 
vol.  38,  no.  3,  Mar.  1918,  pp.  33-40,  2  figs.  Describes  tests  with  thermoelement 
and  mercury  thermometer  and  results.  Substances  used  were  aniline  of  184. 
1  deg.;  naphthaline  at  218  deg.;  benzophenone  at  306  deg.;  and  sulphur  at 
444.6  deg. 

Turbo-Alternators,  Efficiency.  The  Determination  of  Efficiency  of  the  Turbo- 
Alternator,  S.  F.  Barclay  and  S.  P.  Smith.  Engineer,  vol.  127,  no.  3299, 
Mar.  21,  1919,  pp.  290-291,  2  figs.  Determination  from  measurements  of  the 
cooling  air  and  by  the  "air-heating"  method. 

Water  Level,  Distant.  Measuring  Distant  Water  Levels,  C.  G.  Brown.  Elec- 
tricity, vol.  33,  no.  1482,  Apr.  4,  1919,  pp.  201-202,  3  figs.  Instrument  employ 
relay  connected  to  selenoid  resistance  in  which  contract  placed  alongside  is 
controlled  by  height  of  river  by  means  of  float.  Suitable  arrangement  records 
motions  of  float  at  hydraulic  station 

Water-Waste  Testing.  Devices  for  Water-Waste  Surveys  at  Oak  Park  Illinois. 
Eng  News-Rec,  vol.  82,  no.  17,  Apr.  24,  1919,  pp.  829-831,  2  figs.  Portable 
venturimeter  to  test  pipe  districts  with  pitomcter  inserted  in  house  service. 

MECHANICS 

Articulated  Rods.  The  Articulated  Rod,  T.  L.  Sherman.  Automobile  Eng., 
vol.  9,  no.  125,  Apr.  1919,  pp.  102-106,  16  figs.  Formulae  for  various  mechanical 
quantities  and  inertia  forces  curves  on  articulated-rod  system  in  which  two 
cylinders  are  fixed  in  one  plane  at  a  certain  angle. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


131 


Beams.  Economical  Sections  of  Simple  Reinforced-Concrete  Beams  (Recherche  des 
sections  economiques  des  poutres  simples  en  beton  arme  travaillant  a  la  flexion). 
O.  Guillaumin.  Genie  Civil,  vol.  74,  no.  13,  Mar.  29,  1919  do  249-251 
Proposes  simplification  of  calculation  and  formulae  which  have  appeared  in 
Eng    News,  Feb.   &  June  1907,and  m  Technique  Moderne,  Jan.  1910. 

Distribution  of  Metal  in  Beams  and  Levers,  Eugene  Motchman.  Scale 
Jl.,  vol.  o,  no.  7,  Apr  10,  1919,  pp.  13-14,  7  figs.  Application  of  design  and 
formulae  to  beams  used  in  scales. 

Elastic  Stresses  Strains  due  to  Temperature  Gradients,  with  Special  Reference 
to  Optical  Glass,  Erskme  D.  Williamson.  Jl.  Wash.  Acad.  Sciences,  vol.  9, 
no.  8,  Apr  19,  1919,  pp.  209-217,  1  fig.  General  equations  for  elastic  stresses 
produced  by  temperature  differences  in  spheres,  cvlindcrs  and  slabs  when  the 
temperature  distribution  is  symmetrical  about  the  center  axis  or  central  plane 
respectively.  More  specific  equations  are  given  for  the  case  of  temperature 
distribution  due  to  uniform  surface  heating. 

ames      Analysis  and   Tests  of   Rigidly   Connected   Reinforced   Concrete   Frames, 
ior  University  of  Illinois  Bui.  no.  107,  vol.  lfi,  no.  S,  Oct.  21,  1918, 

106  pp.,  59  figs.  Formula;  for  moments  and  other  indeterminate  quantities 
tor  several  types  of  indeterminate  structures.  Formula,  have  been  derived 
by  methods  involving  use  of  principle  of  least  work,  and  their  applicability  and 
reliability  were  tested  in  frames  designed  according  to  them. 

Irregularity,.  Coefficient  of.  Coefficient  of  Irregularity  of  Steam  Engines, 
Oas  Engines  and  of  Electric  Generators  Running  in  Parallel  (coefficient  d'irregu- 
larite  des  machines  a  yapeur,  moteurs  a  gaz  et  marche  en  parallele  de  genera- 
trices elec  riques),  M.  Barrusta.  Industrie  Electrique,  vol.  28,  no.  642,  Mar.  25, 
iJU,  pp.  104-109.  Formula?  developed  from  assomption  that  fly-wheel  possesses 
two  motions,  one  uniform  and  one  pendular;  in  the  case  of  electric  generators 
motion  is  considered  as  resulting  from  action  of  two  couples  and  its  regularity 
is  expressed  in  terms  of  a  parameter  in  the  differential  equation  of  motion. 

Pendulum  Note  on  the  Motion  of  a  Simple  Pendulem  after  the  String  has  Become 
black,  WB.  Morton  London,  Edinburgh  and  Dublin  Phil.  Mag.,  vol.  37, 
no.  219,  Mar.  1919,  pp.  280-284,  1  fig.  Finds  from  graphs  constructed  from 
theoretical  considerations  that  ultimate  motion  approaches  asymptotical  to 
oscillation  between  ends  of  horizontal  diameter.  " 

Shafts    Critical  Speed  of.     Critical  Speed  in  Tapered  Shaft  Design,    Machinery, 

PritJ-l'.  \?  f  »Mar'  2,°\19,ln'  PP-  694-695,  1  fig.  Diagram  for  determining 
critical  speed  of  tapered  shafts. 

SHAFT  NeiViHKoLT   P?"  St  ,The0La,ral    Vlh"tion   of   Loaded   Shafts   in    the 

Neighbourhood  of  a    Whirling  Speed-the  Effect  of    Want  of  Balance,  H.   H. 

Jeefcott.     London,  Edinburgh  and  Dublin  Phil.   Mag  .  vol.  37.  no.  219,   Mar. 

"„i\-'iPP"  ,?'     j  fagP-     Discusses   «ow   want    of    balance   causes  so-called 

whirling  speeds     and  to  what  extent  it  is  practical  to  carry  balancing. 

Springs      Thermodynamics  of  Springs  (Zur  Thermodynamik  der  Federal,  H.  Bock. 

^eitscnrift   fur    Instrumentenkunde,    vol.    38,    no.    7,    July    191s.    pp.    109-115     ' 
fherlS;i„  evolved    after    p-r   diagram    of    Ga,t    theory    for    presenting 

»t  wf,  Pro4f?fs:  apphcation  of  method  to  theory  of  springs  makes  it  possible 
at  least  partly  to  calculate    '  elastic  after  effect  "  by  means  of  entropy  theoi 
ti    7?     TrW  The°r5J  °,f  ?la,te  Springs— III,  David  Landau  and  Perey  B,  Pan 
Jl.  Franklin  Inst.,  vol.   187,   no.  2,  Feb.   1919,    pp.   199-213.  3  Bgs      On      ,,»," 
stresses  and      life     of  plates  under  varying  stresses  produced  in  metal  when  in 

MOTOR-CAR    ENGINEERING 
Aluminum      The    Why  of  Aluminum   in    Motor  Cars,   II.    M.   Taylor.      Motor   Age, 

almoin?-"  1  '  AfPri  1?-  1919'  PP,  7~CJ-  3  f,SS'  Feature  oi  8"f-vl.  engine  biult 
almost  entirely  of  aluminum;  welding  and  machining  aluminum  parts. 

Brake  Levers  Determining  Correct  Location  of  Brake  Levers,  Walter  C.  Baker 
Automotive  Industries  vol.  40,  no.  17,  Apr.  24,  1919,  pp.  914-917  g  figs 
a^dTheir  men,^',  °\  ,ra^iDg  'SftW  °<=  remedied  by  enangmg  their  loads 
due  !lla  ''  Maintains  that  brakes  are  not  to  blame  for  pedal  motion 
aue  to  torque  and  spring  action. 

BENZ0MarB29ZO19iqS  »  M^^'«Erio  *■  Wa,ford-  Autocar,  vol.  42,  no.  1223. 
mixed with "petrol!  '        ^  'S  coucermnS  lts  »•.  ««>er  by  istelf  or 

DESIQ  AutIm0„EHveSiiVen(,a"d  R?tr,^reSsiye  Designing,  Otto  M.  Burkhardt.  Jl.  Soc. 
elhnTaHonofcer^Vnl0,  4'  T  4'  APr-.19,l9-  PP-  Technical  considerations  on 
of  toroue  and  SS  !  and  m(™bprs  '"  ^sign  of  motor  vehicle.  Elimination 
ot  torque  and  radius  rods  is  one  of  various  examples  considered. 

H,.nPr°nabI.i?ffr\0n  Autom,obiI^  "f  Experience  with  War  Airplanes,  O.  E 
S",",';11-  boc-  Automotive  Engrs.,  vol.  4,  no.  4,  Apr.  1919,  pp  243-"  15 
£°fe  mProyementfl  ,n  airplane  engines  not  suitable  or  cars,  writer  believes 
mobi  ?isT,in tSSffih*  CO"tnfb^ion  Which  the  ^lane  has  made  to  the  ito- 
o  desLn  and  til  f  th°U°ht  °f  T'l,lstr>-  as  B  "hole  that  has  resulted  from  study 
oi  design  and  manufacturing  problems. 

ENGINH^nr^f  CrSe^Sf  slrCrf,En™e  Development  on  Automobile  Practice, 
WflM9  w?,  ,  J1-  Sor-  Automotive  Engrs,  vol.  4,  no.  4,  Apr  1919  DD 
240-242.  Writer  does  not  expect  any  radical  change  in  automobUe  design '  It 
only  a  probable  increase  in  number  of  'Valve-m-th>head"  engines. 

European  Cars.     Post-War  Cars  Designed  by  Europe.  W.  F.  Bradley       Motor  W 

L^^s^^w^mer^ca^mo^24-27'  "  ^      °""«"*-  "f  »22S& 

24 1^  PAPni| ifl^°s^sssas  asssys&a  s& 

A«r^0m»r£f%.«J  ?'?,™%»l!'  .»}•■  Auto,  vol.  24,  no  15, 
Panhard.  300-364,   8  figs.      Mechanical  arrangement  of  the   16  hp 

A    New   British    Quantity-Production   Car.     Automotive   Industries     vol 
'  "A   &X&&&  r  P°7-"Tp4  fi2S       ^  2~openTounngScar01' 
29     1919    L    4"  1M     7  H    P'"^d-^-":>        ^tocar,   vol  42.  no.   1223,    Mar. 
£/„; r  u    ?p'    i    "     4t,    ■  h!rs-     Fr;1"ra  Swiss  high-powered  car      Feature     u 
front-wheel  brakes  and  smgle  sleeve-valve  V  engme 


ioioThe  2,<?;n5,Hp-felix"Cyli,nder  Straker-  Autocar,  vol.  42,  no.  1223,  Mar.  29, 
l  Jl  J,  pp.  429-431,  5  figs.  Car  with  engine  having  separate  cylinders,  aluminum 
pistons,  and  overhead  valve-operating  mechanism. 

Kerosene  Burning.  Paraffin  as  Fuel,  Harry  R.  Ricardo.  Automobile  Engr.,  vol. 
9,  no.  122,  Jan.  1919,  pp.  2-5,  5  figs.  Principle  of  utilization;  type  of  carburetor  ■ 
required;  results  of  tests. 

Lubrication.  The  Lubrication  of  Motor  Cars,  G.  W.  A.  Brown.  Automobile  Engr., 
vol.  9,  no.  125,  Apr  1919,  pp.  110-115,  34  figs.  Suggests  improvement  in  oiling 
of  gear  box,  universal  joints,  live  axle,  steering  gear  and  other  components  of 
chassis.     Paper  read  before  Instn.  Automobile  Engrs. 

State  Regulation.     Regulation  of  the  Speed,   Weight,  Width  and  Height  of  Motor 

onna5,d,Tra,1,lers'  peorge  Graham.     Can.  Engr.,  vol.  36,  no.  6,  Feb.  6,  1919, 

f.  ?'  -00"202-     Plan  of  Am.  Assn.  of  State  Highway  Officials  for  uniform  truck 

Steam  Cars  The  Clarkson  Steam  Chassis  Type  IX.  Automobile  Engr.,  vol.  9. 
no  122,  Jan.  1919,  pp.  17-21,  12  figs.  Four-cylinder  tandem  compound  engine 
with  coke  as  fuel. 

Temperature  Control.  Controlling  the  Water  Temperatures,  Eric  W.  Walford 
Autocar,  vol.  42  no.  1224,  Apr.  5,  1919,  pp.  471-473,  5  figs.  Methods  for 
increasing  thermal  efficiency  and  ease  of  starting  and  for  promoting  vaporization 
ot  tuel,  by  reulating  effective  radiating  surfaces. 

Tires  Rubber-Substitute.  Substitute  for  Rubber  Tires  (Ersatz  fur  Kautschukrei- 
fen),  Jahr  Kunststoffe,  vol.  8,  nos.  14  &  15,  Jul.  2,  and  Aug.  1,  1918,  pp.  157- 
IbO  and  173-17o,  26  figs.  Substitutes  used  are  principally  leather,  all  kinds  of 
woven  materials,  telt,  paper,  vegetable  fibres,  hair,  bristles,  etc.  Various  types 
of  tires  and  methods  of  fastening  them  to  rim  are  described. 

,  r,otes  °"  Pe^man  Mechanical  Transport,  G.  F.  Randall.  Motor  Traction, 
vol.  28,  no.  736,  Apr.  9  1919,  pp.  305-307,  5  figs.  Tires  substituted  by  device 
consisting  of  hardwood  blocks  let  into  rims  of  ordinary  steel  or  artillery  wheels 
and  held  in  place  by  split  steel  bands  bolted  up  on  each  side  of  blocks  in  such  a 
way  as  to  render  the  wooden  tires  easily  removable. 

Tires,  Truck.  Pneumatic  Tires  on  Trucks,  B.  B.  Bachman.  Jl.  Soc.  Automotive 
Engrs.,  vol  4,  no.  4,  Apr.  1919,  pp.  298-302.  Advantages  claimed  for  pneumatic 
tires  air  reduction  in  mechanical  repairs  increase  in  permissible  speed,  decrease 
in  gasoline  and  oil  consumption,  less  fatigue  for  men  lessened  depreciation  of 
roads  and  greater  tractive  ability. 

THACTOBS.  Twin  City  12-20  Kerosene  Tractor,  P.  M.  Heldt.  Automotive  Industries, 
vol.  40,  no.  It,,  Apr.  17,  1919,  pp.  836-S39,  5  figs.  Three-plow  tractor  with  double 
intake  and  exhaust  valves  enclosed  drive,  pressure  lubrication,  thermostatic 
temperature  control,  backbone  frame  construction  and  front-spring  suspension 

I  he  Velie  Biltwell  Tractor,  P.  M.  Heldt.  Automotive  Industries,  vol  40 
no.  15,  Apr.  10,  1919,  pp.  799-804,  15  figs.  Three-plow  machine  with  kerosene- 
ourmng  engine,  3-speed  sliding-gear  transmission  and  incloses  bull-gear  drive. 

Tricks.  J-Whem,  Drive.  Special  Parts  for  Four- Wheel  Drive  Trucks,  Harry  C 
Batterthwaite.  Am.  Mach.,  vol.  50,  no.  15,  Apr.  10,  1919,  pp.  691-698  21 
tigs  Operations  on  ball-and-socket  joint  placed  on  each  end  of  front  a\le 
truck  is  both  steered  and  driven  in  front. 

War  Experience.  Touring  Cars  on  War  Service.  Automobile  Engr.,  vol.  9  no' 
h  '  PP'   13"lfi'  3  figs-     Notes  °n  performance  of  lighter  transport 

Motor-Lorry  Design.     Times  Eng.  Supp.,  vol.  15,  no.  533,  Mar.  1919,  p   103 
Lessons  ol   war  service. 

PIPE 

Layout.  A  Problem  in  Piping  Layout,  James  Leslie  Lane.  Boiler  Maker,  vol  19 
no   4.  Apr.  1919,  p.  93,  1  fig.      Mathematical  computatio  nof  angles  and  lengths 

Piping^  Piping  and  Pipe  Fittings.  Southern  Engr.,  vol.  31,  no.  2,  Apr.  1919,  pp 
.in-.,u,  1/  tigs.     Calculations,  layout,  sizes,  bends,  traps,  and  other  arrangements 


Sci.   Am.   Supp., 
Factors  on  which 


POWER  GENERATION 

California  Water  Power  in  California.  Andrew  H  Palmer 
vol  87,  no.  2260,  Apr.  20,  1919,  pp.  200-201  and  271,  4  figs! 
it  depends  and  the  extent  to  which  it  might  be  utilized. 

Canada.  The  Present  Electrical  Outlook  in  Canada,  A.  S.  L.  Barnes.  Electrical 
Review,  vol.  84.  no.  2159,  Apr.  11,  1919,  pp.  421-423.  Councils  furthering 
British  electrical  trade  with  Canada.     (Concluded.)  B 

Coquitlam  Buntzbw,     The  Coquitlam  Buntzen  Hydro-Electric  Plant,  F   C   Perkins 

^Tnon1!36'  V(,'-  \'\'  n°'  4'  Apr'  5-  191°'  PP'  *™G-  5  fi«a-  Originally  designed 
for  12,000  hp.,  plant  has  grown  to  S.5,000  hp.  Growth  of  project  is  described  and 
capabilities      of      economically      developing      750,000      hp.      are      examined. 

Eastern  States  Hydro-Electric  Development  in  Eastern  States,  D.  H.  Colcord 
Power  Plant  Eng.  vol.  23,  no.  8,  Apr.  15,  1919,  pp.  362-364,  4  figs.  Plants  at 
Niagara  Falls,  Holtwood  and  Rochester.  B    l 

(.  is  and  Electricity.  Distribution  of  Heat,  Light  and  Motive  Power  by  Gas  and 
Electricitv,  Dugald  Clerk,  Colliery  Guardian,  vol.  117,  no.  3039,  Mar  28  1919 
W,7''"/1;  /  hepretical  efficiency  of  estimated  average  performances  of  gas 
Soc    of  Arts  E  '  u,ldertaklngs  of  Umted  Kingdom.     Paper  read  before  Roy. 

Illinois      Independent  Illinois  Power  System.     Power  Plant  En"  ,  vol    23    no    9 

^nnV'  19.1\?P-  391;393,  5  ^S,  Abbott  U«bt  &  Power  Co's  «  miles  of  line 
supplying  lighting  and  power  load  of  400  kw.  to  ten  towns. 

Inter  connection      Interconnection  Reduces  Steam  Reserve  Necessary,  L.  J.  Moore 
v  tvi™  ,    '  It  73t  n°'  1?'  Apr  26,  1919,  pp.  840-842.  4  figs.     Results  obtained 
by  tying  together  power  systems  in  Central  California. 


132 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Muscle  Shoals.  Features  of  Muscle  Shoal  Station,  Edward  R  Welles  and  W.  A. 
Shondy.  Elec.  World,  vol.  73,  no.  15,  Apr.  12,  1919,  pp.  729-732,  4  figs 
Characteristics  of  power-plant,  particularly  boiler,  furnace,  stoker,  condensers 
and  auxiliaries. 

Pittsburgh  District.  Power  Production  for  Electrochemical  Purposes,  C.  S.  Cook. 
General  Meeting  Am.  Electrochemical  Soc,  Apr.  3-5,  1919,  paper  no  10,  pp. 
167-171.  Cost  in  Pittsburgh  district,  particularly  when  generated  in  large 
stations  and  when  off-peak  power  is  used  for  electrochemical  and  electrometal- 
lurgical  purposes.  Writer  concludes  that  this  kind  of  steam  power  can  compete 
with  water  power  in  all  except  the  most  favorable  cases  for  developing  hydraulic 
power. 

State  Aid.  State  Aid  for  Water  Power  Development,  Alfred  M.  Beale.  Can.  Engr., 
vol.  36,  no.  13,  Mar.  27,  1919,  pp.  333-334.  Complete  ownership  by  Government 
is  not  considered  essential,  but  it  is  suggested  that  Government  furnish  capital 
and  control  rates. 

Swift  Rapids  Plant.  Electric  Power  from  Swift  Rapids  Plant.  Elec.  News,  vol. 
28,  no.  7,  Apr.  1,  1919,  pp.  27-31,  9  figs.  Combination  generating  plant  and 
ship  lift  lock. 

POWER  PLANTS 

Boiler  Mountings.  Boiler  Mountings.  Mar.  Engr.  &  Naval  Architect,  vol.  41, 
no.  499,  Apr.  1919,  pp.  210-214,  5  figs.  Blow-out  apparatus.  (Continued.) 
Paper  read  before  Liverpool  Eng.  Soc. 

Boiler  Room.  Saving  Coal  in  the  Blackstone  Power  Plant,  W.  A.  Eberman.  Power, 
vol.  49,  no.  17,  Apr.  29,  1919,  pp.  632-634,  3  figs.  Remodeling  of  boiler  furnaces 
together  with  co-operation  of  operating  force  and  intelligent  use  of  instruments 
is  said  to  have  resulted  in  saving  fuel  amounting  to  12  per  cent. 

Clinker  Grinders.  The  Clinker  Grinder  in  Modern  Boiler  Practice,  Charles  H. 
Bromley.  Power,  vol.  49,  no.  16,  Apr.  22,  1919,  pp.  592,  598,  12  figs.  Describes 
various  grinders  and  gives  their  performance  data  as  obtained  in  different 
installations. 

Condensers.  Surface  Condensing  Plant  for  Large  Power  Stations,  R.  J.  Kaula. 
Electrical  Review,  vol.  84,  no.  2160,  Apr.  18,  1919,  pp.  453-455  and  (discussion) 
pp.  455-456,  2  figs.  Graph  showing  lb.  of  free  air  at  atmospheric  pressure  against 
plant  capacity  in  1000  lb.  of  steam  per  hour;  arrangement  of  strainers  and  pumps 
on  tidal  river.     Papei  read  before  Instn.  Elec.  Engis. 

Economizers.  Proportioning  Fuel  Economizers,  A.  B.  Clark.  Power,  vol.  49,  no. 
16,  Apr.  22,  1919,  pp.  613-615,  5  figs.  Data  showing  advantages  of  contraflow 
over  parallel  flow  of  water  and  gas. 

Equipment.  Modern  Steam  Power  Station  Equipment,  Joseph  G.  Worker.  Coal 
Indus.,  vol.  2,  no.  4,  Apr.  1919,  pp.  157-163;  13  figs.  Review  of  equipment 
installed  in  various  power  plants. 

Governor.  An  Electrically-Operated  Steam  Engine  Governor,  G.  T.  Garwood. 
Model  Engr.  &  Elee.n.,  vol.  40,  no.  936,  Apr.  3,  1919,  pp.  234-236,  2  figs.  A 
throttle  actuating  solenoid  is  switched  in  and  out  by  a  centrifugal  device  similar 
to  an  ordinary  shaft  governor. 

Oil  Filters.  Reducing  Cost  of  Production  by  Saving  Coal  and  Oil  (Die  Vermiudering 
der  Betriebskosten  durch  Ersparnisse  an  Kohlen  und  Oel),  Otto  Grumer. 
Kunststoffe,  vol.  8,  no.  8,  Apr.  2,  1918,  pp.  88-92,  10  figs.  Recommends  counter 
current  preheaters  as  efficient  in  reducing  coal  consumption  and  repair  work  and 
suggests  installation  of  oil  filter  for  steam  in  order  to  prevent  oil  particles  from 
getting  into  pipe  system,  thereby  reducing  efficiency  of  preheater. 

Stand-By  Operation.  Converting  Steam  Plant  to  Stand-by  Operation,  L.  M. 
Klauber,  Jl.  Electricity,  vol.  42,  no.  8,  Apr.  15,  1919,  pp.  353-357,  3  figs.  Prob- 
lems met  in  turbine  and  boiler  rooms.  From  report  of  Eng.  Committee  for 
Spring  Convention  of  Pac.  Coast  Section  N.E.L.A. 

Stokers.  Influence  of  Chemistry  upon  Improvement  in  Stoker  Design,  Clyde  H. 
McClure.  Elec.  Rev.,  vol  74,  no.  16,  Mar.  19,  1919,  pp.  620-621.  States  that 
from  viewpoint  of  chemical  engineer  future  improvement  in  mechanical  stokers, 
specially  for  territory  dependent  upon  Indiana  and  Illinois  coal,  lies  in  combina- 
tion of  chain-grate  and  underfeed  types. 

Turbines.  United  States  Nitrate  Plant  No.  2,  at  Mus'  le  Shoals.  Charles  H.  Bromlev. 
Power,  vol.  49,  nos.  13  and  15,  Apr.  1  &  15,  1919,  pp.  482-488  and  558-561, 
14  figs.  Description  of  triple  cylinder,  pure-reaction,  parallel-flow  turbine; 
60,000-kw.  unit  has  four  condensers,  each  of  25,000  sq.  ft.  of  Muntz-metal  tube 
surface. 

Turbo-Generators.  Narragansett  Company  Installs  45,000-kw.  Turbo-Generator, 
J.  P.  Rigsby.  Power  Plant  Eng.,  vol.  23,  no.  8,  Apr.  15,  1919,  pp.  349-353. 
3  figs.  Installation  is  of  cross-compound  double-unit  type,  consisting  of  a 
high-  and  a  low-pressure  unit,  each  connected  through  a  flexible  coupling  to  its 
own  generator. 

Valves  and  Fittings.  Valves  and  Fittings  in  Marine  Work,  A.  G.  Christie.  Ship- 
ping, vol.  7,  no.  2,  Apr.  12,  1919,  pp.  19  and  22.  Comments  on  marine  practices 
from  viewpoint  of  central  station  man.  Paper  presented  before  Baltimore 
Section,  Am.  Soc.   Mech.  Engrs. 

Water  Treatment.  Principles  of  Boiler  Water  Treatment.  Ry.  Rev.,  vol.  64,  no. 
14,  Apr.  5,  1919,  pp.  547-549.  Origin,  effects  and  means  of  removing  scale; 
processes  and  economies  of  water  treatment. 

Boiler  Water  Treatment.  Dept.  of  the  Interior  Bur.  of  Mine?,  tech. 
paper  218,  1919,  8  pp.  How  a  reduction  in  heat  losses  may  be  effected  through 
substitution  of  softened  for  hard  boiler  water.  Reprint  of  Eng.  bul  no  3. 
prepared  by  V.  S.  Fuel  Administration. 

PRODUCER  GAS 

Gas-Producer  Plant.  Details  of  Operation  of  a  Gas  Producer  Plant,  J.  S.  McClimon. 
Gas  Age,  vol.  43,  no.  8,  Apr.  15,  1919,  pp.  421-423,  4  figs.  Recommendations 
to  operators  and  superintendents 


PUMPS 

Cost  of  Pumping.  Cost  of  Pumping  Through  Pipe  Lines,  G.  C.  Habermeyer.  Can. 
Engr.,  vol.  36,  no.  17,  Apr.  24,  1919,  pp.  402-403.  Table  showing  cost  in  dollars 
per  mile  per  million  U.S.  gal.  of  pumping  water  at  various  rates  through  different 
sizes  of  cast-iron  pipe  lines. 

Pumping  Station  Design.  Design  of  New  Electric-Drive  Water-Pumping  Station 
was  Governed  by  Power  Rate,  Henry  W.  Taylor.  Eng.  News-Rec,  vol.  82, 
no.  14,  Apr.  3,  1919,  pp.  653-655,  2  figs  Water  consumption  change  in  power, 
power  rates  and  changes  in  design  involved  in  development  of  pumping  station 
of  water  works  at  Cohoes,  N.  Y. 

Pumping  Station.  Distribution.  Vergennes  Pumping  Station,  Henry  W.  Taylor. 
Fire  &  Water  Eng.,  vol.  65,  no  is,  Apr.  30,  1919,  pp.  984-985,  4  figs.  System 
of  distribution. 

SUBMERSIBLE  Pumps.  Submersible  Salvage  Pumps  and  Engines.  Engineer,  vol.  127, 
no.  3299,  Mar.  21,  1919,  pp.  274-275  &  278,  9  figs.  Means  adopted  to  permit 
ability  of  engines  to  withstand  submergence  in  water  are:  Every  part  of  mech- 
anism is  arranged  inside  trunk  of  crank-case  and  those  parts  which  protrude  are 
of  robust  construction;  all  openings,  such  as  inlet  and  exhaust  are  provided  with 
easily  attached  covers,  which  prevent  water  from  getting  into  interior  of  engine 

REFRACTORIES 

Zirconia.  Zirconia:  Its  Utilisation  as  a  Refractory  Substance,  an  Opacifier,  and  an 
Abrasive,  M.  A.  Granger.  Chemical  News,  vol.  118,  nos.  3073  and  3074,  Mar. 
7  and  14,  1919,  pp.  115-118  and  121-123.  Mar.  7;  Chemical  nature  of  zirconi- 
ferous  minerals.  Mar.  14:  Experiments  on  extraction  of  zirconia  by  alkaline 
carbonate. 

REFRIGERATION 

Absorption  System.  Mechanical  Refrigeration — III.  Southern  Fvngr.,  vol.  31,  no. 
2,  Apr.  1919,  pp.  51-57,  2  figs.  Diagram  of  absorption  system  and  direction 
diagram  showing  course  of  gas  and  aqua  ammonia. 

Ammonia  Compression.  Economical  Ammonia  Compression,  A.G.Solomon.  Power 
Plant  Eng.,  vol.  23,  no.  8,  Apr.  15.  1919,  pp.  370-373.  Advises  stopping  of 
leaks  and  regulating  pressures. 

Compression  Refrigerating  Machine.  The  Compression  Refrigerating  Machine. 
Gardner  T.  Voorhees.  Ice  &  Refrigeration,  vol.  56,  no.  4,  Apr.  1919,  pp.  257- 
259.  Operation  of  water  and  steam  cycle;  general  comparison  of  refrigerants. 
(Continuation  of  serial.) 

The  Ammonia  Compression  Refrigerating  System — XXIX,  W.  S.  Doan. 
Refrig.  World,  vol.  54,  no.  4,  Apr.  1919.  pp.  32-34,  4  figs.  Methods  of  purging 
permanent  gases  from  condenser  without  losing  a  great  amount  of  ammonia. 
(Concluding  article.) 

Refrigeration  by  Steam  Compression  (Eutwicklungsformen  des  Dampf- 
Kiilteprozesses),  P.  Ostertag.  Schweizerische  Bauzeitung,  vol.  73,  no.  4,  Jan. 
25,  1919,  pp.  33-35,  8  figs.  Schemes  of  plant  operating  on  this  principle,  with 
reference  to  plant  exhibited  by  Silizer  Bros,  at  Berne  exposition  in  1914. 

Fruit,  Cold  Storage  for.  Cold  Stores  for  F'ruit  in  Denmark  (Forsgskleanheg  paa 
Statens  Havebrugs-Forsgsstation  ved  Blangsted),  Erik  Holten.  Ingenioren, 
vol.  28,  no.  14,  Feb.  15,  1919,  pp.  89-91,  4  figs.  Installation  of  horizontal  double- 
acting  CO2  machine. 

Ice  Plants.  Deterioration  of  Ice  Plants,  Fred  Ophuls.  Ice  &  Refrigeration,  vol. 
56,  no.  4,  Apr.  1919,  pp.  201-202.  Advisability  of  making  repairs  of  any  defect 
as  soon  as  same  is  discovered. 

Competition  and  Co-operation  among  Ice  Manufacturers  T.  Robert  Appel. 
Ice  &  Refrigeration,  vol.  56,  no.  4,  Apr.  1919,  pp.  202-205.  Co-operation  as  a 
remedy  for  eliminating  competition. 

RESEARCH 

Bureau  of  Mines,  Pittsburgh  Station.  The  New  Pittsburgh  Station  of  the  Bureau 
of  Mines,  Pts.  1  and  2,  George  W.  Harris.  Coal  Age,  vol.  15,  nos.  16  and  17, 
Apr.  17  and  24,  1919,  pp.  707-711  and  749-751,  6  figs.  Apr.  17:  Consists  of 
central  administration  building  and  two  wings,  one  containing  the  chemical 
laboratories  and  the  other  the  mechanical  laboratory.  Apr.  24:  During  war, 
station  was  devoted  to  assisting  in  war  work.  It  is  now  being  organized  to  operate 
on  a  peace  basis.     (To  be  continued.) 

Government  Bureau,  Heating  and  Ventilation.  Heating  and  Ventilation  a 
National  Issue,  Werner  Nygren.  Domestic  Eng.,  vol.  87,  no.  2,  Apr.  12,  1919, 
pp.  47-49  and  86.     Advocates  Government  research  bureau. 

Laboratory  Organization.  The  Functions  of  a  Research  Laboratory,  Saul  Dush- 
man.  Can.  Chem.  Jl.,  vol.  3,  no.  4,  Apr.  1919,  pp.  118-121.  Internal  organi- 
zations and  results  of  research  laboratory  of  General  Electric  Co. 

Laboratory  Research  and  Mill  Practice.  Relations  of  Laboratory  Research  to 
Mill  Practice.  Metal  Indus.,  vol.  17,  no.  4,  Apr.  1919,  pp..  174-176,  7  figs. 
Value  of  metallurgical  research  and  chemical  analyses.  Illustrated  by  examples 
in  which  the  defects  in  structure  were  determined  by  these  processes.  From 
Scovil  Bul. 

The  Relationship  between  the  Laboratory  and  the  Workshop,  W.  R. 
Barclay,  Engineering,  vol.  107,  no.  2779,  Apr.  4,  1919,  pp.  456-457.  In  reference 
to  principles  of  operation  and  objects  of  accomplishment  both  in  laboratory  and 
in  workshop.     Paper  read  before  Inst,  of   Metals. 

The  Scope  of  the  Works  Laboratory,  Frederick  C.  A.  H.  Lantsberry. 
Engineering,  vol.  107,  no.  2779,  Apr  4,  1919,  pp.  437-438.  Particular  reference 
is  made  to  service  given  by  research  laboratory  in  metallurgical  and  chemical 
works.     Paper  read  before  Inst,  of  Metals. 

Municipal  Testing  Laboratory.  The  Organization  of  aStandaid  Municipal  Testing 
Laboratory,  J.  O.  Preston.  Cornell  Civil  Engr.,  vol.  27,  no.  2,  Mar.  1919,  pp. 
50-65,  1  fig.     Reasons  for  establishing  it  and  fundamentals  of  design. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


133 


Organization.  The  Government  and  the  Organization  of  Scientific  Research — I  & 
II,  Frank  Heath.  Chemical  News.  vol.  118,  nos.  3074  &  3075,  Mar.  12  and  21, 
1919,  pp.  127-129  and  134-137.  Policy  advocated  by  Advisory  Council  is 
encouraging  research  workers,  organizing  research  by  industries  and  establishing 
national  research.     Paper  read  before  Roy.  Soc;  of  Arts. 

STANDARDS  AND  STANDARDIZATION 

Chemical  Standards.  Chemical  Standards  in  Relation  to  the  Iron  and  Steel  Trades, 
H.  W.  Brearley.  Jl.  Soc.  Chem.  Indus.,  vol.  38,  no.  6,  Mar.  31,  1919,  pp.  97R- 
98R.  Claims  that  advent  of  regular  microscopic  examination  and  what  are 
called  metallographic  methods  has  caused  a  steady  decline  in  the  value  of  chemi- 
ical  analysis  as  a  means  of  determining  specifications  for  high-class  steel  material. 
Comments  on  Chem.  Standards  in  issue  of  Feb.  15,  p.  15T. 

Industrial  Standards.  Engineering  and  Industrial  Standardization.  C.  A.  Adams. 
Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  38  no.  4,  Apr.  1919,  pp.  549-559.  Machinery 
proposed  by  Am.  Engrs.  Standards  Committee  to  create  and  regulate  industrial 
standards. 

Standardized  Parts  Production.  The  Production  of  Standardized  Parts — I, 
Herbert  C.  Armitage.  Machinery,  vol.  14.  no.  341,  Apr.  10,  1919,  pp.  55-57, 
2  figs.  Jigs,  tools  and  special  machines;  formulae  of  output  to  pay  for  tools. 
Paper  read  before  Lnstn.  Mech.  Engrs. 

Turbo-Generators.  Standardization  of  Turbo-Generators  (Normalisation  des 
groupes  eJectrogenes  a  turbines  a  vapeur).  Revue  Generale  de  l'Electricite, 
vol.  5,  nos.  14  and  15,  Apr.  5  and  12,  1919,  pp.  517-527  and  551-556,  4  figs. 
Specifications  prepared  by  technical  committee  of  the  Chambre  Syndicale  des 
Constructeurs  de  Gros  Materiel  electrique.  Apr.  5:  Concerning  turbine  and 
coupling.     Apr.  12:  Relating  to  electrical  part. 

STEAM   ENGINEERING 

Boiler  Heads.  Areas  of  Segments  of  Boiler  Heads,  C.  H.  Berry.  Power,  vol.  19, 
no.  17,  Apr.  29,  1919,  pp.  644-645,  4  figs.  Charts  based  on  formulas  quoted  in 
paragraphs  214  and  217  of  Am.  Soc.  Mech.  Engrs.  boiler  code,  edition  of  1918. 

Boiler,  Hudson.  The  Hudson  Patent  Cylindrical  and  Water  Tube  Boiler.  Colliery 
Guardian,  vol.  117,  nos.  30-40,  Apr.  4.  1919,  p.  777,  4  figs.  Large  water-holding 
capacity  and  steam  reserve  of  Lancashire  type,  combined  with  quick  steaming 
properties  and  positive  circulation  of  water-tube  type,  has  been  aimed  at  in 
design. 

Cross-Compound  Engines.  Checking  Up  Alignment.  George  H.  Wallace.  Power 
Plant  Eng.,  vol.  23,  no.  8,  Apr.  15,  1919,  pp.  367-368.  Procedure  in  ease  of 
cross-compound  engine. 

Safety  Valves.  Some  Important  Points  on  Boiler  Heating  Surface,  G.  J.  Wells. 
Mar.  Eng.  of  Canada,  vol.  9,  no.  3,  Mar.  1919,  pp.  120-121  and  70.  Report  of 
committee  giving  regulations  for  determining  size  of  safety  valve  of  ordinary 
type  required  on  each  boiler.     Paper  read  before  Inst.  Mar.  Engrs. 

Turbines.  Some  Aspects  in  Steam  Turbine  Design.  Steamship,  vol.  30,  no.  358, 
Apr.  1919,  pp.  229-232.  Progress  of  steam  turbine  as  commercial  proposition, 
particularly  as  applied  to  marine  propulsion.  Paper  read  before  Assn.  Eng.  & 
Shipbuilding  Draftsmen.  " 

THERMODYNAMICS 

Gasoline  Vapor.  Physical  Properties  of  Gasoline  Vapor  (Proprietes  physiques  de  la 
vapeur  de  p^trole),  Jean  Rey.  Comptes  rendus  des  seances  de  l'Academie  des 
Sciences,  vol.  167,  no.  10,  Mar.  10,  1919,  pp.  509-513.  Deduced  from  the 
entropic  diagram  presented  in  Comptes  rendus,  vol.  166,  1918,  p.  387. 

Heat  Flow.  The  Transmission  of  Heat  Through  Heavy  Building  Materials,  Eng.  & 
Contracting,  vol.  51,  no.  18,  Apr.  30,  1919,  pp.  442-443.  Experiments  tarried 
out  by  Dcpt.  of  Heating  and  Ventilating  Eng.  of  University  of  London. 

Mechanical  Equivalent  of  Heat.  Sadi  Carnot's  Determination  of  the  Mechanical 
Equivalent  of  Heat  (La  determination  de  l'equivalent  mecanique  de  la  ehaleur 
par  Sadi  Carnot),  L.  D6combe.  Revue  Generale  de  l'Electricite.  vol.  5,  no  12, 
Mar.  22,  1919,  pp.  442,  443.  Expressions  used  by  Carnot  in  his  Reflexions 
on  the  Motive  Power  of  Fire  are  quoted  to  prove  that  he  was  the  first  to  establish 
the  two  thermodynamic  laws.  Paper  before  l'Academie  des  Sciences,  Feb. 
3,  1919.     (See  Comptes  rendus,  vol.  168,  pp.  268-271.) 

How  Carnot  Calculated  the  Mechanical  Equivalent  of  Heat.  An  unpub- 
lished Document  (Comment  Carnot  a  calculi  l'equivalent  mecanique  de  la 
ehaleur.  Un  document  inedit),  C.  Raveau.  Comptes  rendus  des  seances  de 
l'Academie  des  Sciences,  vol.  168,  no.  11,  Mnr.  17,  1919,  pp.  549-552.  Quotes 
from  Notes  Infdites  de  Sadi  Carnot  expression  writer  used  in  connection  with 
experiments  on  work  done  in  isothermal  expansion  of  a  given  volume  of  gas. 

Radiation.  Note  on  the  Coefficient  of  Total  Radiation  of  a  Uniformly  Heated  En- 
closure, W.  W.  Coblentz.  Jl.  Wash.  Acad.  Sci.,  vol.  9,  no.  7,  Apr.  4,  1919, 
pp.  185-187.  Experimental  verification  of  writer's  previous  conclusion  in  regard 
to  value  of  Stefan-Boltzmann  constant  of  radiation. 

Specific  Heats  of  Aqueous  Solutions.  The  Specific  Heat  of  Aqueous  Solutions, 
with  Special  Reference  to  Sodium  and  Potassium  Chlorides,  W.  R.  Bousefield 
and  C.  Elspeth  Bousfield,  Phil.  Trans.  Roy.  Soc.  London,  Ser.  A,  vol.  218,  no. 
562,  Feb.  25,  1919,  pp.  119-156,  7  figs.  Experimental  study  of  contruction  of 
water  when  a  solute  is  dissolved  in  it  with  reference  to  specified  heat  of  solution. 
A  cylindrical  Dewar  vessel  immersed  in  water  bath  as  the  calorimeter,  and  a 
"  mercury  resistance  thermometer"  as  the  electric  heater. 

WELDING 

Acetylene  Welding.  Oxy-Acetylene  Welding  in  the  Railroad  Shops,  F.  Hazeldine. 
Can.  Machy.,  vol.  21,  no.  14,  Apr.  3,  1919,  pp.  334-335.  Facts  regarding  use  of 
oxy-acetylene  welding  and  cutting  torch  in  railroad  shop.  Paper  read  before 
lnstn.  Mech.  Engrs. 


Oxy-Acetylene  and  the  Safety  First  Movement,  A.  Cressy  Morrison. 
Jl.  Acetylene  Welding,  vol.  2,  no.  11,  May  1919,  pp.  543-549.  Safety  in  relation 
to  manufacture  and  transportation  of  materials  and  apparatus  used  in  connection 
with  art  of  welding  and  cutting.  Address  delivered  before  Western  Pa.  Division 
of  Nat.  Safety  Council. 

The  Oxv-Acctylene  Torch  in  the  Railway  and  Locomotive  Engineering 
Field,  J  F.  Springer.  Jl.  Acetylene  Welding,  vol.  2,  no.  11,  May  1919,  pp.  570- 
576.  Principles  of  gas  welding  methods  and  survey  of  various  applications  in 
welding  of  sheet  metal. 

Oxy-Acetylene  Welding,  J.  H.  Davies.  Acetylene  &  Welding  Jl.,  vol.  16, 
no.  186,  Mar.  1919,  pp.  46-47.  Experiments  in  welding  of  steels  for  the  purpose 
of  determining  conditions  for  securing  good  results.  Paper  read  before  lnstn. 
Mech.  Engrs. 

Oxy-Acetylene  Welding  An  Important  Factor  in  Poison  Gas  Manufacture. 
Jl.  Acetylene  Welding,  vol.  2,  no.  11,  May  1919,  pp.  556  and  558.  Work  of 
Chem.   Warfare  Service. 

Welding  by  the  Oxy-Acetylene  Method — II,  J.  F.  Springer.  Automotive 
Eng.,  vol.  4,  no.  4,  Apr.  1919,  pp.  181-183,  3  figs.  Details  of  apparatus  used  and 
reasons  for  the  use  of  each  part.  Suggestions  in  regard  to  adjusting  flame.  (To 
be  continued.) 

Aluminum.  Improvements  in  the  Autogeneous  Welding  of  Aluminum  or  Its  Alloys. 
Acetylene  &  Welding  Jl.,  vol.  16,  no.  186,  Mar.  1919,  p.  60.  Object  of  invention 
is  to  obtain  a  flux  having  melting  point  desired  with  use  of  no  other  salts  than 
those  of  the  halogen  group. 

Blowpipes.  Improvements  in  Blowpipes.  Acetylene  &  Welding  Jl.,  vol.  16,  no. 
lsii.  Mar.  1919,  p.  59,  2  figs.  Invention  relates  to  welding  blow-pipe  of  the  type 
having  an  attachment  in  the  form  of  a  tube  adapted  so  as  to  be  readily  attached 
to  the  blowpipe. 

Cast-Iron  Welding.  Hard  Spots  in  Cast  Iron  Welding,  S.  W.  Miller.  Welding 
Engr.,  vol.  4,  no.  4,  Apr.  1919,  pp.  19-24,  23  figs.  Examination  of  various 
structures  containing  different  percentages  of  carbon  in  the  light  of  accepted 
metallurgical  phenomena  taking  place  in  heat  treatment,  forms  basis  of  sug- 
guesting  cause  of  formation  of  hard  spots  and  proposing  remedy  for  avoiding 
same. 

Electric  Weldino.  Electric  Arc  Welding,  F.  A.  Anderson.  Mech.  Eng.,  vol.  41, 
no.  5,  May  1919.  pp.  452-454.  8  tigs.  Its  application  to  expanding  pipe  into 
flange,  with  reference  to  special  instance  in  which  weld  was  tested  in  various 
Hays       Paper  read  before  San  Francisco  Section  Am.  See     Mech.  Engrs. 

The  Application  of  Electric  Welding  to  Steel  Shipbuilding,  H.  A.  Hornor. 
Proc.  Engrs.  Soc  Western  Pa.,  vol,  34,  no.  10,  Jan.  1919,  pp.  641-670  and  (dis- 
cussion) pp.  671-876,  35  figs.  Survey  of  extent  of  employment  of  electric 
welding  in  U.  S.  Set  oi  Standard  symbols  and  nomenclature  prepared  by  Electric 
Welding  Branch,  United  States  Shipping  Hoard  Emergency  Fleet  Corporation. 

Electric  Welding:  Its  Theory  Practice,  Application  and  Economics,  H.  S. 
Marquand.  Elecn.,  vol.  82|  nos.  13  and  14,  Mar.  28  and  Apr.  4,  1919,  pp.' 
350-352  anil  377-379,  7  figs.  Mar.  28:  Properties  of  metals  considered  from 
welding  point  of  view.  Apr.  4:  Thomson  process  of  resistance  welding;  require- 
ments of  plant-  and  application  of  method  to  chain  welding,  tire  welding  and 
wire  welding,  electro-percussive  method. 

Electric  Welding  and  Welding  Appliances— V,  VIA  VII.  Engineer,  vol.  127, 
nos.  3298,  3299  and  3300,  Mar.  14,  21  &  28,  11(19,  pp.  241-243,  267-268  and 
296-299,  18  figs.      Quasi-arc  coated-metal-electrode  process. 

Electric  Are  Welding  Principles,  E.  Wanamaker  and  H.  R.  Pennington. 
Ry.  Elec.  Engr.,  vol  It),  no.  4,  Apr.  1919,  pp.  107-110,  1  fig.  Practice  concerning 
metals  used,  their  application  and  electrical  characteristics.  (Continuation  of 
serial.) 

Electric  Welding  and  its  Applications,  Walter  Leonard  Lorkin.  Jl.  Roy. 
Soc.  Arts,  vol.  67,  no.  3163,  Apr.  4,  1919,  pp.  304-314  and  (discussion)  pp. 
315-317,  3  figs.  Endeavors  to  show  that  process  is  simple,  that  it  can  be  earned 
out  with  ordinary  labor  and  thai  welds  are  efficient  and  effected  at  small  cost. 

Fusion  in  Arc  Wilding,  ().  H  Eschholz.  Power,  vol.  49,  no.  12.  Apr.  1, 
1919,  pp.  504-506,  19  tigs.  Effect  of  arc  length,  welding  procedure,  electrode 
material,  are  current  and  electrode  diameter  upon  such  characteristics  as  pene- 
tration and  overlap 

Notes  on  Electric  Arc  Welding.  Eng.  &  Min.  Jl.,  vol.  107,  no.  17,  Apr.  26, 
1919,  p.  743,  1  tigs.  Practice  in  construction  of  transformer  tanks  at  Pittsfield 
works  of  General  Electric  Co. 

Some  Recent  Applications  of  Arc  Welding,  Frank  C.  Perkins.  Can. 
Machy.,  vol.  21,  no.  12,  Mar.  20,  1919,  pp.  281-283,  8  figs.  Explanation  of 
process  and  of  methods  in  use;  illustrations  of  work  done  by  aid  of  arc  welder. 

Suggestive  Applications  of  Electric  Arc  Welding.  Am.  Blacksmith,  vol. 
18,  no.  7,  Apr  1919,  p.  177,  9  figs.  Welding  of  locomotive  back  flue  sheet, 
Hanged  head  and  similar  operations. 

Electric  Welding  Machines.  Winfield  Electric  Welding  Machines.  Can. 
Machy.,  vol  21,  no.  15,  Apr.  10,  1919,  pp.  353-351,  3  figs.  Motor-driven  spot 
welder. 

EMERGENCY  Repairs.  Trials  of  an  Army  Welder  in  France,  Jefferson  A.  Snyder. 
Jl.  Acetylene  Welding,  vol.  2,  no.  11,  May  191!),  pp.  566-570.  Emergency 
repairs  conducted  under  handicap  of  insufficient  equipment. 

Expansion  and  Contraction.  Making  Expansion  Outwit  Contraction,  David 
Baxter.  Jl  Acetylene  Welding,  vol.  2,  no.  11,  May  1919,  pp.  558-566,  4  figs. 
Welding  400-11).  gasoline  engine  flywheel.  Fractures  consisted  of  two  cracked 
spokes  and  a  crack  full  length  of  the  hub;  cracks  in  spokes  were  near  juncture  of 
spokes  and  hub. 

Gas-Welding  Apparatus.  Some  Welding  Shop  Tdeas,  David  Baxter.  Am.  Black- 
smith, vol.  18,  no.  7,  Apr.  1919,  pp.  159-162,  5  figs.  Construction  details  of 
compound  heater  gas  burner  and  ladle  and  preheating  torch. 

Locomotive-Cylinder  Welding.  Welding  a  Locomotive  Cylinder.  Welding  Engr., 
vol.  4,  no.  4,  Apr.  1919,  pp.  34-40,  6  figs.  Break  was  caused  by  cylinder  bushing 
being  loose  in  cylinder  and  turning  around  so  that  cylinder  cock  hole  was  plugged 
up,  and  piston  coming  forward  pushed  out  whole  front  of  cylinder  including 
valve-chamber  front. 

Plastic  Arc.  The  Plastic-Arc  System  of  Welding,  J.  O.  Smith.  Motorship,  vol.  4 
no.  5,  May  1919,  pp.  36-37,  15  figs.     Technical  discussion  of  methods  employed 


134 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Preheating.  Discussion  of  the  Merits  of  Both  Charcoal  and  Gas  Preheating,  Fred  J 
Maeurer.  Welding  Engr.,  vol.  4,  no.  4,  Apr.  1910,  pp.  25-27,  8  figs.  Recom- 
mends use  of  charcoal  in  preheating  castings  where  expansion  and  contraction 
must  be  taken  into  consideration. 

Steel,  Mild.  Welding  Mild  Steel,  H.  M.  Hobart.  Proc.  Am.  Inst.  Elec.  Engrs., 
vol.  38,  no.  4,  Apr.  1919,  pp.  501-009,  19  figs.  Investigations  undertaken  by 
Welding  Research  Sub-Committee  of  Welding  Committee  of  Emergency  Fleet 
Corporation.  General  object  was  to  extend  use  of  welding  in  construction' of 
merchant  ships. 

Thermite  WeLDINQ.  Repairing  a  Broken  Crankshaft  by  Thermite,  W.F.Sutherland 
(mil  Machy.,  vol.  21,  no.  17,  Apr.  24,  1919,  pp.  404-405,  3  figs.  Repair  job  on  a 
10-in.  upsetting  press  crank  done  at  Metal  &  Thermite  plant,  Toronto. 

Welded  Materials,  Tests  ok.  Tests  of  Welded  Materials,  Paul  C.  Tris,  Maurice 
Kapetensky.  Proc.  Steel  Treating  Research  See,  vol.  2,  no.  3,  1919,  pp.  18-24 
and  50,  10  figs  The  Metallurgical  Laboratory  where  welded  parts  of  Liberty 
Engine  are  tested  is  operated  in  three  divisions,  the  chemical,  the  physical 
and  metallographic  laboratories.  The  experimental  data  secured  in  these 
divisions  and  the  interpretation  given  to  micrographs  are  exposed. 

WELDERS,  TRAINING.  Training  a  Welder.  Jl.  Acetylene  Welding,  vol.  2,  no.  11, 
May  1919,  pp.  550,  552  and  550,  1  fig.  On  training  by  apprenticeship.  (To  be 
continued.) 

\\  i  i  ding  and  Cutting.  Modern  Welding  and  Cutting,  pts.  VII,  VIII  and  IX, 
Ethan  Viall.  Am.  Mach.,  vol.  50,  nos  14,  15  and  16,  Apr.  3,  10  and  17,  1919, 
pp.  041-045,  075-079  and  733-737,  20  figs.  Apr.  3,  Thermit  welding  of  cast 
iron  and  other  parts.  Apr.  10:  History  and  uses  of  the  gas  torch.  Apr.  17: 
Oxygen  and  hydrogen  by  the  electrolytic  method. 

WOOD 

Seasoning.  Practical  Rules  for  the  Seasoning  of  Wood,  Harold  S.  Belts  Ry. 
Maintenance  Engr.,  vol.  15,  no.  5,  May  1919,  pp.  169-170,  2  figs.  Suggestions 
in  regard  to  uniform  drying  of  timber  with  minimum  exposure  to  decay. 

Statistics  of  Production.  Production  of  Lumber,  Lath,  and  Shingles  in  1917, 
Franklin  H.  Smith  and  Albert  H.  Pierson.  U.  S.  Dept.  of  Agriculture,  bul.  no. 
708,  Apr.  5,  1919,  44  pp.  Collection  and  compilation  of  statistics.  Estimated 
total  lumber  production  was  30,000,000,000  board  feet . 

VARIA 

British  Industry  During  War.  Some  Developments  in  British  Industry  During  the 
War.  Nature,  vol.  102,  no.  2574,  Feb.  27,  1919,  pp.  506-508.  How  British 
industry  surpassed  German  industry. 

Color  op  Water.  The  Color  of  Water,  Wilder  D.  Bancroft.  Jl.  Franklin  Inst., 
vol.  187,  no.  4,  Apr.  1919,  pp.  459-485.  Analysis  of  theories  proposed  by  various 
physicists  and  investigators.     (Concluded.) 

Engineer  as  Citizen.  The  Engineer  as  a  Citizen.  Mech.  Eng.,  vol.  41,  no.  5,  May 
1919,  pp.  448-450  and  (discussion)  pp.  450-451  &  496.  Symposium  on  civic 
responsibility  and  relation  to  legislation,  to  administration,  public  opinion  and 
production  and  distribution.  Held  at  Meeting  of  Engineers  of  Metropolitan 
District. 

How  Shall  Proper  Recognition  of  the  Engineering  Profession  be  Obtained  ? 
W.  W.  K.  Sparrow.  Eng.  &  Contracting,  vol.  51,  no.  16,  Apr.  10,  1919,  pp.  387- 
388.  Lack  of  recognition  illustrated  by  such  instances  as  reported  by  a  Governor 
of  a  lawyer  as  State  Highway  Engineer.  Organization,  licensing  and  broader 
education  believed  to  be  prime  requisites  for  obtaining  recognition.  Address 
before  R.  R.  Conference,  Chicago. 

The  Functions  of  the  Engineer:  His  Education  and  Training,  W.  A.  J. 
O'Meara.  Jl.  Instn.  Elec.  Engrs..  vol.  57,  no.  280,  Mar.  1919,  pp.  225-239  and 
(discussion)  pp.  239-257,  1  fig.  Points  out  that  in  engineering  problems  there 
are  six  separable  and  independent  aspects,  viz.,  financial,  commercial,  technical, 
custodianship,  bookkeeping  and  administrative.  On  this  basis  modifications 
are  recommended  in  the  present  scheme  of  education  of  engineering  students. 

Engineers,  Licensing.  Standard  Bill  for  Licensing  of  Engineers.  Can.  Engr.,  vol. 
36,  no.  9,  Feb.  27,  1919,  pp.  257-258  and  263.  Draft  copy  of  bill  prepared  by 
Am.  Assn.  of  Engrs. 

Model  Making.  The  War  Work  of  Basset-Lowke,  Limited —  I  &  II.  Model 
Engr.  &  Elecn.,  vol.  40.  nos.  934  &  935,  Mar.  20  &  27,  1919,  pp.  194-200  and 
210-215,  21  figs.     Models  and  model  making.     Making  of  screw  gages. 

Optical  Instruments.  Trigonometric  Computation  Formute  for  Meridian  Rays, 
P.  V.  Wells,  Jl.  Wash.  Acad.  Sci.,  vol.  9,  no.  7,  Apr.  4,  1919,  pp.  181-184,  1  fig. 
Formulae  used  in  design  of  optical  instruments. 

Photography.  Modern  Application  of  Photography,  Alfred  B.  Hitchins.  Jl.  Franklin 
Inst.,  vol.  187,  no.  2,  Feb.  1919,  pp.  129-146,  13  figs.  Developments  of  photo- 
graphy during  war,  specially  aerial,  will  now  permit,  in  opinion  of  writer,  simpli- 
fications and  extensions  in  scientific,  commercial  and  political  fields. 

MECHANICAL  PROCESSES 

Belt  Shifter.  Manufacturing  a  Safety  Belt  Shifter,  Robert  Mawson.  Am.  Mach., 
vol.  50,  no.  16,  Apr.  17,  1919,  pp.  743-745,  9  figs.  Shifting  mechanism  consists 
of  three  rollers,  one  straight  ana  two  tapered;  belt  is  pushed  by  means  of  straight 
roller,  and  owing  to  the  shape  of  taper  rollers  the  tendency  is  for  the  belt  to  slide 
onto  the  pulley  as  the  shifter  slides  away. 

Bending,  Cold.  The  Bending  and  Forming  of  Brass  Rod  and  Tubes,  P.  W.  Blair. 
Metal  Indus.,  vol  17,  no.  4,  Apr.  1919,  pp.  172-173,  5  figs.  Machines  for  cold 
bending. 

Boilers.  How  to  Design  and  Lay  Out  a  Boiler — VI,  William  C.  Strott.  Boiler 
Maker,  vol.  19,  no.  4,  Apr.  1919,  pp.  103-106,  2  figs.  Why  the  longitudinal 
seam  must  be  stronger  than  the  cirumferential  seam ;  formulas  for  finding  strength 
of  boiler  shell. 


Brass  Rods.  The  Manufacture  of  Brass  Rods — I  &  II,  H.  Mawson.  Metal  Industry, 
vol.  14,  nos.  11  &  12,  Mar.  14  &  21,  1919,  pp.  203-207  and  229-232.  14  figs. 
Account  of  processes  with  reference  to  specification  of  Am.  Soc.  for  Testing 
of  Materials.     Paper  read  before  Liverpool  Eng.  Soc. 

Carburetors.  Organization  of  a  Carburetor  Plant — I,  Fred.  H.  Korff.  Machy 
(N.  V.),  vol.  25,  no.  9,  May  1919,  pp.  847-850.  Functions  of  different  depart- 
ments and  their  relation  to  product. 

Chains,  Cast-Steel.  Cast-Steel  Anchor  Chain,  A.  E.  Crockett.  Proc.  Engrs.  Soc. 
Western  Pa.,  vol.  35,  no.  1,  Feb.  1919.  pp.  1-25  and  (discussion)  pp.  26-30, 
24  figs.  Investigation  and  trials  which  finally  led  to  adoption  of  present  method 
of  manufacturing  cast-steel  anchor  chain,  and  account  of  dynamic  tension  tests 
of  cast  chains. 

Chuck,  Universal.  LJniversal  Chuck  Manufacture.  Machinery,  vol.  14,  no.  341, 
Apr.  10,  1919,  pp.  33-39,  21  figs.  Methods  employed  by  A.  A.  Jones  &  Shipman, 
Leicester. 

Cecshers,  Stone.  Detroit  United  Railway  Builds  Large  Stone  Crusher  Plant. 
Elec.  Ry.  Jl.,  vol.  53,  no.  15,  Apr.  12,  1919,  pp.  726-727,  5  figs.  CruBhers  taken 
from  abandoned  quarry  used  to  equip  plant  of  500  cu.  yd.  pe  rday  capacity  in 
salvaging  waste  materials  for  ballasting. 

Earthenware.  Earthenware  (Fabricacion  de  articulos  de  areilla  o  barro).  Boletin 
do  la  Sociedad  de  Fomento  Fabril,  vol.  35,  no.  12,  Dec.  1918,  pp.  825-829.  5  figs. 
Processes  followed  and  machinery  used  in  manufacture  of  earthenware. 

Engines,  Marine.  Manufacture  of  Marine  Engines  at  the  Joshua  Hendy  Iron  Works, 
H.  S.  Rexworthy.  Metal  Trades,  vol.  10,  no.  4,  Apr.  1919,  pp.  153-157,  10  figs. 
It  is  stated  that  engines  weighing  100  tons  and  developing  2800  h.p.  are  being 
delivered  at  the  rate  of  one  every  30  days. 

Extrusion  of  Metals.  The  Present  and  Future  of  the  Extrusion  of  Metals— 1  &  II, 
A.  E.  Tucker  and  P.  A.  Tucker.  Machinery,  vol.  14,  nos.  340  &  341,  Apr.  3 
and  10,  1919,  pp.  29-30  and  47-48.  Effect  of  a  powerful  deoxidizer  on  metal. 
Paper  read  before  Birmingham  Metallurgical  Soc.  Also  abstracted  in  Iron- 
monger, vol.  166,  no.  2366,  Mar.  22,  1919,  p.  79. 

Gas  Engines.  The  Manufacture  of  Marine  Gas  Engines,  J.  V.  Hunter.  Am.  Mach., 
vol.  50,  no.  17,  Apr.  24,  1919,  pp.  787-791,  20  figs.  Manufacture  of  jigs  and 
fixtures  to  adapt  standard  machine  tools  to  rapid  production  of  standard  work  in 
order  to  meet  demands  for  powerful  gas  engines  of  comparatively  light  weight 
for  marine  and  other  powers. 

Gear  Cutting.  Commercial  Gear  Cutting,  W.  Duckett.  Machinery,  vol.  13,  no. 
339,  Mar.  27,  1919,  pp.  723-725,  8  figs.  Basis  of  machine  cut  gearing  in 
engineering  practice;  particularly  in  manufacture  of  aero  engine  and  automobile 
parts. 

Hosiery  Machine.  Manufacturing  the  Banner  Hosiery  Machine,  pts.  II  and  III 
Robert  Mawson.  Can.  Machy.,  vo.  21,  nos.  15  and  17,  Apr.  10  and  24,  1919, 
pp.  345-348  and  391-394,  22  figs.  Apr.  10:  Operations  performed  on  Jones 
and  Lamson  machines.  Apr.  24:  Operation  of  form  milling  sinker  cams  on 
Briggs  milling  machine;  cutting  raised  cams;  milling  fashion  cams  and  clutch 
cams. 

Miller,  Ford-Smith.  Manufacturing  the  Ford-Smith  Miller,  J.  H.  Moore.  Can. 
Machy.,  vol.  21,  no.  12,  Mar.  20,  1919,  pp.  271-275, 9  figs.  Concerning  inspection 
methods  involved. 

Motor  Parts.  Making  Liberty  Aeroplane  Motor  Parts  — I.  Machinery,  vol.  14, 
no.  340,  Apr.  3,  1919,  pp.  8-13,  13  figs.  Methods  employed  in  machining  cylinder 
inlets  and  exhaust  elbows. 

Pressed  Steel,  Reinforcing.  Making  Pressed-Steel  Reinforcing.  Iron  Trade 
Rev.,  vol.  64,  no.  17,  Apr.  24,  1919,  pp.  1073-1080,  16  figs.  How  various  shapes 
of  beams,  plates,  studs,  concrete  bars,  etc.,  are  adapted  for  building  purposes. 

Roller  Bearings.  Making  the  Timken  Roller  Bearing — I,  Edward  K.  Hammond. 
Machy.  (N.  Y.),  vol.  25,  no.  9,  May  1919,  pp.  829-835,  13  figs.  Methods  of 
heat-treating,  machining  and  inspecting. 

Rubber  Goods.  Railroad  Rubber  Goods,  G.  W.  Alden.  Official  Proc.  Car  Foremen's 
Assn.  of  Chicago,  vol.  14,  no.  6,  Mar.  1919,  pp.  65-100.  Classification  of  various 
goods  according  to  process  of  manufcture,  together  with  exposition  of  recent 
developments  of  rubber  industry. 

Sanding  Machine.  Building  a  Sanding  Machine,  Robert  Mawson.  Machy. 
(N.  Y.),  vol.  25,  no.  8,  Apr.  1919,  pp.  738-742,  15  figs.  Methods  of  machining 
parts  of  a  sanding  machine;  describing  jigs  and  fixtures  used  and  general  pro- 
cedure in  assembling. 

Steel  Mills.  Westinghouse  Electric  Blooming- Mill  (Train  Morning  a  commande 
electrique  systerne  Westinghouse).  Genie  Civil,  vol.  74,  no.  12,  Mar.  22,  1919, 
pp.  225-228,  7  figs.  Scheme  of  a.  c.  instalation  developed  by  British  Westing- 
house Co.     From  Engineer,  Dec.  13,  1918. 

Large  Rolling- Mill  Plant.  Electrical  Review,  vol.  84,  no.  2157,  Mar.  28. 
1919,  pp.  340-342.  7  figs.  Electrical  equipment  for  a  38-in.  reversing  cogging 
mill  designed  to  roll  3-ton  steel  ingots  18  x  22  in.  to  4  x  4  in.  billets,  with  an  output 
of  60  tons  per  hour.     (Concluded.) 

Tractors.  Turning  Out  100  Tractors  per  Day,  P.  M.  Heldt.  Automotive  Industries, 
vol.  40,  no.  15,  Apr.  10,  1919,  pp.  788-792,  7  figs.  Machining  and  assembling 
methods  employed  at  Milwaukee  plant  of  Int.  Harvester  Co.     (To  be  continued.) 

Westinghouse  Marine  System.  Building  the  Westinghouse  Marine  System. 
Edward  K.  Hammond.  Machy.  (N.  Y.),  vol.  25,  no.  9,  May  1919,  pp.  789-796, 
16  figs.  Operations  involved  in  forging,  machining,  assembling  and  testing 
various  parts  of  equipment. 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE     OF    CANADA 


135 


ORGANIZATION  AND  MANAGEMENT 

ACCOUNTING 

Brick  Plant.  Simplified  System  of  Counting  Cost,  C.  F.  Mattes.  Brick  &  Clay 
Rec.,  vol.  54.  no.  7,  Apr.  s,  1919,  pp.  591-594.  Suggested  plan  for  average  size 
brick  plants. 

Cost  Accounting.  Cost  Accounting  to  Aid  Production — VIII,  G  Charter  Harrison 
Indus.  Management,  vol.  57,  no.  5,  May  1919,  pp  400-404,  1  tic  Diagram 
illustrating  use  of  specification  costs  in  ascertaining  profits  and  losses  made 
by  individual  salesmen. 

Highway  Contractors.  Cost  Keeping  for  Highway  Contractors,  H  P.  Gillette. 
Contract  Rec.,  vol.  33,  no.  15,  Apr.  9.  1910,  pp.  336-338.  Methods  for  deter- 
mining unit  costs,  obtaining  overhead  costs  and  prorating  them 

Inventories.  How  We  Prepare  for  and  Take  Inventory,  H  F.  Harris  Factory, 
vol.  22,  no.  4,  Apr.  1910,  pp.  681-686,  10  tigs  Instructions  given  to  men  al 
plant  of  Republic  Motor  Truck  Co. 

EDUCATION 

Employment  Management.  Government  Course  for  Training  Employment 
Managers.  Meyer  Jacobstein.  U.  S.  Dept.  Labor,  Bur.  Labor  Statistics,  Bui. 
247.  Jan.  1919,  pp.  19-24.      War-Emergency  course. 

Engineers.  Specialization  in  Education  of  Engineers  (Sulla  Bpecializzazione  dclla 
edueazione  degl'  ingegneri),  Giuseppe  Astorri.  Ingegneria  Italiana.  vol  3, 
no.  0.3,  Mar  13,  1919,  pp.  109-171.  High-school  courses  in  Italy  are  found 
to  be  insufficiently  adaptable  to  form  a  basis  for  subsequent  engineering  educa- 
tion. 

FoiNDRYMEN.  Industrial  Education.  Foundry  Trade  Jl.,  vol.  21,  no.  200,  Feb. 
1919,  pp.  98-102.  Considered  as  means  for  developing  industry,  particularly 
in  relation  to  the  operation  of  a  foundry.  Address  delivered  before  Scottish 
Branch  British  Foundry-men's  Assn. 

MINING.  Mining  and  the  Industrially  Disabled.  J.  C.  Murray.  Can  Min.  Inst. 
Bul.  no.  84,  Apr.  1919,  pp.  393-39S.  Work  being  done  by  Canadian  Govern- 
ment in  rehabilitating  war  cripples. 

Telephone  OPERATION.  The  Cripple  in  the  Telephone  Field.  Douglas  C.  MeMurtrie. 
Telephony,  vol.  70,  no.  17,  Apr  20,  1919,  pp.  31-32.  He-education  of  injured 
or  crippled  employee  estimated  as  more  profitable  to  all  concerned  than  disability 
compensation. 

Voi  ational  Training.     Army  Vocational  Training,  C.  R.  Dooley      Eng.  Education, 

vol.  9,  no.  7,  Mar.  1919,  pp.  263-277,  10  rigs.  Plan  for  organization  adopted 
by  Committee  on  Education  and  Special  Training  during  emergency,  which 
necessitated  rapid  training  of  90,000  men  for  military  service. 

\ 
FACTORY    MANAGE MENT 

CLERICAL  Work.  Systematic  Superintendence.  Charles  F.  Dingman.  Concrete, 
vol.  14,  no.  3,  Mar.  1919,  pp.  84-87,  5  figs.  Routine  covering  field  clerical 
work  on  construction  operations. 

Co-operation,  Internal.  Necessary  Internal  Co-operation  between  Employer  and 
Employee  must  be  Mutually  Evolved,  Charles  P.  Steinmetz.  Automotive 
Industries,  vol  40,  no.  16,  Apr.  17.  1919,  pp.  831-833.  Declares  that  capiial 
and  labor  are  equal  necessities  in  modern  industry  and  must,  be  equally 
represented  in  management  and  distribution  of  profits. 

Employment  Management.  Handbook  of  Employment  Management  in  the  Ship- 
yard. United  States  Shipping  Board  Emergency  Fleet  Corporation,  Employ- 
ment Branch,  Indus.  Relations  Division,  bul.  3.  lil  pp.  Methods  to  be  followed 
in  process  of  selection  and  placement  of  new  worker. 

The  Principles  of  Employing  Labour  Eng.  &  Indus  Management, 
vol.  1,  no.  9,  Apr.  10.  1919,  pp.  273-270  Factors  determining  selection  of 
workpeople  taking  into  account  suitability  of  applicant  for  class  of  work  he  is 
expected  to  perform. 

Employment.  Problem  of  the  IT.  S.  Naval  Aircraft  Factory.  Frederic  < '. 
Coburn.  Indus.  Management,  vol.  57,  no.  5,  May  1919,  pp.  359-365,  9  figs. 
Organization  of  employment  department. 

The  Organization  of  an  Employment  Department.  Charles  E.  1'ouhy. 
Eng.  &  Indus.  Management,  vol.  1,  no.  8,  Apr.  3,  1919,  pp.  231-230.  10  figs. 
Routine  of  employment  department  of  Curtiss  Aeroplane  &   Motor  Co. 

Factory  Layout.  The  Automobile  Factory — I.  Automobile  Engr.,  vol.  9,  no.  122, 
Ian    1919,  pp.  2225,  9  figs.     Layout,  construction  and  equipment. 

New  South  Philidelphia  Plant  of  the  Westinghouse  Electric  &  Mfg.  Co., 
H.  T  Herr.  Elec.  Jl.,  vol.  10,  no.  4,  Apr.  1919,  pp.  114-121,  22  figs.  Layout 
indicating  shop  arrangement  and  safety  features. 


Material  Keeping.  Keeping  Track  of  Factory  Material- 
Factory,  vol.  22,  no,  4,  Apr  1919,  pp.  702-707,  12  figs 
bursing  purchased  and  manufactured  material. 


II,    .1     C.    Hickman. 
Forms  used  in  dis- 


Office  Arrangement.  The  Largest  Gas  Utility  Company  in  the  World.  Gas 
Age,  vol.  43,  no.  7,  Apr.  1.  1919,  pp.  335-338,  8  figs  Office  arrangement  of 
Consolidated  Gas  ('..   ol   New  York. 

Organization  in  Industry.     "  Teclmicracy  " —  Ways  and  Means  to  Gain  Industrial 

Democracy,  William  Henry  Smyth.  Indus.  Management,  vol.  57,  no.  5, 
May  1919,  pp.  385-389,  Discusses  ways  and  means  to  develop,  guide  and  direct, 
social  organization  in   industry. 

Industrial  Cooperation.  Charles  P.  Steinmetz  Eng.  &  Nin.  Jl.,  vol.  107, 
no.  17,  Apr,  20,  1919.  pp  748-749.  Systems  for  developing  co-operation  between 
capital  and  labor.  Speech  delivered  ai  special  session  of  Editorial  Conference. 

The  Part  of  Capital  and  Management  in  Industry,  Stone  &  Webster  ,11., 
Mil  21.  no.  1,  Apr.  1919,  pp.  289-292.  Argues  that  co-operation  is  none  the 
less  real  or  mutually  helpful  because  'he  division  of  profits  is  unequal. 

Problems  of  Industrial  <  Organization,  Major  Greenwood.  Quarry,  vol.  21, 
no.  266,  Apr,  1919.  pp.  106-108.  Also  Machy,  Market  no.  910,  Apr.  4,  1919, 
pp.  21-22.  Researches  on  conditions,  excluding  those  determining  efficiency 
of  inanimate  machines,  which  help  or  hinder  industrial  output,  conducted 
under  auspices  of  Health  of  Munition  Workers  Committee  and  the  Welfare 
and  Health  Section  of  the  Ministry  of  Munitions.  Paper  read  before  Roy. 
Statistical  Soc. 

Pacific  Coast.  Possibilities  of  Intensive  Manufacturing  on  the  Pacific  Coast, 
G.  N.  Somerville  I'ac.  Mar.  Rev.,  vol.  10,  no.  4,  Apr,  1919,  pp.  110-112, 
1  figs.  Manufacturing  activities  of  Pacific  Coast  during  war  are  viewed  as 
promising  further  industrial  developments. 

PRODUCTION  Control.  Keeping  Track  of  Production,  Henry  A.  Noar.  Am.  Maeh  , 
vol.  50,  no.  10,  Apr.  17,  1919,  pp.  745-747,  5  figs.  Device  designed  to  provide 
uniform  methods  throughout  plant. 

PRODUCTION  SYSTEMS.  Turning  Out  100  Tractors  per  clav  —  II,  P.  M.  Heldt.  Auto- 
motive Industries,  vol  40,  no.  10,  Apr  17,  1919.  pp  852-857,  10  figs.  Produc- 
tion system  employed  at  Milwaukee  plant  of  Internat,  Harvester  Co.;  details 
of  machining  and  assembling  methods. 

RAILROAD  TRACKS  The  !'.  F.  &  S  Co.'s  Operating  Methods.  Coal  Trade  .11., 
vol  50.  no  Hi.  Apr,  10,  1919,  pp  107-109.  5  figs.  Arrangement  of  railroad 
tracks  said  to  have  effected  important  economies. 

Shop  Management.  Lay-out  and  Pice, -Hate  Card  System  Machinery,  vol.  13,  no.  338, 
Mar    20,  1919,  pp.  092-094,  13  figs.      Forms  for  use  in  shop  management. 

Scientific  Factory  Management — II  &  IH,  A.  D.  Denning.  F'-ng.  & 
Indus.  Management,  vol,  1,  nos  S  &  9.  Apr  3,  &  10.  1919,  pp.  240-249  and 
pp.  278-282.  Functions  of  foremen;  functions  of  workers.  Third  and 
concluding  lecture  of  series  delivered  under  auspices  of  Birmingham  Seotion 
of  Inst,  of   Metals 

Advances  in  Industrial  Management,  John  ('aider.  Am.  Maeh  ,  vol.  50, 
no.  17.  Apr.  24,  1919,  pp.  807-809.  Address  before  Indus.  Conference  of 
\     Y    Business  Publishers  Assn. 

SHOP  ORDER  ORIGINATION.  Managing  for  Maximum  Production — III,  L.  V.  Estcs. 
Indus.  Management,  vol  57,  no.  5,  May  1919,  pp.  379-384,  11  figs.  Takes 
up  origination  of  shop  order  and  shows  its  connection  with  the  various  operations 
and  control  of  manufacturing. 

STANDARDIZED  Parts.  Production  of  Standardized  Parts.  Herbert  C.  Armitage. 
Eng.  &  Indus  Management,  vol.  1,  no.  9.  Apr.  10,  1919,  pp.  200-272,  8  figs. 
Development  of  engineering  methods  in  manufacture  of  jugs,  tools  and  special 

machines       (To   be   continued  i 

Task  Setting.     The  Human  Factor  in   Task  Setting      Eng.  A  Indus    Management, 

vol  I,  no.  9,  Apr,  10,  1919.  pp  203-205,  I  fig  Suggests  that  task  be  not  made 
so  small  as  to  prevent  cost  reduction,  nor  so  large  that  worker  can  exceed  it 
by  a  wide  niarging  and  so  have  it  lose  its  significance. 


Tool.    Rooms        The    Tool    Room,    E,    HayC! 
Mar     29,    1919,    pp     185-187.    4    figs. 

economic  production  of  machinery. 


Page's    ling.    Weekly,    vol     31,    no.    759, 
Interchangeability  of  tools  as  factor  in 


FINANCE    AND    COST 

Foundry,  Steel.  Compiling  Cost  Data  in  a  Naval  Steel  Foundry, 
Foundry,  vol.  47,  no.  5.  Apr.  15,  1919,  pp.  200-211.  11  figs, 
checked  reports  as  basis  for  production  and  cost  analyses 


Waller  S.  Doxscy. 
System  of  eross- 


Garment  Trade.  Factory  Management  in  Garment  Trades,  Mack  Gordon.  Indus. 
Management,  vol.  57,  no.  5,  May  1919.  pp.  345-349,  1  fig.  Methods  of 
controlling  production,  economizing  materials  and  expediting  manufacture. 
(To  be  continued). 

Into  BTRIAL  CONFERENCES.  The  Joint  Industrial  Conference  Eng.  &  Indus. 
Management,  vol.  1,  no.  8,  Apr.  3.  1919,  pp.  242-243  Methods  of  negotiation 
between  employers  and  trade  unions  Report  of  Provisional  Joiint  Committee 
appointed  by  Nat.  Indus.  Conference. 

Machine  Tool  Plant.  Organization  and  Management  of  a  Machine  Tool  Plant  — 
II  &  III,  Oskar  Kvlin  and  Erik  Oberg.  Machy.,  vol.  25,  nos.  8  and  9,  Apr. 
and  May.  1919,  pp.  098-702  and  813-820.  29  figs.  On  principles  of  organization 
and  details  of  system  used  in  a  medium-size  machine  tool-manufacturing  plant 
making  a  single  line  of  machines 

The  New  Home  of  Pratt    &  Whitnej  Co  ,  Ltd  ,  .1.  H.  Moore.      Can.  Machy 
vol    21,  no.  14,  Apr    3.  1919,  pp.  321-324,  8  figs.     Description  of  plant  design 
and  arrangement  to  manufacture  small  tools  on  great  scale. 


LA  BO  It 

Employee  REPRESENTATION.  How  Industrial  Demo, racy  Works  at  Our  Plant. 
Factory,  vol.  22,  no.  4,  Apr.  1919,  pp.  077-081,  2  figs.  '  Evolution  from  national- 
government  form  of  management  to  present  -day  structure  of  employee 
representation  in  plant  of  Printz-Biedermann  Co. 

Hoi  SING.  The  Town  of  Kipawa,  Thomas  Adams  Can.  Engr.,  vol.  36,  no. 9,  Feb.  27. 
1919,  pp.  200-202,  3  figs.  Housing  plan  for  employees  of  Riordon  Pulp  &  Paper 
Co. 

.Miners'  Cottages  in  Kent  Iron  A-  Coal  Trades  Rev.,  vol.  98,  no.  2064, 
Mar.  21,  1919,  p.  354,  2  figs.  Particulars  and  dimensions  of  accommodation 
provided. 

Good  Housing  and  Labor  Turnover,  Leslie  H.  Allen.  Am.  Contractor, 
vol.  40,  no.  15,  Apr.  12,  1919.  p.  23.  Labor  turnover  is  attributed  to  poor 
housing,  because,  it  is  slated,  good  housing  has  not.  kept  up  with  healthful 
faotory  surrounding;-. 


136 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE    OF     CANADA 


I. amok  Policies.  Labor  Program  of  t lio  Department  of  Labor,  William  B.  Wilson. 
IT.  S.  Dcpt.  Labor,  Bur.  Labor  Statistics,  Bui.  247,  pp.  160-171.  Based,  it 
is  said,  on  experience  acquired  during  war. 

Outline  of  a  National  Labor  Policy.  Ordway  Tcail.  U.  S.  Dept.  Labor, 
Bur.  Labor,  Statistics.  Bui.  247,  pp.  148-155,  Criticises  statements  advanced 
by  employers  in  regard  to  policy  followed  by  Government  during  war. 

The  Principcs  of  Industrial  Relations.  Eng.  <y  Min.  Jl.,  vol.  107,  no.  17, 
Apr.  26,  1910,  pp.  754-756.  Statement  prepared  by  special  committee  "f 
Chamber  of  Commerce  of  U.  S.  A.,  with  a  view  of  furnishing  a  basis  on  which 
American  industry  can  build  a  national  labor  program. 

Laboh  SITUATION.  The  Present  Labor  Situation,  Morris  L  Cooke.  I',  S.  Dept. 
Labor,  Bur.  Labor  Statistics,  Bui.  247,  Jan.  1(119.  pp.  63-65.  Suggestions  in 
regard  to  activities  which  writer  believes  may  be  assumed  by  Dept.  of  Labor  in 
addition  to  its  present,  work. 

Nova  Scotia,  Collieries.  Industrial  Relations  at  the  Collieries  in  Nova  Scotia, 
F.  W.  Cray.  Can.  Min.  Inst.  Bui.,  no.  84,  Apr.  1919,  pp.  389-393.  Attitude 
of  workers  towards  proposed  affiliation  with  United   Mine  Workers  of  America 

Repeaters.  Is  it  Wise  to  Hire  the  Repeater?  Leonard  Blakey.  Indus.  Manage 
ment.  vol  57,  no.  5,  May  1919,  pp.  390-399,  10  figs.  Study  of  turnover  with 
reference  to  causes  for  leaving  and  duration  of  service  on  re-engagement. 

SALARIES.  Classification  of  Salaries.  J.  L.  Jacobs.  Can.  Engr.,  vol.  36,  no.  13, 
Mar.  27,  1910,  pp.  341-342.  Principles  and  procedure  in  standardization  of 
engineering  salaries,  particularly  in  regard  to  railroad  positions.  Address 
before  Chicago  R.  II.  Conference. 

Soldiers  and  Sailors.  Statement  of  Policy  Relative  to  Employment  of  Returning 
Maryland  Soldiers  and  Sailors,  Baltimore,  vol.  12,  no.  7,  Apr  1919,  pp.  15-lfi, 
Adopted  by  Employment  Managers'  Circle  of  Merchant  &  Mfrs.  Assn.  and 
other  representatives  of  industry. 

Waqe  Rates.  Cost  of  Living  Studies  as  a  Basis  for  Making  Wage  Rates,  Royal 
Meeker.  U.  S.  Dept.  Labor,  Bur.  Labor,  Statistics,  Bui.  247,  Jan.  1919,  pp. 
43-50.  Advocates  system  in  order  to  reduce  dissatisfaction  and  bases  estimates 
made  on  what  is  termed  adjustable  basis. 

The  Different  Systems  of  Wages  (Les  different  systemes  de  salaires). 
Metallurgie,  vol.  51,  no  13,  Mar.  26,  1919,  pp.  714-715,  2  figs.  Taylor  and 
Gantt  systems.     (Continuation  of  serial). 

Analyzing  Bonus  and  Piece  Work  Systems — I,  W.  F.  Rockwell.  Am. 
Drop  Forger,  vol.  5,  no.  4,  Apr.  1919,  pp.  162-166.  Halsey,  Rowan  and  Taylor 
plans. 

Welfare  Work.  Developing  Pride  and  Interest  in  the  Job,  W.  R.  Basset.  Factory. 
vol.  22,  no.  4,  Apr.  1919,  pp.  693-696,  4  figs.  Suggests  hiring  welfare  worker 
of  personnel  manager.     Third  article. 

Modern  Industrial  Plants — Via  George  C.  Nimmons.  Architectural 
Rcc,  vol.  45,  no.  4,  Apr.  1919,  pp.  343-355,  12  figs.  Influence  of  employees' 
welfare  work  in  reducing  labor  turnover. 

Women.  Women  in  Industry,  H.  E.  Miles.  U.  S.  Dept.  Labor,  Bur.  Labor  Statistics, 
Bui.  247,  Jan.  1919,  pp.  119-129.  Opinions  of  executives  concerning  efficiency 
of  wometi  and  records  obtained  in  countries  where  they  have  been  engaged  in 
industry. 

Standards  for  Women  Employees,  Hugh  Fullerfon.  U.  S.  Dept.  Labor, 
Bur.  Labor  Statistics,  Bui.  247,  Jan.  1919,  pp.  106-111.  Advocates  throwing 
around  women  in  industry  an  unusual  precaution  by  reason  of  greater  social 
evils  which  result  from  their  weakening. 

Women  in  the  Lead  Industries.  Alice  Hamilton.  U.  S.  Dept.  of  Labor, 
Bur.  of  Labor  Statistics,  no.  253,  Feb.  1919,  38  pp.  Lead  industries  in  U.  S.; 
British  records  of  lead  poisoning  of  women  in  white-lead  industry;  degree  of 
susceptibility  of  women  and  men  to  poisoning;  prevention  on  poisoning. 

LIGHTING 

Carbide  Lamps  Illumination  and  the  Safety  Problem,  Charles  C.  Phelps.  Coal 
Indus.,  vol.  2,  no.  4,  Apr.  1919,  pp.  153-150.  Advocates  use  of  carbide  lamp  as 
brightest  and  safest  form  of  illumination. 

Good  Factory  Lighting  vs.  Increased  Production,  H.  Leveridge.  Elec. 
News,  vol.  28,  no.  7,  Apr.  1,  1919,  pp.  41-43.  Discussion  of  provisions  adopted 
in  recent  code  of  lighting  for  factories  mills  and  other  work  places,  prepared 
by  a  Commission  of  Assn.  Elec.  Contractors  and  Dealers. 

PUBLIC    REGULATION 

Municipal  Ownership.  Municipal  Ownership  Evils,  Walton  Clark,  Gas  Record, 
vol.  15,  no.  8,  Apr.  23,  1919.  pp  245-250.  Holds  that  municipal  ownership 
of  gas  plants  is  contrary  to  proper  theories  of  democratic  government.  Paper 
read  before  Pa.  Gas  Assn. 

RECONSTRUCTION 

Construction  Programs.  A  Post- War  Construction  Program — II,  Charles  C.  May. 
Architectural  Rec,  vol.  45,  no.  4,  Apr.  1919,  pp.  325-342,  16  figs  Organization 
and  activities  of  Building  Bur.  of  Int.  Committee  of  Y.  M.  C.  A. 

Labor  Relations.  A  Factor  of  Industrial  Reconstruction,  M  Webster  Jenkinson. 
Machy.  Market,  nos.  961  &  962,  Apr.  4  &  11,  1919,  pp.  23-24  and  21.  Recom- 
mends removing  fear  of  workers  that  cost  statistics  will  mean  pressure  put  on 
them   to  work  harder. 


Machine  Tools.  Machine  Tools,  Alfred  Herbert.  Machv.  Market,  nos.  961  & 
962,  Apr.  4  &  11,  1919.  pp.  19-20  and  17-1S.  Importation  into  England  of 
American  tools  developed  under  conditions  of  expensive  labor,  has,  in  the 
writer's  opinion,  been  of  service  in  preparing  that  county  to  meet  similar 
conditions.      Paper  read  before  North-East  Coast  Instn.  Engrs.   &  Shipbuilders. 

Telephone  Booths.  Market  for  Telephone  Goods  in  Asia.  Telephone  Engr., 
vol.  21,  no.  1,  Apr.  1919,  pp.  137-141,  3  fins.  Extracts  from  Special  Agent's 
scries  no  172,  Department  of  Commerce. 

SAFETY    ENGINEERING 

Blasting,  Quarry.  Quarry  Blasting  with  Electricity,  A.  S.  Anderson.  Cement 
&  Eng.  News,  vol.  31,  no.  4,  Apr.  1919,  pp.  32-31,  3  figs.  Precautions  to  be 
obsen  ed. 

Dust  Inflammability,  Inflammability  of  Carbonaceous  Dusts  in  Air  and  in  Atmos- 
pheres of  Low  Oxygen  Content,  H.  H.  Brown.  .11.  Franklin  Inst.,  vol.  187, 
no.  4,  Apr.  1919,  pp.  504-506,  1  fig.  Research  of  Grain  Dust  Explosion  Investi- 
gation Laboratory,  Bur.  of  Chemistry. 

Fire  Prevention  Final  Report  of  the  Fire  Prevention  Section  of  the  United  Slate> 
War  Industries  Board.  Laboratories'  Data,  Underwriters'  Laboratories, 
Nat.  Board  of  Fire  Underwriters,  no.  1,  Feb.  1919,  pp.  11-16.  Conditions 
existing  in  respect  to  fire  hazard  in  privately  owned  property  where  machinery, 
material  or  supplies  used  for  war  purposes  were  manufactured,  handled  or 
stored. 


See  also:  Sprinklers  and  Dust   In: 


nabihty. 


Gas  Masks.  Army  Gas  Masks  in  Sulphur-Dioxide  Atmospheres,  A.  C.  Fieldner  and 
S.  H.  Hatz.  Eng.  &  Min.  JL,  vol.  107,  no.  16,  Apr.  19,  1919,  pp.  693-695 
3  figs.  Sectional  diagrams  of  type  adopted  for  use  in  smelters  and  sulphide 
roasters. 

Respirators,  Gas  Masks  and  Oxygen  Apparatus.  Commercial  America, 
vol.  15,  no.  10,  Apr.  1919,  pp.  39-41.  Work  of  Bureau  of  Mines  in  providing 
industrial  workers  with  means  of  protection  agaiDst  gases  incident  to  mining, 
fire,  accident  and  various  manufacturing  processes. 

Human  Factor.  The  Human  Factor  in  Accident  Occurrence.  Eng.  &  Indus.  Manage- 
ment, vol.  1,  no.  9,  Apr.  10,  1919,  pp.  261-262.  Inexperience  and  overwork  in 
their  relation  to  accident  rates. 

Respirators.     See  Gas  Masks,  above. 

Sprinklers.  New  Code  for  Automatic  Sprinklers.  Am.  Architect,  vol.  115,  no.  2261, 
Apr.  23,  1919,  pp.  588-595,  4  figs.  Rules  for  fire  extinguishing  appliances 
(sprinkler  system),  adopted  May  24,  1917,  bv  Board  of  Standards  and  Appeals, 
as  amended  May  2,  1918  and  Jan.  2,  1919,  effective  from  Feb.  17,  1919. 

Welding.  Safety  Rules  for  Oxy-Acetylenc  Welding.  Machy  (N.  Y.),  vol.  25,  no.  8, 
Apr.  1919,  pp.  733-735,  3  figs.     Adopted  by  Western  Pennsylvania  Division  of 

Nat.  Safoty  Council. 


Sacks,   CeM!  \  i 


SALVAGE 

CEMENT.  The  Proper  Handling  of  Empty  Cement  Sacks,  E.  V.  Aldndge. 
Ry.  Maintenance  Engr.,  vol.  15,  no.  I,  Apr.  1919,  pp.  123-125,  1  tig.  Practices 
of  user  and  manufacturer  which  affect  the  salvage  of  cement  sacks 

TRANSPORTATION 

Thick  TRANSPORTATION.  Ship-by-Truck  Movement  Invades  South  to  Prove  Great, 
Benefits  of  Highway  Transport,  Commercial  Vehicle  vol.  20,  no.  6,  Apr  15, 
1919,  pp.  19-21  and  29,  6  figs.  Georgie  demonstration  in  which  37  trucks 
delivered  100  tons  of  goods  to  cities  within  50-miles  radius. 

Economical  Organization  of  Transport,  Trucks  in  a  Large  City  (L'organi- 
sation  economique  des  transports  industricls  automobiles  dans  line  grande 
villc),  Emile  Belot.  Journal  des  Usines  a  Gaz,  vol.  43,  no.  0,  Mar.  20,  1919, 
pp.  93-95.  Analytical  determination  of  number  of  workmen  employed  for 
leading  and  unloading  which  will  reduce  transportation  price  per  ton  to  a 
minimun.  From  Comptes  rendus  de  seances  de  l'Academie  des  Sciences, 
no.  8,  Feb.  24,  1919. 

Tunnel,  Vehicular,  New  York-New  Jersey.  The  New  York  and  New  Jersey 
Vehicular  Tunnel,  Edward  A.  Byrne.  Eng.  World,  vol.  14,  no.  8,  Apr.  15, 
1919,  pp.  33-37,  6  figs.  •  Reasons  for  constructing  it  and  plans  of  various  proposed 
projects.     Paper  presented  before  N.  Y.  Branch  Am.  Soc.  Civil  Engrs. 

Water  Transportation.  The  Development  of  American  River  Traffic — I,  Ship- 
building &  Shipping  Rec,  vol.  13,  no.  14,  Apr.  3,  1919,  pp.  406-408,  3  figs 
Plans  for  towing  steamers  and  steam  barges  on  Mississippi  and  Black  Warrior 
Rivers. 

VARIA 

Malaria  Control.  Malaria  Control  at  Nitrate  Plant,  W.  G.  Stromquist.  Eng. 
News-Rcc,  vol.  82,  no.  15,  Apr.  10,  1919,  pp.  718-720,  5  figs.  Mosquito 
eradication  by  clearing,  drainage  and  oiling  water  surfaces. 

Tabulating  Apparatus.  Visualizing  the  Coal  Needs  of  the  Nation.  Indus.  Manage- 
ment, vol.  57,  no.  5,  May  1919,  pp.  349-352,  5  figs.  Organization  of  statistical 
bureau  of  U.  S.  Fuel  Administration  showing  mechanical  equipment  used  in 
tabulating  work. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


83 


MADE   IN    CANADA 


i 

fit.  liufi  'V                            -/'  '' 

I 

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Alma  Street,  St.  Thomas,   Ont.  Constructed 

with  "Tarria-X"  in  1914.     Treated  with 

"TarviaB"  1918 


A  Dustless,  Mudless  Street 


THIS  attractive  residential  street  in  St.  Thomas 
carries  considerable  automobile    traffic.      If 
plain  macadam  had  been  used,  the  abutting 
residents  would  have  complained  of  the  dust.      In 
wet  weather,  and  especially  in  spring  when   the 
frost  is  coming  out  of  the    ground,  they    would 

have  been  complaining  of      

mud. 

The  fact  is,  however,   the 

people    who    live    on    this 

street    have    forgotten    all 

about   dust   and  "mud,   for 

the    roadway     is     smooth 

and     clean,    dustless    and 

mudless  every  day  in  the 

year. 

Their  thanks  are  due  to  the  fact  that  the  enlightened 

city  authorities  use  Tarvia  in  the  road  to  bind  it 

together    and     make   it     automobile-proof.     The 

powerful  wheels  that  used  to  rip   up   the  surface 

now    merely    smooth    it  down,     for    the    surface 

instead  of  being  brittle  is  now  slightly  plastic  and 

very  tenacious. 


The  difference  which  Tarvia  makes  in  the  character 
of  the  surface  is  illustrated  by  the  fact  that  if 
you  drive  a  pick  into  plain  macadam  you  spoil  the 
surface  and  throw  up  dust  and  broken  stones, 
whereas  the  same  blow  on  a  Tarvia  surface  will 
make  a  round  smooth  dent. 

Tarvia  makes  the  road  frost- 
proof  and  when  the  snow 
melts  away    in  the  spring 
the  surface  is  clean,  smooth, 
quick-drying  and  firm.  The 
frost  does  not  have  to  come 
out  of  the  road  because  the 
frost  never  gets  in. 
The    principal   reason    for 
using  Tarvia,   however,  is 
the  fact  that  it  saves  money. 
The  maintenance  of  macadam  by  the  Tarvia  method 
is  the  least  expensive  and  the  most  effective  of  all 
methods. 

Towns  that  adopt  Tarvia  enjoy  large  net  economies 
and  at  the  same  time  secure  better  roads. 
Illustrated  booklets  describing  the  various  grades 
of  Tarvia  will   be  sent  to  any  one   upon  request. 
Address  our  nearest  office. 


Preserves  Roads 
Prevents  Dust- 


Special   Service  Department. 

This  company  has  a  corps  of  trained  engineers 
and  chemists  who  have  given  years  of  study  to 
modern  road  problems.  The  advice  of  these  men 


may  be  had  for  the  asking  by  any  one  interested. 
If  you  will  write  to  the  nearest  office  regarding 
road  proble/ns  and  conditions  in  your  vicinity, 
the  matter  will  have  prompt  attention. 


MONTREAL 

ST.  JOHN.  N.B. 


The  f(^Q$0t  Company 

TORONTO  WINNIPEG 

HALIFAX,  N.S. 


VANCOUVER 
SYDNEY,  N.S. 


84 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE    OF     CANADA 


Dominion  Bridge  Company,  Limited 

Montreal,    P.  Q. 

Engineers,    Manufacturers,    and    Erectors    of 
STEEL     STRUCTURES 

RAILWAY    AND    HIGHWAY   BRIDGES,    BUILDINGS,   TANK   AND    PLATE    WORK    OF  EVERY 

DESCRIPTION,    COAL   AND   ORE   HANDLING  MACHINERY,  LIFT  LOCKS  AND  HYDRAULIC 

REGULATING  GATES,  TRANSMISSION  POLES  AND  TOWERS 

Turntables    Electric  and  Hand  Power 

Travelling  Cranes. 


DIG  ESTERS 

PAPER     MAKING     MACHINERY 

MARINE      BOILERS      and      ENGINES 

GENERAL     MACHINE    WORK 


HEAD  OFFICE    AND    WORKS 

LACHINE,     P.  Q. 


P.O.  ADDRESS:   MONTREAL,   P.Q. 
CABLE    ADDRESS     "  DOMINION  " 


branch  offices  and  works: 
Toronto.  Ottawa.  Winnipeg 


Montreal, 


Toronto. 


Sales    Offices  : 
Ottawa.  Winnipeg.  Edmonton,  Regina,  Vancouver 


LARGE    STOCK    OF    STRUCTURAL    MATERIAL    AT    ALL     WORKS 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE     OF     CANADA  85 


Insulating  Granular  Cork 
Invaluable  for  Refrigeration 


The  lightest  material    known    for   efficient  insulation 
and  consequent  saving  of  deadweight  tonnage. 


All    grades    guaranteed    not  to  exceed    6    lbs.    weight 

per  cubic  foot. 


CONTE    HERMANOS 

GIBRALTAR 


FACTORIES      IN     SPAIN 


LONDON  AGENTS: 

CONTE     BROTHERS 


41,  Crutched  Friars,  E.C.  3. 


86  JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


"SCOTIA" 
STEEL  PRODUCTS 


Billets,  Blooms  and  Slabs.  Sheet  Bars  up  to  15  in.  wide. 

Heavy  Forgings.  Square  Twisted  Concrete 

Reinforcing  Bars. 
Car  Axles. 

Locomotive  Axles.  Agricultural  Shapes. 

Sheared  Plates  up  to  L*h\  Rail*  _   .       _ 

48  in.    wide,  5-8"  thick.  ingle°"d  SpUce  BarS 


Weight  up  to   1060  lbs. 


Tie  Plates. 

Track  Spikes  and  Bolts. 


Merchant  Bars  in  Rounds, 

Squares,  Flats,  Ovals,  Half  Ovals        Cold  Drawn  Shafting  and 

Tires  and  Sleigh  Shoe.  Machinery  Steel. 


Fluid  Compressed  Steel  Forgings 


NOVA  SCOTIA  STEEL  &  GOAL  CO.,  LTD. 

General  Sales  Office  Head  Office 

WINDSOR  HOTEL,  MONTREAL,  QUE.        NEW     GLASGOW,     NOVA     SCOTIA. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA  87 


HYDROSTONE 


THE  HALIFAX  RELIEF  COMMISSION  HAVE  ADOPTED  THIS 
STONE  FOR  THE  RE-BUILDING  OF  THE  RESTRICTED  RESIDENTIAL 
PORTION  OF  DEVASTATED  HALIFAX,  MAKING  IT  A  FIRE-PROOF 
DISTRICT. 

THIS  STONE  WAS  ADOPTED  BY  THE  COMMISSION  ON  THE 
ADVICE  OF  THE  ARCHITECT  AFTER  AN  EXTENSIVE  STUDY  OF  NEW 
TOWN  SITES  IN  THE  UNITED  STATES. 

IF  YOUR  PRINCIPALS  ARE  CONTEMPLATING  TOWN  SITE  OR 
FACTORY  CONSTRUCTION  OR  BUILDINGS  OF  A  PERMANENT  NATURE 
LET  US  DISCUSS  THE  PROJECT  WITH  YOU  BEFORE  FINALLY  DECIDING 
YOUR   TYPE  OF   CONSTRUCTION. 


Nova  Scotia  Construction  Co. 

LIMITED 

ENGINEERS  and  CONTRACTORS 
159  UPPER  WATER  STREET,  HALIFAX,    N.  S. 


88  JOURNAL     OF    THE     ENGINEERING     INSTITUTE    OF     CANADA 


The  Home  of  "WORLD"  Brand 

Valves,  Cocks,  Fittings  and  Supplies 


CAST  IRON  SCREWED  FITTINGS 

All  sizes  Y\"  to  6"  inclusive 

STANDARD  WEIGHT  EXTRA  HEAVY 


Straight 
ELBOW 


.Straight 
TEE 


Straight 
ELBOW 


Straight 
TEE 


These  fittings  are  of  good  design  and  weight 
and  are  suitable  for  steam  working  pressures 
up  to  125  pounds  or  water  working  pressures 
to  175  pounds. 


250  pounds  working  pressure. 


Established   1834 

Branches  at 

MONTREAL 


BRASS    AND    IRON    FOUNDERS 

ST.   JOHN,    N.B. 

CANADA 
TORONTO 


Incorporated    1907 


Harvard  Turnbull  &Co., 
206  Excelsior  Life  Bldg. 


LONDON,  England 


WINNIPEG 


DURBAN,  South  Africa 


VANCOUVER 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE     OF     CANADA  89 


Bedford   Construction  Company 

Limited 


(P.  PAGANO,  Pres. 


(FORMERLY  CAVICCHI  &  PAGANO) 
V.  J.  CAVICCHI,  Vice-Pres.  and  Gen'l.  Mgr.  J.  J.  HERBERT,  Sect.-Treas.) 


RAILROAD     CONTRACTORS 


NOW  OPERATING: 


Construction  of  Dry  Dock  &  Shipyards  at  Halifax,  N.S. 
Construction  of  Dry  Dock,  Shipyards  &  Breakwater  at 
Courtney  Bay,  East  St.  John,  N.B. 


OFFICES    AT 


HALIFAX,     N.S.     &     EAST     ST.     JOHN,     N.B 


COOK   CONSTRUCTION   CO, 

&  WHEATON  BROS. 


Limited 


BUILDERS  OF 

HALIFAX    OCEAN 
TERMINALS    RAILWAY 


OFFICES : 


Montreal,  Que. 
St.  Paul,  Minn. 
Sudbury,  Ont. 
Halifax,    N.S. 


TOWER     ROAD     BRIDGE 
144  foot  span  over  cut  which  is  65  feet  deep.     Suspension  Bridge  also  shown. 


90 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


GEO.  W.  SADLER 

GEO.  F.  HA  WORTH 

WALTER  J.  SADLER 


ESTABLISHED    1876 


Cable  Address    "  SADLER  " 
Western  Union  and    Private   Code 


SADLER  &  HA  WORTH 


TANNERS  &  MANUFACTURERS  OF 


OAK    LEATHER    BELTING 

Lace  Leather,  Belt  Dressing,  Belt  Cement,  Belt  Fasteners 


<  < 


LEATHER,  LIKE  GOLD,  HAS  NO  SUBSTITUTE." 


Branches : 


Factories  at  MONTREAL,  TORONTO. 

ST.  JOHN,  N.B.,  CALGARY,  WINNIPEG,  VANCOUVER. 


TURNBULL 

HOSPITAL  ELEVATOR 

EQUIPMENT 


/N  addition  to  the  manufacture  of  Elevators 
for  office  buildings,  apartment  houses  and 
commercial  warehouses,  we  have  developed 
an  equipment    peculiarly  adaptable   for  use  in 
hospitals. 

Front  and  back  doors,  both  large  enough  to  pass 
a  cot,  collapsible  gates  protecting  both  entrances, 
ample  floor  space,  matched  and  varnished  hard- 
wood floors,  as  well  as  many  other  features 
which  warrant  attention  when  elevators  of  this 
type  are  required. 

Details  regarding  elevators  for  any  service  will 
gladly  be  furnished  free  on  request. 


Turnbull  Elevator 

MANUFACTURING  CO  TORONTO 

202  Mappin  Building.  Montreal 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


91 


ACID  AND  BASIC  OPEN  HEARTH 

STEEL    CASTINGS 

FERRO-ALLOY  STEEL  CASTINGS 


MANGANESE  -  STEEL     TRACKWORK 


CANADIAN  STEEL  FOUNDRIES 

LIMITED 
Transportation  Building,  Montreal 


Difficult  Work 

A  Combined  Corps  of  Engineers  and 
Contractors  Puts  Through  Your  Job 
to  Best  Advantage. 

Consult  Us  For  Your  Work  in  the 
Maritime  Provinces. 

Foundations,  Water  Power, 

Industrial    Plants,    Docks    and 

Grain  Elevators. 


'neumatic  Caisson  under  air  pressure  in  process  of  sinking  operations. 
Ledge  rock  reach  77  feet  below  high  tide. 


ENGINEERS  &  CONTRACTORS,  Limited 

1 02  Prince  William  St.,  ST.  JOHN,  N.B. 

E.  R.  REID,  President.  E.  M.  ARCHIBALD,  Chief  Engineer. 


92  JOURNAL     CTF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


NATIONAL  IRON  CORPORATION,  Limited 

Head  Office,  Works  and  Docks :— TORONTO 


C^OTlftfiffl'PE 


Every  size  for  Water,  Gas,  Culvert  or  Sewer,  Carried  in  Stock  at 
Lake  or  Rail  Shipments  TORONTO,  PORT  ARTHUR  and  MONTREAL 


SPRACO 


You  can  use  any  kind  of  Liquid  Coating 
with  the  Spraco  Paint-Gun. 


One  standard  gun  suffices  for  all  kinds  of  paints  from  light 
lacquers  to  heavy  ship-bottom  paints.  There  are  half  a 
dozen  different  sets  of  interchangeable  caps  and  nose-pieces 
which  fit  the  Spraco  Gun. 

And  there  are  only  two  adjustments.  The  cap  on  the  end 
of  the  gun  which  screws  "off"  or  "on"  regulates  the  amount 
of  paint;  and  the  needle  valve,  which  screws  "in"  or  "out", 
regulates  the  supply  of  compressed  air. 
Simplicity  and  economy  of  operation  are  the  outstanding 
features  of  Spraco  Pneumatic  Painting  Equipment. 


Send  for  our  Bulletin  to-day. 

Spray  Engineering  Co. 

BOSTON,  Mass. 


mam 

SPRACO  \:  '/PRODUCTS 


Hydraulic  Turbine  Plants 
Water  Works  Pumps 

Pumps  for  Cold  Storage  Plants 
"  Improved  "  Stock  Pumps 
Acid  &  Lime  Water  Pumps 

Boving  Hydraulic  &  Engineering  CSS 

LINDSAY,   ONT. 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


93 


Condit  Type  "A"  Selective  Relay 

The  type  "A"  relay  combines  both  classes  of  relays 
which  up  to  now  have  been  separate.  There  is  either 
inverse  delayed  action  in  which  the  time  of  operation 
became  steadily  less  as  the  overload  increased,  until  a 
point  was  reached  where  the  relay  was  practically 
instantaneous  in  its  action  irrespective  of  its  original 
time  settings,  or  a  definite  delayed  action,  in  which 
the  time  of  operation  is  not  changed  by  the  variation 
of  current  passing  through  the  relays. 

Both  these  two  different  types  are  now  found 
combined  in  the  Type  "A",  the  finest  development 
in  relay  construction  and  embodying  a  really  accurate 
time  setting. 

Write  our  nearest  House  for  all  particulars. 

Northern  Electric  Company 


LIMITED 

Montreal 

Toronto 

Regina 

Halifax 

London 

Calgary 

Ottawa 

Winnipeg 

Vancouver 

C/f4**-    STETHECl 


ST.GABRIEL*  "IfGAii** 


*E*r/ 


(DES4RCES 


QUEBEC 


Manufacturers  find 
their  power  costs 
much  reduced  when 

Shawinigan  Power 

supplants  steam 
power.      •  .  •      •  .  • 


BROUCHTON 


EAST  ANGUS 


THE  SHAWINIGAN  WATER  &  POWER  COMPANY 

POWER  BUILDING,  MONTREAL 


94  JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


ENGINES-BOILERS-MACHINERY 

MARINE,  STATIONARY,  PORTABLE 


ROBB    ENGINEERING    WORKS,    Limited 


WORKS:  AMHERST,  N.S. 


HEAD  OFFICE:   MONTREAL,  P.O.  Box  780,  Phone  West  mount  £800 


REINFORCED    CONCRETE    LINING    OF 
CONNAUGHT    TUNNEL- ROGERS    PASS,    GLACIER     B.C. 


The  double-tracked  Con- 
naught  Tunnel  at  Glacier  is 
the  largest  tunnel  in  North 
America.  From  portal  to  por- 
tal it  measures  five  miles. 

The  work  being  done,  that  of 
reinforcing  with  concrete,  is 
being  carried  out'  with  no 
obstruction  to  traffic,  trains 
passing  and  repassing  through 
on  their  way  to  and  from  the 
coast  while  the  many  workmen 
proceed  with  their  work. 

—  Bv  — 


CARTER-HALLS-ALDINGER  Co.,  Limited 

ENGINEERS    &,    BUILDERS  WINNIPEG 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


95 


THE  DEVOE  ELECTRIC   SWITCH   COMPANY 

DEVOE  STANDARD  COMBINATION  GENERATOR 
AND  FEEDER  PANELS 


H  WE  ARE  EQUIPPED  TO  BUILD  SPECIAL  SWITCHBOARDS 
TO  ANY  SPECIFICATIONS.  AS  SPECIALISTS  IN  THIS  LINE, 
WE  ARE  ABLE  TO  PRODUCE  ALL  KINDS  OF  SWITCH- 
BOARDS AT  REASONABLE  PRICES. 

U  WHEN  SPECIFYING  INSIST  ON  DEVOE  SWITCHBOARDS. 

If  SEND  US  YOUR  SPECIFICATIONS  AND  WE  WILL  QUOTE 
YOU  PRICE. 

HWRITE  TO-DAY  FOR  OUR  NEW  CATALOGUE  NO.  8. 


THE  DEVOE  ELECTRIC  SWITCH 
COMPANY 

414  Notre  Dame  West  -  MONTREAL 


<r    .x 


For  Every 
Road-^ 
Building 
SerWce 


WATEROUS  c^nVA 

200  SOLD    IN   CANADA 


ROLLERS 


Waterous  Rollers  are  specially  designed,  specially  built,  and  specially 
equipped,  to  suit  every  Canadian  road-building  condition. 

They  are  being  used  in  every  province — every  city  of  importance— on 
every  class  of  roadway  being  built  in  Canada  to-day. 

Where  you  see  a  GOOD  road— look  for  the  Waterous  Roller. 


The  Waterous  Engine  Works  Co.,  Ltd., 


BRANTFORD, 

Canada 


WHY 


WATEROUS  ROLLERS  are  built  in 
three  sizes -10,  12  and  15  tons  a  weight  to 
suit  every  service. 

Their  special  features— double  cylinder, 
doublecrank  engine,  without  dead  centres; 
locomotive  type  high  pressure  boiler,  with 
shaking  grates  and  dumping  ash  pan:  two 
speed  drive,  for  fast  and  slow  work,  cut 
from  the  solid  steel,  etc.— give  them  a 
strength'  and  adaptability  for  an  excep- 
tionally wide  range  of  work. 

To  permit  their  use  in  every  operation 
in  road  making,  WATEROUS  ROLLERS  are 
further  supplied  with  rear  draw  bar  and 
front  clevis  for  hauling  road  plow  or  wagon, 
pulley  and  attachments  for  driving  rock 
crusher,  steel  picks  for  picking  up  old 
roadway,  cylinder  oil  pump,  and  engine 
and  boiler  fittings  second  to  none. 

As  for  convenience  of  control,  accessi- 
bility for  over-hauling,  simplicity  of 
operation,  and  general  reliability— 

"ASK    THE    MAN 
ON  THE  MACHINE." 


96 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


Stability  in  Motion 

THERE   are   two   seemingly   incompatible   qualities 
which  the   designer  of  an  efficient  machine  tool 
wishes  to  combine  in  the  moving  parts  of  his  me- 
chanism.    He  wants  the  utmost  rigidity  and  stability 
and  at  the  same  time,  the  greatest  freedom  of  move- 
ment, without  sacrificing  or  impairing  either. 
The  great  usefulness  of  the  ball   bearing  lies  in   the 
direct  application  of  the  device  to  just  these  points. 
It  gives  support,  by  metal-to-metal  contact  of  the 
most  solid  and  positive  character,  of  the  revolving 
part  in  the   stationary   part,    without   interfering 
with  freedom  of  rotation.     This  is  accomplished  by 
using  practically  perfect  spheres,  or  balls,  in  pract- 
ically  concentric    raceways.     In   this  combination 
we  get  the  realization  of  the   paradox  of  a   freely 
revolving  part  rigidly  supported  in  a  stationary  part. 
Through  the  medium  of  the  rolling  ball  we  get  solid 
support  of  a  rapidly  revolving  part  without  sliding 
contact.     In  the  perfect  ball  bearing  there  is  no 
sliding  contact,  no  movement  between  the  parts  at 
the  point  of  contact.     This  is  merely  another  way 
of  stating  the  fact  that  it  is  a  frictionless  bearing. 
Of  course  no  concrete  thing  in  the  world  is  absolutely 
perfect.     But  the  ball  bearing,   as  we  are  to-day 
manufacturing  it,  is  a  wonderful  approximation  to 
just  this  thing. 


CATALOG    ON     REQUEST 

Gurney    Ball    Bearing    Company 

CONRAD  PATENT  LICENSEE 

Jamestown, N.  Y. 


"Cast  Iron  Pipe  has  the  greatest  resistance  to  corrosion. 
It  is  by  far  the  most  economical  in  results." 


WE  MANUFACTURE 


BELL  and   SPIGOT  and 

FLANGED  CAST  IRON   PIPE, 

SPECIALS  and  CASTINGS 

of  all  kinds 

CAR  WHEELS 


INQUIRIES    SOLICITED 


Canada  Iron  Foundries,  Limited 

Head  Office,  MONTREAL 

Works    at:     Fort    William,    Ont.,    St.    Thomas,  Ont., 
Hamilton,  Ont.,  Three  Rivers,  P.O. 


jElanttofaa  pritige 


PRODUCTS 

Backed 

EFFICIENT 

STEEL   STRUCTURES 

BUILDINGS—  Offices, 

Warehouses  and  Industrial 

Plants,  etc. 
BRIDGES—  Railway, 

Highway,      Swing      and 

Bascule,  etc. 
CRANES  —  Electric    and 

Hand  Power,  Travelling, 

TOWERS— Transmission    Poles    and 
Towers,  etc. 
Plate  and  Tank  Construction 
PI-ATE  WORK— All  kinds.  Boilers  and 

Riveted  Pipe. 
STEEL    TANKS  — All    kinds;    Water 
Supply    Tanks    and    Towers,    Steel 
Stand    Pipes,     Smoke   Stacks,    Pen- 
stocks, Bins  and  Hoppers,  etc. 
Forgings 
Elevator   and   Power  Transmission 

Machinery,    Upset   Rods 
Recent   installation  of   Hydraulic   Up- 
setting Equipment  capable  of  Upsetting 
rods  up  to  4  in.  diameter. 
Equipment 
MINING  EQUIPMENT  —  Mine  Cars, 
Buckets,  Melting  Pots,  Screens,  Coal 
and  Coke  Handling  Equipment,  etc. 
RAILWAY  EQUIPMENT-Turntables, 
Frogs  and  Switches,  Snow  Plows,  etc. 
Reinforcing   Steels 
Plain  Rounds,  Square  and  Twisted,  Bent 
to  Specifications  for  Beams,  Stirrups,  etc. 


OF 


QUALITY 

by 

SERVICE 

Shipbuilding 

Ships'  Bolts  and  Spikes, 
Plain  and  Galvanized, 
General  Forgings,  Tanks, 
Tail  Shafts,  Propellors, 
Fastenings,  etc. 

Contractors'   Supplies, 
Castings 

Grey    Iron,    Semi-steel 

Chilled  and  Electric  Steel 

Miscellaneous 

Equipment  for  Rolling  Mills,  Pulp  and 
Paper  Mills,  Oil  Refineries,  Saw  Mills, 
Packing  Houses,  Stables,  Jails.  Tank 
and  Silo  Rods  and  Lugs,  Galvanized 
Pump  Rods,  Survey  Stakes,  etc.,  etc. 
Ornamental  Iron  Work,  Fire  Escapes, 
etc.  Bolts,  Nuts,  Washers,  Spikes, 
Rivets,  etc.  Pole  Line  Hardware,  Plain 
and  Galvanized.  Pole  Saw  Frames, 
Cordwood  Saw  Frames,  Saw  Mandrels, 
Pump  Jacks,  Single  and  Double 
Gear. 

Galvanizing  Plant, 

Road  Building  and  Earth 

Handling  Equipment 

Cast  Iron  Culvert  Pipe,  Gravel  Screen- 
ing Plants,  Road  Drags  and  Levellers 
Steel  Drag  Scrapers,  Reinforcing  Steel 
for  Concrete  Work,  Highway  Bridges, 
Catch  Basin  Covers,  Sewer  Manhole 
Covers,  etc.,  etc. 


-  3ron  OTorfes  Htmtteb 


WINNIPEG 


CANADA 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE     OF     CANADA 


97 


STRUCTURAL 

STEEL  and 

STEEL  PLATE 

WORK 

OF 
EVERY  DESCRIPTION 


MacKINNON  STEEL  CO.  LIMITED, 


FABRICATION 

and 

ERECTION     OF 

BRIDGES 

A 
SPECIALTY 


SHERBROOKE,  Que. 


The  GOLDIE  &  McCULLOCH  Co.  Limited 

Builders  of  Horizontal  and  Vertical  Stationary  Steam  Engines,   Marines  Engines, — Steam  Turbines,— Return  Tubular  and 

Water  Tube  Boilers,— Vertical  Marine  Pumps,— Horizontal  Reciprocating  Feed  Pumps,— REES  RoTURBo 

Patent  Pressure  Chamber  Centrifugal  Pumps  and  Air  Pumps. 

Jet  and  Surface  Condensers,— REES  RoTURBo  and    'CONTRA-FLO"  Condensers. 
Heaters,  —  Tanks,  —  Stacks,  —  Special    Plate    Work,  —  SAFES    and    VAULTS. 


Catalogues,    Photographs   and   detailed   information  gladly  supplied  on  request. 

Head     Office     and     Works:—     GALT,     ONT.,      CANADA 


TORONTO  OFFICE: 
Suite  1101-2, 
Bank  of  Hamilton  151.1  4 


WESTERN  BRANCH: 

248  McDermott  Ave., 

Winnipeg,  Man. 


QUEBEC   AGENTS  BRITISH  COLUMBIA  AGENTS: 

Ross  &  Greig,  Robt.  Hamilton  &  Co., 

400  St.  James  St.,  Montreal,  Que.  Vancouver,  B.C. 


FETHERSTONHAUGH  &  CO.  patent  solicitors 

The  old  established  firm.    Patents  and  Trade  Marks  Everywhere. 

Head  Office:  Royal  Bank  Bldg.,  Toronto 

Ottawa  Office:  5  Elgin  St. 

Offices  throughout  Canada.  Booklet  free. 


JAMES,  LOUDON    &   HERTZBERG,    Ltd. 

CONSULTING  ENGINEERS 


36  Toronto  Street 


TORONTO.  CAN. 


Water  Supply  and  Purification;  Sewerage  Systems;  Municipal  and  Trade  Waste 

Disposal  Plants;  Incinerators;  Pavements;  Bridges  and    Structural  work, 

including  Reinforced  Concrete  and  Architectural  Engineering. 


Wickes  Vertical  Water  Tube  Boiler 

Ask  us  why  engines  are  never  wrecked  and  steam  turbines  never 
have  eroded  and  clogged  blades  and  nozzles  when  using 
this  boiler  ? 

Ask  for  "Aids  in  the  Selection  of  Boilers" — sent  free. 


THE  WICKES  BOILER  CO. 


SAGINAW 


MICHIGAN 


SALES  OFFICES: 


Great  Height  of  Steam  Room 
Insures  Dry  Steam 


New  York  City.  1716  West  St.  Bldg. 
Chicago,  76  West  Monroe  Street. 
Pittsburgh,  1218  Empire  Bldg. 


Boston,  201  Devonshire  Street. 
Detroit,  1116  Penobscot  Bldg. 
Seattle,  736  Henry  Bldg. 


Steel  Cased  Setting 
Increases  Efficiency 


98  JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


Genuine!/ Oak 
MADEIN  CANADA 

From 
British 
Stock 


When  it  Conies  to  a  Question  of  Belting? 

CONSULT 

D.K.  McLAREN  Limited 

Head  Office  and  Factory  : 

351  St.  James  Street,  Montreal. 

Branches  :— TORONTO,    VANCOUVER,    ST.  JOHN,  N.B. 


GRAVITY 


PRESSURE 


FILTERS 

Over  400  Municipal  Filtration  Plants 

installed — Total  Daily  Capacity 

1,000,000,000  Gallons. 


MUNICIPAL  GRAVITY  PLANTS  IN  CANADA 


Montreal  Water  &  Power  Co.,  Montreal, 

Medicine  Hat,  Alta., 

St.  Johns,  Que., 

Fredericton,  N.B., 

Woodstock,  N.B., 

Cartierville,  Que., 

Aylmer,  Que., 

St.  Rose,  Que., 

Laval  des  Rapides,  Que. 

Berthier,  Que., 


25,000,000 

6,000,000 

3,000,000 

2,000,000 

1,000,000 

1,000,000 

1,000,000 

500,000 

300,000 

300,000 


THE    NEW    YORK    CONTINENTAL 
JEWELL     FILTRATION     COMPANY 

New  Birks  Building,  Montreal. 

ORIGINATORS      OF      MECHANICAL      FILTRATION. 


REINFORCING  STEEL 


Superior  quality  in  all  sizes  in  ROUNDS, 
SQUARES    and    SQUARES    TWISTED 


IMMEDIATE  SHIPMENT  FROM  STOCK 

THE  MANITOBA  ROLLING  MILLS  Limited 


SELKIRK,  MAN. 


THE  MANITOBA  STEEL  AND  IRON  CO.  Limited 


General  Sales  Agents, 


WINNIPEG,  Man. 


RAYMOND 

Concrete 

PILES 

The  exclusive 

Raymond  Method 

The  Raymond  Method  is 
the  ONLY  method  of 
concrete  pile  formation  in 
which  the  concrete  is  cast- 
in-place  in  a  spirally  rein- 
forced steel  shell  which  is 
left  in  the  ground.  The 
shell  is  left  in  the  ground  to 
make  CERTAIN  that 
underground  conditions  will 
NOT  distort  or  weaken  the 
"green"  concrete  pile  co- 
lumn. 

A  Form  for  Every  Pile 
A  Pile  for  Every  Purpose 

Also  Special  Concrete  Work 

Raymond  Concrete  Pile  Co 

Limited 

New  Birks  Bldg  ,  Montreal 


AMBURSEN 


and  all  types  of 

DAMS 

and  water  power  develop- 
ments anywhere  on  "lump 
sum"  or  percentage  basis, 
as  desired. 

We  design  as  well  as  con- 
struct in  co-operation  with 
other  engineers  and,  con- 
tractors. 

Allow  us  to  show  you  pho- 
tographs of  work  accom- 
plished. 

We  ore  prepared  to  do 
all   kinds  of  hydraulic 
work  and  concrete  struc- 
tures . 
Ambursen  Hydraulic 
Construction  Co.  of  Canada 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE     OF     CANADA 


99 


Cable  Address:  Consteco,  New  York.        Codes:  Consolidated  Steel  Corporation,  A. B.C.  5th  Edition  Improved,  Bentley's  Complete   Phrase 

Western  Union,  Scott's  10th  Edition,  Lieber's. 

CONSOLIDATED  STEEL  CORPORATION 

General  Office:  165  Broadway,  New  York,  U.  S.  A. 


SOLE   EXPORTER    OF    THE 
COMMERCIAL  PRODUCTS  OF 


BETHLEHEM  STEEL  COMPANY 
CAMBRIA  STEEL  COMPANY 
LUKENS  STEEL  COMPANY 
REPUBLIC  IRON  &  STEEL  COMPANY 
TRUMBULL  STEEL  COMPANY 


BRIER  HILL  STEEL  COMPANY 
LACKAWANNA  STEEL  COMPANY 
MIDVALE  STEEL  &  ORDNANCE  COMPANY 
SHARON  STEEL  HOOP  COMPANY 
WHITAKER-GLESSNER  COMPANY 


YOUNGSTOWN  SHEET  &  TUBE  COMPANY 


We  invite  and  will  give  prompt  attention  to  inquiries  for  all  forms  of  iron 
and  steel  products,  including  the  following: 


Pig  Iron 

Blooms,  Billets,  Slabs,  Sheet,  Bars, 
Wire  Reds,  and  Skelp  or  Gas 
Strips 

Rails,  Light  and  Heavy,  with 
Accessories 

Girder  and  High  Tee  Rails,  with 
Accessories 

Bethlehem  and  Standard  Struc- 
tural Shapes 

Lackawanna  Steel  Sheet  Piling 

Bars,  Bands,  Hoops 

Hot  and  Cold  Rolled  Strip  Steel 


Plates— Tank,  Hull,  Flange,  Boiler, 
Marine  Boiler  and  Fire  Box 
Quality,  also  Boiler  Heads  and 
Fronts,  Manholes  and  Manhole 
Fittings,  and  Boiler  Braces 

Sheets,  Plain  and  Galvanized,  Flat 
and  Corrugated,  Blue  Annealed 

Wire  Products,  Plain  and  Galva- 
nized, of  various  grades,  Wire 
Nails,  Wire  Fencing,  Barbed  Wire 

Tin  Plate 

Pipe,  English  Gas  and  Steam, 
American  Standard  Weight,  Extra 
and  Double  Extra  Strong,  Black 


and  Galvanized  Line  Pipe,  Casing 
Tubing,  Drill  Pipe  and  Drive  Pipe 


Boiler  Tubes,  Welded    Steel 
Charcoal 


and 


Electrical  Conduit,  Rigid  and  Flexi- 
ble 

Cold  Rolled  and  Cold  Drawn  Steel 
Shafting 

Bolts  and  Nuts  and  Spikes 

Forgings,  Axles,  Rolled  Steel  Car 
Wheels,  Tires 

Alloy  Steels 

Tool  Steels 


We  make  a  spscialty  of  large  size  plates,  one  of  our  Member  Companies  having  recently  completed  a  mill  in 
which  rectangular  plates  can  be  made  up  to  190  inches  wide,  circular  plates  up  to  196  inches  diameter,  and  flanged 
boiler  heads  up  to  183  inches  diameter.    Plates  recently  complete  there  are  the  largest  that  have  ever  been  produced. 

Our  Member  Companies'  annual  ingot  producing  capacity  is  in  excess  of  12,000,000  tons,  so  that  we]  are  in  a 
position  to  handle  the  largest  requirements  as  well  as  give  our  customers  fair  prices,  quick  service  and  dependable 
attention  to  every  detail. 

Inquiries  should  include  exact  specifications,  giving  quantities  desired,  particulars  as  to  size,  weight,  packing, 
country  of  destination,  etc.,  and  purposes  for  which  the  materials  are  required. 


100 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


DUNLOP 

' '  Gibraltar  Red  Special ' '  Belting 


"THE       ORIGINAL       RED 

FR  I CTIONED- SURFACE 

RUBBER    BELTING" 


"Gibraltar  RedSpecial"  faces  any  kind  of 
test  unflinchingly.  The  man  who  wishes  to 
talk  power,  "duck,"  or  elasticity  can  find 
ample  sway  for  his  talents  in  a  comparison  of 
"Gibraltar  RedSpecial"  with  any  other  belting. 

Minimum  loss  of  power,  Mastery  of  heavy 
loads  and  jerky  strains,  Highest  quality  of 
friction  uniting  the  plies,  Adequate  weight,  No 
Stretching  -these  are  some  of  the  virtues  of 
Dunlop  "Gibraltar  RedSpecial"  Belting,  proven 
in  thousands  of  cases  of  actual  use  on  Main 
Drives  in  Pulp  and  Paper  Mills,  Saw  and 
Lumber  Mills,  Mines,  Steel  Plants,  etc.;  in 
fact,  in  any  and  every  kind  of  transmission 
work. 

The  Dunlop  Unreserved  Guarantee 

If  you  have  a  difficult  drive  anywhere  in 
your  factory  drop  a  line  to  our  Head  Office,  or 
to  our  nearest  branch,  and  we  will  send  a  man 
experienced  in  belt  engineering  to  consider 
your  requirements.  If  it  is  an  instance  where 
"Gibraltar  RedSpecial"  Belting  may  be 
suitably  employed  we  will  recommend  its  use; 
and  we  will  stand  behind  our  recommendation 
with  the  fullest  guarantee  ever  issued  by  a 
firm  producing  rubber  products. 

DUNLOP  TIRE  &  RUBBER 
GOODS  CO.,  LIMITED 

Head  Office  and  Factories,  TORONTO 

BRANCHES  IN  THE  LEADING  CITIES 

Makers    of    Tires    for    all     Purposes, 

Mechanical    Rubber    Products    of 

all  kinds,   and   General   Rubber 

Specialties. 


JOURNAL    OF     THE    ENGINEERING    INSTITUTE    OF    CANADA 


101 


TRAUTWINE 


The   Civil  Engineer's  Pocket  -  Book 


New 


ft*  Edition 


More  than  350  new  pages,  relating  chiefly  to  railroads 


Gilt  Edge..     Thum-lndex.     $6.00  Net 


TRAUTWINE  COMPANY 

257  South  4th  Street  PHILADELPHIA 


CHAPMAN  &  HALL.  Ltd. 

LONDON 


RENOUF  PUBLISHING  CO. 

MONTREAL 


B.  J.  Coghlin  Co.  Limited 

MANUFACTURERS  OF  ALL  KINDS 

SPRINGS 


OFFICE  and   WORK. 


(  Ontario  St.  East 

I     DARLING  and  DAVIDSON 


MONTREAL 


^k    Apex  Walloon 
jHk  Welding  Wire 

The  highest  quality  welding  -wire  made 

Low  melting  point. 
Free  from  lime  or  slag. 
High  Tensile  strength. 
Every  Rod  perfectly  sound. 
Always  uniform. 


A     SWEDISH     WELDING      ROD      FOR 

OXY-ACETYLENEand 

Electric  welding 


Delivery  f.o.b.  New  York. 
Complete  stock  all  sizes  and  lengths. 


A  Ci        1      P  50  Church  St., 

ApeX     Oteel     LOrp.      New  York  City 

Warehouse,  Brooklyn,  N.Y. 
Representatives:  HlCn 3r(l  JdlUBS  Si  CO,  H6£  0  MONTREAL.Canada 

Telephone  Main  4860 


JENKINS  BROS.  Limited 


HEAD    OFFICE  AND  WORKS 

103  St.  Remi  Street, 

MONTREAL,  P.Q. 

CANADA 


EUROPEAN    BRANCH 

6  Great  Queen  St., 
Kingsway, 

LONDON,  W.C.  2 
ENGLAND 


Manufacturers  of  JENKINS  BROS'  VALVES, 

Packing  and  other  Mechanical  Rubber  Goods 


STEEL   FRAME   BUILDINGS 


Roof  Trusses, 

Columns, 
Fire  Escapes, 

Stairs, 
Ladders,  etc. 


Plain  Steel 
Shapes,  I-Beams, 

H-Beams, 

Channels,  Angles, 

Tees,  Zees  and 

Bars, 

Plates  and  Sheets 


THE    MARITIME    BRIDGE    COMPANY,    LIMITED 


New  Glasgow 


Nova  Scotia 


102 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


MILTON  HERSEY  COMPANY  Ltd. 

INDUSTRIAL  CHEMISTS,  ENGINEERS  &  INSPECTORS 

MONTREAL  WINNIPEG 

Analyses  and  Tests  of  all  Materials  including  Steel,  Brass,  Coal,  Oils, 
Water,  Ores,  Sands,  Cement. 

Specialists   for  Industrial   Chemical   Problems,  Cement  and   Asphalt 
Construction  Work,  Steel  Inspection  and  Water  Supply. 

"The  Largest  and  Best  Equipped  Commercial  Laboratories  in  Canada" 
ESTABLISHED  27  YEARS 


YARROWS    LX5 

Associated  with  YARROW  &  Co.,  Glasgow. 

SHIPBUILDERS,  ENGINEERS, 
SHIP  REPAIRERS, 

IRON  &  BRASS  FOUNDERS 

MARINE  RAILWAY,  3000  TONS  D.W.  CAPACITY. 

ESQUIMALT    DRY     DOCK,    480     FT.     X     65     FT. 

Modern  facilities  for  quick  despatch  of  ship  repair  work. 

ADDRESS:    P.O.    Box    1595,     VICTORIA,    B.C.,    CANADA 


SteelTanks 


THE 


TORONTO  IRON  WORKS 


Head  office:  LIMITED 

ROYAL  BANK  BLDG.         fORON  TO 


WOR.KS'. 
CHERRYSTREET 


■ 


Oil  Storage 

Gasoline  Tanks 

Air  Receivers 

Pneumatic 

Water  Supply  Tanks 

Smoke  Stacks 

Boiler  Breeching 

Riveted  Steel  Pipe 

Bins  and  Hoppers. 

Heavy    and    light    steel    plate 
construction  erected  any  where. 


M.teia 


BINDERS 


FOR 


VOLUME.    I 


1918 


OF 


THE  JOURNAL  OF  THE  ENGINEERING  INSTITUTE 

OF  CANADA. 


Binders  and  Index  for  the  first  volume  of  The  Journal  have  been  arranged  for. 
If  you  require  one  kindly  advise   the  Secretary. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


103 


Robert  W.  Hunt 
President 


Charles  Warnock 
Gen'l  Mgr.  &  Treas, 


Robert  W.  Hunt  &  Co. 

Limited 

CONSULTING  and  INSPECTING  ENGINEERS, 
CHEMISTS  and  METALLURGISTS 

Expert  inspection  and  tests  of  all  structural  materials  and  mechanical 
equipment. 

REPORTS  ON  PROPERTIES  AND  PROCESSES 

Head  Office  and  Laboratories:    McGILL  BUILDING,  MONTREAL 

Branches:  Toronto  Vancouver  London,  England 


LOOK  FOR  THE 

tlR  SHIELD" 

WATERMARK 


Like  the  sterling 
mark  in  silver,  the 
Karat  mark  in  gold 
so  the  Watermark 
in  paper. 


Bond,  Writing  and  Ledger   Papers 

containing  the  "R  shield"  watermark  are  backed  by  our 
reputation.  Insist  on  this  Watermark  and  you  get  quality. 


THE  ROLLAND  PAPER  CO.,  Limited 

MONTREAL 


J.  M.  ROBERTSON 

LIMITED 

Consulting  Mechanical  and 

Electrical  Engineer 


625  Corlstlne  Building 


MONTREAL 


Arthur  Surveter,  C.E.   R.  DeL.  French,  C.E. 

ARTHUR  SURVEYER  &  CO. 

Consulting  Engineers 
274  Beaver  Hall  Hill  MONTREAL 


A.M.E.I.C. 


Asa.  A.I.E.E. 


DeQASPE  BEAUBIEN 

B.Sc. 

Consulting  Engineer 

Tel.  M.  8240 

28  Royal  Insurance  Building,         MONTREAL 


Geo.  H.  Poi\er, 
A.  M.  Eng.  Inst.  Canada 


Willis  Chipman. 
M.  Eng.  Inst.  Canada 
M.  Am.  Soc.  C.  E. 
M.  Am.  VV.  W.  Assoc. 

CHIPMAN     &     POWER 

CIVIL  -ENGINEERS 

Water  Supply,  Sewerage,  Sewage  Disposal 

Pavements  and  other  Municipal  Works. 

Reports,  Estimates,   Supervision   of   Construction 

Appraisals  of  Works  and  Utilities. 

MAIL  BUILDING  C.P.R.   BUILDING 

TORONTO  WINNIPEG 


DOMINION  ENGINEERING 

AND  INSPECTION  COMPANY 
Testing  Engineers  and  Chemists 

Mill,  shop,  field  inspections  of  bridges  and  structural 

steel  work.  Iron  and  steel  pipe. 

Testing  of  cement  and  metals. 

Industrial  Chemistry.         Metallurgy  a  Specialty. 

320  Lagauchetlere  St.  W.,  Montreal,  Que. 

Branches:  Winnipeg  and  Toronto 


James  Ewing,  E.  S.  M.  Lovelace,  B.A.Sc, 

M.E.I.C.  M.E.I.C. 

Altheod  Tremblat,  A.M.E.I.C. 
Mem.  Board  of  Directors  Q.L.8. 

EWING,  LOVELACE  &TREMBLAY 

Civil  Engineers  and  Land  Surveyors 

Surveys,  Plans,  Maps,  Estimates  and  Reports,  Rail- 
way  Location,  Bd.  of  Ry.  Commission   Plans, 
Power  and  Industrial  Sites,  Municipal  Work, 
Town  Planning,  Subdivisions. 
BIRKS'  BUILDING.     14  PHILLIPS  SQUARE. 
Tel.  Upt.  1100  MONTREAL 


Walter  J.  Francis,  C.E. 
M.E.I.C. 
M.Am  Soc.C.E., 
M.Inst.C.E. 


F.  B.  Brown,  M.Sc, 
M.E.I.C. 

Mem.Am.Soc.M.E  , 
Mem. A.I.E.E. 


Walter  J.  Francis  &  Company 

Consulting  Engineers 

Head  Office:  260  St.  James  St.,  Montreal 

Cable  Address:  "WALrRAN,  Montreal."  W.U.Code 

Long  Distance  Telephone:  Main  5643. 


R.  S.  &  W.  S.  LEA 

Consulting  Engineers 

Water   Supply,    Sewerage   and    Drainage:    Water 
Purification:  Disposal  of  Sewage  and  Refuse; 
Water  Power  Developments  and  Power 
Plants.    Reports,  Designs,  Super- 
vision of  Construction. 
New  Blrks  Building,  Telephone, 

MONTREAL,  QUE.  UPTOWN  783. 


M.E.I.C. 


Mem.  Inst.  Civil  Engrs. 


Mem.  Am.  Soo.  C.E. 


RUDOLPH  HERING,  D.Sc. 

Consulting  Engineer 
Water  Supply,  Sewage  and  Refuse  Disposal 

170  Broadway,  New  York,  N.Y. 


209  Beaver  Hall  Hill 
MONTREAL 


Phone 
UPTOWN  5624 


MONTREAL  BLUE   PRINT  CO. 

Photo  reductions  from  Plans,  Blue  Prints, 
Etc.,  Etc. 

BLUE    PRINTING  IN  ALL  ITS  BRANCHES, 
DRAUGHTING,  ETC. 


GEO.   K.   MCDOUGALL,    B.Sc, 

CONSULTING   ELECTRICAL 
ENGINEER 

Illuminating    Engineering,    Industrial    Elec- 
trical Installations,  High  Tension 
Power  Transmission,  etc. 


Drummond  Building, 
MONTREAL 


Telephone: 
Uptown  823- 


RESEARCH     BUREAU 

REPORTS  BY  EXPERTS  ON  SCIENTIFIC. 

TECHNICAL  AND   INDUSTRIAL 

DEVELOPMENT. 

SPECIAL  RESEARCHES  ARRANGED. 

PATENTS,    TRADE  MARKS,    ETC. 

Hanbury  A.  Budden  Cable  Address 

812  Drummond    Bldg..  "Brevet" 
Montreal 


A.  B. 
SEE 


ELECTRIC 
ELEVATOR 
COMPANY 

OF  CANADA 
LIMITED 


MONTREAL     —    TORONTO 


[PROMPTLY  SECURED! 

In  all  countries.  Ask  for  our  INVEN- 
TOR'S ADVISER.which  will  be  sent  free. 
MARION  &  MARION, 
364   University  St.,    Montreal. 


JOHN  S.  METCALF  CO.,  Limited 

DESIGNING   AND    CONSTRUCTING   ENGINEERS 

GRAIN     ELEVATORS 
Wharves  and  Power  Plants 

54  St.  Francois  Xavier  Street,  Montreal,  Que. 

108  South  La  Salle  Street,  Chicago,  111. 

36  Southampton  St.,  Strand,  London,  W.C.,  Eng. 

395  Collins  St.,  Melbourne,  Australia 


104 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE     OF    CANADA 


INDEX   TO    ADVERTISERS 


PAGE 

A.  B.  See  Elect  ric  Elevator  Co 103 

Apex  Steel  Corporation 4  &  101 

The  Barrett  Co 83 

DeGaspe  Beaubien 103 

Hanbury  A.  Budden 103 

Bedford  Construction  Company 89 

John  Bertram  &  Sons,  Limited 3 

Boving,  Hydraulic  &  Engineering  Co 92 

Canada  Cement  Co.,  Limited 8 

Canada  Iron  Foundries,  Limited 96 

Canadian  Fairbanks-Morse  Co.  Limited 10 

Canadian  Ingersoll-Rand  Co.  Limited 7 

Canadian  Steel  Foundries,  Limited 91 

Carter-Halls- Aldinger 94 

Chipman  &  Power 103 

B.  J.  Coghlin  Co.,  Limited 101 

Consolidated  Steel  Corporation 99 

Conte  Hermanos '. 85 

Cook  Construction  Co.,  Limited  &  Wheaton  Bros  89 

Devoe  Electric  Switch  Co 95 

Dominion  Bridge  Co.,  Limited 84 

Dominion  Copper  Products  Co.,  Limited       (Inside  Back  Cover) 

Dominion  Engineering  and  Inspection  Company 103 

Dominion  Iron  &  Steel  Co.,  Limited  (Outside  Back  Cover) 

Dunlop  Tire  &  Rubber  Goods  Co.,  Limited 100 

Engineers  &  Contractors  Ltd 91 

Ewing,  Lovelace  &  Tremblay 103 

Fetherstonhaugh  &  Co 97 

Walter  J.  Francis  &  Company 103 

The  Goldie  &  McCulloch  Co.,  Limited 97 

Gurney  Ball  Bearing  Co 96 

Rudolph  Hering,  D.Sc 103 

Milton  Hersey  Company,  Limited 102 

R.  W.  Hunt  &  Co 103 

James,  Loudon  &  Hertzberg,  Limited   97 

Jenkins  Bros.  Limited 101 


PAGE 


C.  E.  Johansson,  Inc 6 

R.  S.  &  W.  S.  Lea 103 

Ludlum  Steel  Company 5 

MacKinnon  Steel  Co.,  Limited 97 

Main  Belting  Company 104 

Manitoba  Bridge  and  Iron  Works  Limited 96 

The  Manitoba  Steel  and  Iron  Co.,  Limited 98 

Marion  &  Marion 103 

The  Maritime  Bridge  Company,  Limited 101 

T.  McAvity  &  Sons,  Limited 88 

Geo.  K.  McDougall,  B.Sc 103 

John  S.  Metcalf  Co.,  Limited 103 

D.  K.  McLaren,  Limited 98 

Modern  Printing  Co (Inside  Back  Cover) 

Montreal  Blue  Print  Co 103 

T.  A.  Morrison  &  Co 104 

National  Iron  Corporation 92 

New  York  Continental  Jewell  Filtration  Co 98 

Northern  Electric  Company,  Limited 93 

Nova  Scotia  Construction  Co.,  Limited 87 

Nova  Scotia  Steel  &  Coal  Co.,  Limited 86 

Pratt  &  Whitney  Co.,  Limited (Inside  Front  Cover) 

Raymond  Concrete  Pile  Co.,  Limited 98 

Robb  Engineering  Works,  Limited 94 

J.  M.  Robertson  Limited 103 

Rolland  Paper  Co.,  Limited 103 

Sadler  &  Haworth 90 

The  Shawinigan  Water  &  Power  Company 93 

Spray  Engineering  Co 92 

Arthur  Surveyer  &  Co 103 

Toronto  Iron  Works 102 

Trautwine  Co 101 

Turnbull  Elevator  Mfg.  Co 90 

Waterous  Engine  Works  Co 95 

The  Wickes  Boiler  Co 97 

Yarrows  Limited 102 


MONTREAL 

lit  St.  Peter  Street 
Tel.  Main  7853 

EDMONTON  &  CALGARY 
Gorman,  Clanccy  &  Grindley 
Edmonton  -  Alberta 


ANACONDA  FOR  CONVEYORS 

HEAT,  ACID  AND  WATERPROOF 

LEVIATHAN  FOR  TRANSMISSION 

MAIN  BELTING  COMPANY 

OF  CANADA  LIMITED 
TORONTO 
.52  Front  Street  West 
Tel.  Main  1838 


WINNIPEG 

W.  W.  Hicks,  567  Banning  St. 

Sherbrooke  3652 


"MICHIGAN" 

WOOD       STAVE 

PIPE 

for    Waterworks,    etc. 

T.  A.  MORRISON  &  CO. 

(MORRISON  QUARRY  CO.— R.  F.  Dykes.  Supt.) 

204  ST.  JAMES  STREET,     MONTREAL 


DOMINION  COPPER  PRODUCTS  COMPANY  Limited 

MANUFACTURERS  OF 

SEAMLESS  BRASS, 
BRONZE  and  COPPER  TUBING 

IN   ALL  COMMERCIAL  SIZES  AND  GAUGES 


Office  and  Works :    LACHINE,  QUE.,  Canada. 
P.O.  Address:  MONTREAL,  QUE.  Cable  Address:  "DOMINION." 


* 


This  Journal  ia  printed  by 


m 


(^MODERN 
PRINTING 

Company 

MONTREAL'S       HlGH       GRADE       PRINTERS 

QUALITY      -       SERVICE       -      SATISFACTION 

ASK  FOR  OUR  PRICES  BEFORE  PLACING  YOUR  ORDERS  FOR  PRINTING 
39  DOWD  STREET  MONTREAL  TEL.  MAIN  112 


unr.wnnn— wmamammm — o 


DOMINION  IRON  &  STEEL  CO.  Limited 

Head  Offices  and  Works :    SYDNEY,  N.S. 


woocooopQooooocaooonoQoagj 


joooooo 


tfHANUFACTURBRS    OF 

PIG  IRON,  Basic  and  Foundry  Grades. 

BASIC  OPEN  HEARTH  STEEL, 
BLOOMS. 

BILLETS  and  SLABS. 

STEEL  RAILS— All  sections  up  to  and  including  100  lbs.  per 
Lineal  Yard. 


STEEL  BARS — Rounds,  Flats,  Squares,  Reinforcements  Bars, 
Plain  or  Twisted. 


WIRE  RODS— All  qualities,  in  Gauges  No.  5  to  £". 


WIRE — Plain,    Annealed,     Galvanized,     Coil     Spring,     and 
Barbed  Fence. 


WIRE  NAILS— All  Standard  and  Special  Patterns. 


AMMONIUM  SULPHATE 


BENZOL, 


SULPHURIC     ACID 


TOLUOL, 


UUUUUOIXffTTWtlBTmi  r  HH  ■  H 1  ?r,t***l™,''*wwv***p**v'1™1*^^ 


SYDNEY,  N.S. 


THE  JOURNAL  OF 
THE  ENGINEERING  INSTITUTE 

OF  CANADA 


TO  FACILITATE  THE  ACQUIREMENT  AND  INTERCHANGE 
OF  PROFESSIONAL  KNOWLEDGE  AMONG  ITS  MEMBERS. 
TO  PROMOTE  THEIR  PROFESSIONAL  INTERESTS,  TO 
ENCOURAGE  ORIGINAL  RESEARCH.  TO  DEVELOP  AND 
MAINTAIN  HIGH  STANDARDS  IN  THE  ENGINEERING 
PROFESSION  AND  TO  ENHANCE  THE  USEFULNESS 
OF  THE  PROFESSION   TO   THE  PUBLIC." 


JULY  1919 


PUBLISHED  MONTHLY  BY  THE  ENGINEERING  INSTITUTE  OF  CANADA, 

AT  176  MANSFIELD  STREET,  MONTREAL 

ol.  II  No.  7 


SMALL  TOOLS 


P.  &  W.  Adjustable 
BLADE   REAMERS 


These  reamers  have  eccentric  relief 
and  can  be  set  to  size  without  regrinding. 
They  are  unexcelled  for  design  and 
simplicity  and  ease  of  adjustment. 
The  eccentrically  relieved  blades  are 
stronger  than  others,  do  not  chatter, 
and  produce  a  smoother  hole.  The 
hand,  shell  and  fluted  chucking  reamers 
have  interchangeable  nuts,  screws  and 
wrenches.  The  bottom  of  a  hole  can 
readily  be  faced.  By  a  simple  adjust- 
ment of  the  blades  the  reamers  can 
easily  be  set  to  size  without  regrinding. 


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JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA       3 


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JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


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JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA        5 


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6       JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


"can't  afford  them  now, 
— when  we  get  rich" — 


Johansson 


Mechanics  who  are  now  users  of  Johansson  Gage 
Blocks  will  smile  at  the  man  telling  our  representa- 
tive that  he  is  going  to  wait  until  he  gets  rich  before 
ordering  a  set  of  "  John  Blocks  ". 

Of  course,  our  gaging  expert  could  have  replied 
"  Without  a  set  of  Johansson  Blocks  you  may  never 
gel  rich." 

Present  users  of  Johansson  Blocks  know  that 
this  "  can't-afford-it"  argument  is  no  real  reason  for 
not  getting  the  Blocks — it's  an  excuse. 

Putting  off  getting  a  set  is  merely  putting  off 
the  chance  to  make  more  money  by  cutting  down 
rejections.  It  is  putting  off  the  opportunity  to  stop 
the  countless  arguments  about  who's  right  and  who's 
wrong  in  measuring.  The  idea  is  false  that  a  set  of 
Johansson  Blocks  is  a  luxury,  only  to  be  enjoyed  by 


a  shop  with  plenty  of  money.  They  are  not  a  luxury 
any  more  than  the  typewriters  in  your  office  are 
a  luxury. 

Johansson  Gages  are  a  practical  working  tool  for 
toolmakers  and  inspectors.  "Not  running  fifteen 
minutes  any  day  before  somebody  is  after  our 
Johnny  Blocks  ",  says  the  superintendent  of  big 
toolshop. 

The  evidence  is  overwhelming  that  Johansson 
Blocks  are  an  absolute  necessity— not  a  luxury — 
in  any  up-to-date  shop.  All  "  regular  "  shops  are 
entitled  to  at  least  one  set — at  least  one  set. 

English  and  Metric  sets  to  answer  all 
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New  catalog  upon  request. 


C.  E.  JOHANSSON,  Inc.,    72  Queen  Street  West,  Toronto 

Successors  to  Swedish  Gage  Co. 

American  Address:  245  West  55th  Street,  New  York  City 

Johansson 

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JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA   7 


"SPECIAL" 

5    x  5 

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The  hoist  is  readily  portable,  and  is  usually 
bolted  to  skids.  The  engine  will  handle  up 
to  1,400  lbs.  at  100  ft.  per  minute,  and  is  well 
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Ask  for  complete  specifications. 

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Limited 

MONTREAL 
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SYDNEY  SHERBROOKE 

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TORONTO  COBALT 

VANCOUVER 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


May  8,  1919 


ENGINEERING     NEWS-RECORD 


ll 


Illinois  Adopts  a  Uniform  Basis  of  Design  for 
All  Types  of  Rigid  Pavement 

Concrete  Standardized,  Other  Tvpes  Designed  to  Equal  It  in  Load-Carrying  Capadty— Ftexurri-Strrngt 

To  Govern— Brick  and  Bituminous  Concrete  on  Concrete  Base  Only  Other  Types  Considered  foi  MamKo*^ 


By  Clifford  Older 

l  )epai  tmenl   of   Public  Mforkt 


and  Bulldin 


IX  VIEW  of  the  rapid  development  of  interurban 
truck  transportation,  load-carrying  capacity  in  the 
logical  basis  for  the  design  of  rigid  pavements  of  dif- 
ferent types.  In  rigid  pavements  flexural  strength  is 
the  governing  feature,  and,  haying  established  a  stand- 
ard design  for  one  type,  it  is  sound  engineering  prac- 
tice to  make  all  other  types  conform  to  it  in  strength, 
as  nearly  as  possible.  A  standard  concrete  slab,  7  in. 
at  the  side  and  8  in.  at  the  center  for  16-  to  18-ft. 
widths,  has  recently  been  developed  by  a  conference  of 
the  northern  Mississippi  Valley  states,  and  this  has  been 
adopted  by  the  State  of  Illinois  as  the  basis  for  all  its 
igid  surfaeings.  The  only  other  types  considered  suit- 
able for  the  primary  road  system  of  Illinois  are  mono- 
lic  brick  and  bituminous  concrete  on  a  concrete  basej 

A  careful  analy; 


fie  is  well  understood, 
the  adoption  of  jugi< 

Any  of. 
— ns 


Illinois 


These 


cates 
cond 


'  «*  h   thffuturf  theret^r  P^^i- 
't'ons  to  meet.     tfeaw 2™"  ^e .  u«Precedented 


Heavy 
*".*•"•  LI,e  main  impn 
be  confined  day  after  dav 
cause  of  the  limited 


'he  main  i^Z^Zl^  *affi<  will  p 

t0  the  same  wheel  tracks,  be- 


™ads,  and  this  traffic 


will 


built  with  avail  wuT^EI 

in  mind,   it   seems   absol,  li        *  theSe  liberations 

«ther  drastic  ^t^StjS^V^  to  take  S 

cos:rsr eni  o/--     pavements  for  a 

£•**■    to  d€sign  allJX    t lUt.  Tnd  «*****£ 


Illinois  Adopts   a  Uniform 
Basis  of  Design 

THE  weight  of  loads  even  more  than  the 
amount  of  traffic  makes  it  imperative 
that  engineers  in  preparing  road  plans 
appreciate  the  necessity  of  a  rigid  pavement 
that  will  bridge  over  unstable  soil  conditions. 

The  conclusion  reached  by  the  Mississippi 
Valley  Association  of  State  Highway  Depart- 
ments to  adopt  Concrete  as  the  Standard  to 
which  all  other  types  of  rigid  roads  should 
conform  in  load-carrying  capacity,  is  typical 
of  the  attitude  of  all  thinking  road  builders 
to-day. 

Canada  Cement  Company   Limited 

HERALD  BUILDING  MONTREAL 

Sales  Offices  at  Montreal  Toronto  Winnipeg  Calgary 


A 


{■ 


,    , 


!!:!!!! 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


The  Journal  of 
The  Engineering  Institute 

of  Canada 


July,    1919 


CONTENTS 


Volume  II,   No.  7 


THE  BLOOR  STREET  VIADUCT,  TORONTO,  ONT 485 

WHAT  IS  THE  INTERNATIONAL  JOINT  COMMISSION  ? 499 

OVERHEAD  AND  GENERAL  COSTS  IN  MANUFACTURING 505 

DISCUSSION  ON  PAPERS  PREVIOUSLY  PUBLISHED  IN  THE  JOURNAL 507 

EDITORIAL  509 

Western  Professional  Meeting  Postponed. 
Professional  Meeting  in  St.  John,  N.B. 
What  is  a  Professional  Engineer  ? 
Salaries  and  the  Civil  Service. 
Compensation  of  Engineers. 
South  Shore  Town  Planning. 
British  Trade  Fares. 

CORRESPONDENCE 521 

REPORT  OF  COUNCIL  MEETINGS 522 

BRANCH  NEWS 524 

PERSONALS 530 

OBITUARY 532 

EMPLOYMENT  BUREAU 533 

MEMBERS  OF  COUNCIL 535 

PRELIMINARY  NOTICE  OF  APPLICATION  FOR  ADMISSION  AND  TRANSFER 536 

ENGINEERING  INDEX  (facing  page  538) 137 

INSTITUTE  COMMITTEES 88 

The  Institute  does  not  hold  itself  responsible  for  the  opinions  expressed  by  the  authors 

of  the  papers  published  in  its  records,  or  for  discussions  at   any  of  its   meetings   or  for 
individual  views  transmitted  through  the  medium  of  The  Journal. 


Published  by 

THE    ENGINEERING    INSTITUTE    OF    CANADA 


176  Mansfield  St.,  Montreal 
BRANCHES: 


Halifax  Branch,  Halifax,  N.S.; 
St.  John  Branch,  St.  John,  N.B.; 
Quebec  Branch,  Quebec,  Que.; 
Montreal  Branch,  Montreal,  Que.; 
Ottawa  Branch,  Ottawa,  Ont.; 
Kingston  Branch,  Kingston,  Ont.; 

(closed  till  after  the  war) 

Toronto  Branch,  Toronto,  Ont.; 
Hamilton  Branch,  Hamilton,  Ont.; 


Niagara  Peninsula  Branch,  Niagara  Falls,  Ont. 
Border  Cities  Branch,  Windsor,  Ont.; 
Sault  Ste.  Marie  Branch,  Sault  Ste.  Marie,  Ont. 
Manitoba  Branch,  Winnipeg,  Man.; 
Saskatchewan  Branch,  Regina,  Sask.; 
Edmonton  Branch,  Edmonton,  Alta.; 
Calgary  3ranch,  Calgary,  Alta.; 
Victoria  Branch,  Victoria,  B.C.; 
Vancouver  Branch,  Vancouver,  B.C. 


Members  having  copies  of  the  May  number  of  The  Journal,  which  they    do   not    wish    to 
keep  for  reference,  would  confer  a  great  favor  by  mailing  them  to  the  Secretary.     About  twenty 


10     JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


THE  JOURNAL  OF 
THE  ENGINEERING  INSTITUTE 

OF  CANADA 


Published  Monthly  at  176  Mansfield  Street,  Montreal 

By 

THE      ENGINEERING      INSTITUTE      OF      CANADA 

INCORPORATED    IN    1887   AS 

THE  CANADIAN  SOCIETY  OF  CIVIL  ENGINEERS 


Entered   at  the   Post  Office,   Montreal,    as   Second  Class  Matter 


Volume  II 


MONTREAL,  JULY  1919 


Number  7 


The  Bloor  Street  Viaduct,  Toronto,  Ontario 

By  Thomas  Taylor,  M.E.I.C. 


(1).     Introduction. 

The  development  of  the  City  of  Toronto,  and  parti- 
cularly of  the  eastern  part,  has,  since  an  early  period,  been 
seriously  hampered  by  reason  of  the  Don  Valley  and  River. 
With  the  northward  growth  of  that  portion  east  of  the 
Valley,  it  became  clear  that  another  crossing  would  be 
required  north  of  those  existing,  and  for  many  years  there 
has  been  a  growing  conviction  that  the  proper  course 
would  be  to  connect  Bloor  Street  with  Danforth  Avenue, 
creating  a  cross  town  thoroughfare. 

By-laws  to  sanction  the  issue  of  debentures  for  this 
purpose  were  submitted  to  the  ratepayers  at  the  annual 
elections  on  three  occasions,  viz: — in  1910,  1912  and  1913. 
The  amounts  asked  for  were  $759,000.00,  $1,783,000.00 
and  $2,500,000.00  respectively.  The  first  proposal  was 
decisively  defeated,  the  second  barely  defeated  and  the 
third  carried  by  a  large  majority.  The  remarkable 
increase  in  these  estimates  is  due  to  the  fact  that  each  of 
the  two  latter  schemes  was  greatly  superior  to  its  prede- 
cessor with  respect  to  capacity  and  appearance.  The 
verdicts  rendered  at  the  three  elections  indicate,  on  the 
part  of  the  Toronto  public,  a  growing  appreciation  of 
civic  improvements. 

The  route  adopted  in  1912,  and  on  which  the  third 
proposal  was  based,  is  shown  in  Fig.  1.  The  three  divi- 
sions commencing  at  the  east  were  named  Don,  Rosedale 
and  Bloor  Sections ;  the  outstanding  features  being  a  bridge 
over  the  Don  Valley,  a  bridge  over  the  Rosedale  Ravine, 
and  sidehill  construction  on  the  western  portion  of  the 
Bloor  Section,  to  carry  the  traffic  along  the  south  slope 


of  the  Rosedale  Ravine.  After  fuller  consideration,  the 
latter  was  dispensed  with  in  favor  of  earth  fill,  for  reasons 
of  stability  and  economy.  The  balance  of  the  improve- 
ment consisted  of  ordinary  grading  and  street  construc- 
tion. The  width  adopted  was  86  feet  and  the  grade, 
throughout  the  whole  project  (5,267  feet),  was  nearly 
level. 

(2).     Preliminary  to  Letting  Bridge  Contracts. 
(a)  Subsurface  Exploration. 

Early  in  1912,  investigations  were  made  with  hand 
augers.  The  results,  although  inconclusive,  confirmed  a 
suspicion  that,  in  a  great  portion  of  the  Don  Valley,  the 
soil  for  a  considerable  depth  was  utterly  unfit  for  the 
direct  support  of  heavy  loads.  In  places  it  was  so  wet 
that  doubts  arose  as  to  the  advisability  of  using  piles, 
particularly  if  arch  construction  should  be  adopted. 

In  order  to  secure  more  complete  and  definite  infor- 
mation, it  was  decided  to  penetrate  to  the  surface  of  the 
rock  by  wash  boring  in  casing  pipe  and  into  the  rock  by 
diamond  drill.  This  was  done  where  required  under 
contract  at  a  certain  rate  per  linear  foot.  The  total 
number  of  holes  drilled  on  the  three  sections  was  44  and 
the  sum  of  the  depths  was  3,405  feet.  Of  these,  36  were 
carried  into  rock ;  the  total  rock  drilling  being  672  feet. 
Samples  of  the  earth  obtained  by  collecting  a  portion  of  the 
wash  water  and  allowing  it  to  settle,  were  not  entirely 
satisfactory.  They  nearly  always  contained  too  high  a 
percentage  of  sand  and  revealed  nothing  about  under- 
ground  water   conditions.     Something   was   learned   by 


486 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


observing  the  number  of  blows  of  the  drop  hammer 
required  to  drive  the  casing  pipe  one  foot  and  the  number  of 
feet  bored  per  day.  The  permeability  at  different  depths 
was  also  tested  by  shutting  off  the  water  supply  and  noting 
the  rate  at  which  the  water  in  the  casing  disappeared. 
The  data  thus  obtained  led  to  the  conclusion  that,  through- 
out certain  areas,  subsurface  conditions  were  fairly 
constant. 

In  case  soil  bearing  was  proposed  for  a  large  pier  and 
any  doubt  existed  as  to  the  ability  of  the  earth  to  carry 
the  load,  a  test  pit  was  dug.  This  not  only  furnished 
reliable  information  for  the  design  of  the  bearing  in  ques- 
tion but  assisted  materially  in  the  interpretation  of  data 
obtained  from  wash  borings  in  that  vicinity. 

After  wash  boring  in  each  case  had  been  continued  to 
rock,  core  drilling  commenced  and  results  became  more 
definite.  The  rock  proved  to  be  of  the  same  general 
character  throughout;  consisting  of  layers  of  hard  lime- 


It  is  estimated  that  the  cost  of  labor  and  supplies 
averaged  approximately  $1.50  per  linear  foot  of  boring. 

(6)  Surveys. 

The  surveys  made  prior  to  letting  the  contracts  for 
the  bridges  were  carried  out  with  three  objects  in  view; — 
first,  to  obtain  data  sufficiently  comprehensive  and 
accurate  for  use  in  designing  and  estimating;  secondly,  to 
obtain  a  permanent  record  of  original  conditions  and 
thirdly,  to  establish,  with  a  high  degree  of  accuracy,  base 
lines  and  bench  marks  from  which  the  work  could  be 
quickly  and  correctly  laid  out. 

During  the  first  half  of  1912,  the  investigations, 
relative  to  selection  of  route,  were  based  largely  on  surveys 
made  in  1911.  After  the  route  was  chosen  a  thorough 
survey  was  made  with  reference  to  this  route.  At  this 
time  very  little  of  the  land  had  been  acquired  and  the 


BLOOR     STREET     VIADUCT 


MAP      OF     ROUTE 


ii 


Fig.  1. 


stone  and  layers  of  soft  shale  alternately,  the  latter 
constituting  about  60  per  cent  of  the  whole.  The  cores 
obtained  consisted  mostly  of  the  harder  material  and  were 
found  in  the  core  barrel  in  short  pieces  mixed  with  a  mud 
like  substance  which  resembled  wet,  blue  clay.  In  this 
were  found  fragments  of  soft  laminated  shale,  which  bore 
evidence  of  having  been  cut  by  the  diamonds,  then  split 
off  in  the  form  of  discs  and  partially  ground  to  a  paste  by 
the  action  of  the  drill  and  the  harder  pieces  of  core. 
The  fact  that  the  drill  cut  steadily,  indicated  the  solidity 
of  the  material;  and  it  seemed  likely  that  the  formation 
was  similar  to  that  exposed  in  various  excavations  which 
had  been  made  from  time  to  time  in  Toronto.  When 
excavation  was  afterwards  made  for  the  rock  bearing 
piers  of  both  bridges,  this  condition  was  found  in  all 
cases. 


survey  parties  were  not  permitted  to  cut  the  trees  and 
shrubbery  that  grew  thickly  over  a  great  part  of  the  site. 
Considering  the  short  sights  and  frequent  offsets,  a  fairly 
good  centre  line  was  run  and  profile  on  the  same  obtained. 
At  right  angles  to  this  centre  line  and  at  intervals  of  ten 
feet,  cross  sections  were  taken  extending  on  each  side  of 
the  centre  line  for  varying  distances  as  required.  Approxi- 
mately fourteen  thousand  elevations  were  taken  for  this 
purpose.  These  elevations  were  first  recorded  in  tabular 
form,  then  plotted  as  cross  sections  and  finally  a  contour 
plan  was  made. 

After  notice  of  expropriation  had  been  given  in 
accordance  with  a  by-law  passed  on  May  19th,  1913,  the 
survey  parties  were,  for  the  first  time,  free  to  clear  portions 
of  the  site.  The  centre  line  was  then  rerun  and  necessary 
corrections    made.     Intersecting    and    adjacent    streets 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


487 


were  located  with  reference  to  this  centre  line;  houses, 
fences,  etc.,  on  these  streets  were  tied  in;  and  the  whole 
plotted  on  a  plan.  Profiles  of  these  streets  were  also 
made,  showing  the  houses  and  the  important  elevations 
in  connection  with  each. 

An  extensive  set  of  photographs  was  made  in  order 
to  record  in  greater  detail  than  was  possible  on  drawings, 
conditions  prior  to  construction.  On  a  key  plan  the 
position  of  the  camera  for  each  picture  was  shown  by  a 
small  circle  and  the  direction  in  which  it  was  pointed  by  an 
arrow.  In  the  circle  was  placed  the  number  of  the  photo- 
graph. 


monuments,  measurements  were  made  on  the  slope;  the 
tension  of  the  tape  being  kept  constant  while  the  tempera- 
ture and  the  slope  measurement  were  observed.  By 
rearrangement  of  parties  six  independent  observations 
were  obtained  in  each  case.  The  distances  were  corrected 
for  temperature  and  the  average  taken  as  the  slope  dis- 
tance. From  these  and  the  differences  in  elevation  the 
horizontal  distances  between  successive  monuments  were 
computed. 

(c)  Shale  Tests. 

The  bearing  value  of  the  shale  on  which  several 


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BLOOR      STREET     VIADUCT 

CROSS    SECTION    OF    BRIDGES 


Fig.  2. 


For  use  in  construction,  a  liberal  number  of  concrete 
monuments  was  placed  for  each  bridge.  In  each  case, 
these  consisted  principally  of  a  pair  on  the  centre  line. 
one  near  each  end  of  the  bridge,  and  a  row  placed  parallel 
to  the  centre  line,  one  hundred  feet  distant,  forming  a 
base  line.  Levels  were  taken  over  the  base  line  monu- 
ments and  back,  three  times,  the  parties  being  rearranged 
so  as  to  give  six  independent  sets  of  results.  The  average 
of  the  elevations  thus  obtained  for  each  monument  was 
used.     To  determine    the   horizontal  distances  between 


piers  were  to  rest,  being  unknown,  certain  investigations 
were  made. 

In  the  first  place,  laboratory  tests  were  made  on 
specimens  taken  from  the  quarry  of  the  Don  Valley  Brick 
Works.  These  were  selected  from  the  softest  strata  in 
the  quarry  face  and  were  considered  to  be  representative 
of  the  softest  material  beneath  the  piers.  Owing  to  the 
laminated  structure  of  the  shale  and  its  tendency  to  break 
down  when  exposed  to  air  it  was  impossible  to  get  speci- 
mens greater  than  two  inch  cubes;  and  of  those  obtained, 


488 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


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only  one  could  be  considered  perfect.  When  tested  in 
compression  this  specimen  failed  at  1,500  pounds  per 
square  inch,  while  the  worst  specimen  sustained  over  500 
pounds  per  square  inch,  the  others  giving  intermediate 
values. 

As  such  shale  in  place  has  important  advantages  over 
small  specimens,  viz  : — exclusion  from  air  and  lateral 
support,  it  was  decided  to  secure  information  as  to  its 
carrying  capacity  when  undisturbed.  In  the  excavation 
for  an  addition  to  the  John  Street  Pumping  Station  shale 
was  exposed  which  was  apparently  identical  in  character 
with  that  obtained  by  the  core  drill  in  the  borings  for  the 
Bloor  Street  Viaduct.  With  the  co-operation  of  the 
Waterworks  Section  of  the  Department  of  Works  loading 


tests  were  made  there  under  favorable  conditions,  the 
layers  being  undisturbed  and  the  surface  being  covered 
with  water. 

As  heavy  loads  were  required  to  give  appreciable 
settlements,  a  special  platform  of  steel  shapes  was  con- 
structed. After  several  strata  were  removed  exposing 
the  softer  shale,  the  latter  was  carefully  levelled  off  for 
bearing  and  the  platform  erected  with  the  foot  of  the  mast 
resting  on  a  casting  8^  inches  square,  while  the  top  was 
braced  against  overturning.  Special  care  was  taken  to 
determine  settlement  and  to  check  results. 

On  Dec.  10th,  1913,  pig  iron  was  graduallv  loaded  on 
the  platform  from  1.30  to  4.45  P.M.,  the  total  load  being 
28,670  pounds,  causing  a  gradual  settlement  of  .09  inches 
during  that  time  and  a  further  settlement  of  .09  inches 
before  8.15  on  the  following  morning.  Additional  pig 
iron  was  then  added  until  2.45  P.M.,  when  the  total  load 
was  65,043  pounds  or  986  pounds  per  square  inch.  The 
settlement  during  this  period  of  loading  was  .12  inches  and 
in  the  succeeding  24  hours  a  further  settlement  of  .15 
inches  took  place.  Readings  were  taken  on  Dec.  13th, 
at  11  A.M.,  and  Dec.  15th,  at  9  A.M.,  neither  of  which 
showed  additional  settlement. 

On  removal  of  the  platform  the  shale  beneath  was 
found  to  be  so  crushed  that  it  could  be  rubbed  to  a  paste 
in  the  hand.  This  effect  extended  for  less  than  three 
inches  in  depth  and  the  shale  immediately  around  the 
loaded  area  showed  no  sign  of  injury.  To  determine 
the  effect  on  the  shale  when  loaded  less  heavily  the  platform 
was  set  up  in  another  place,  a  few  feet  from  the  first 
location.  On  Dec.  20th,  the  loading  was  commenced  but 
was  discontinued  at  noon.  The  total  load  was  then 
11,320  pounds  or  172  pounds  per  square  inch.  On  Dec. 
23rd,  at  9.30  A.M.,  the  settlement  observed  was  £6 
inches.  By  noon  the  total  load  was  increased  to  26,o40 
pounds  or  402  pounds  per  square  inch.  During  this  time 
a  settlement  of  .02  inches  was  noted.  On  Dec.  26th, 
no  further  settlement  could  be  detected  and  the  load  was 
removed.  On  removal  of  the  platform  no  injury  to  the 
shale  was  noticeable. 

(d)  Design  of  Bridges. 

The  same  conditions  of  traffic  volume  and  clearance 
applied  to  both  bridges,  the  width  being  86  feet,  with  64 
feet  6  inches  between  sidewalk  curbs.     It  was  orignally 


Fig.  4.     General  Perspective,  Don  Bridge. 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


489 


intended  to  use  stone  ballast  under  the  upper  deck  tracks 
and  to  separate  the  track  allowance  from  the  20  foot 
roadway  on  each  side  by  curbs.  This  arrangement  was 
discarded  during  construction  in  favor  of  an  all  paved 
deck  shown  in  Fig.  2. 

The  bridges  were  so  designed  that,  in  the  future, 
lower  decks  might  be  installed  as  a  part  of  a  subway 
system  should  the  development  of  the  City  render  the 
latter  desirable.  The  clearances  for  this  purpose,  shown 
in  Fig.  2,  are  continuous  throughout  the  entire  length  of 
each  bridge,  openings  being  left  in  the  pier  tops  and  abut- 
ments. These  lower  deck  clearances  were  obtained 
through  the  structural  steel  work  by  confining  most  of 
the  diagonal  bracing  to  the  space  between  the  two  inner 
lines  of  columns  and  arch  ribs. 

In  abutments  and  cross  walls  openings  were  provided 
at  the  lower  deck  level  for  two  42  inch  water  mains  and 
under  the  sidewalks  room  was  left  to  place  ducts  for  tele- 
phone and  other  wires. 


(iii)   Sidewalk  loads; 

The  slab,  stringers  and  posts  are  designed  for  a  uniform 
load  of  100  pounds  per  square  foot  and  the  arches  and 
foundations  for  a  uniform  load  of  80  pounds  per 
square  foot. 

(iv)  Lower  deck  loads; 

On  each  track,  a  train  of  cars,  Fig.  3. 

(v)    Wind  loads; 

50  pounds  per  square  foot  of  projected  area  of  the 

unloaded   structure.     For   lower   deck   construction, 

posts  and  arch  ribs,  the  wind  was  assumed  to  act  on 

twice  the  projected  area. 

In  the  case  of  stresses  produced  by  railway  loads,  the 

combined  dead  load  stress  (D)  and  live  load  stress  (L)  were 

increased  by  an  allowance  for  impact  (I),  using  the  formula 

D+L. 


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Fig.  5.     General  Perspective,  Rosedale  Bridge 

The  assumed  live  loads  were  as  follows: — 


(i)  Upper  deck  railway  loads ; 

For  floor  system  and  posts,  two  fifty  ton  electric  cars 
on  each  track,  Fig.  3. 


For  spans  under  80  feet,  the  live  load  stress  was  multi- 
plied by  the  factor  (1.40— j^),  in  which  "  /"  is  the  loaded 
length  in  feet  producing  the  maximum  stress.  This  was 
then  considered  the  live  load  stress  and  impact  calculated 
as  above. 

The  allowable  stresses  in  pounds  per  square  inch  were 
as  follows: — 


For  arches  and  foundations  a  uniform  load  of  1,600     Axial  tensjon  on  net  section  of  rolled  plates  and  shapes> 


pounds  per  linear  foot  of  track 


(ii)  Roadway  loads; 

For  floor  system  and  posts,  a  uniform  load  of  135 
pounds  per  square  foot  on  the  area  remaining  after 
deducting  a  strip  22  feet  wide  for  tracks,  or  a  20  ton 
truck,  Fig.  3.  For  arch  ribs  and  foundations,  a 
uniform  load  of  80  pounds  per  square  foot  for  spans 
of  200  feet  or  over  and  80  +  2(^*s  pounds  per  square 
foot  for  spans  under  200  feet,     s  =  span  in  feet. 


16,000. 
Axial  compression  on  gross  section  of  members, 

(        L2 

Both  ends  fixed 16,000 -^  [1+- 

[     18,000  r2 


One  end  fixed  and  one 

end  pin 16,000- 


1  + 


Both  ends  pin 16,000^-  1- 


12,000  r2 
V 

9,000  r2 


490 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


when  L  =  the  length  and  r  =  the  least  radius  of  gyration 

of  the  member  expressed  in  inches. 
Bending,  on  extreme  fibres  of  rolled  shapes,  built 

sections  and  girders,  net  sect  on 16,000 

Shearing,  shop  driven  rivets  in  reamed  or  drilled 

holes 10,000 

power  driven  rivets  in  reamed  or  drilled  holes .    9,000 

all  other  rivets 8,000 

lathe  turned  bolts  in  reamed  or  drilled  holes. .    8,000 

webs  of  girders,  gross  area 10,000 

Bearing  on  diameter  of  rivets,  twice  the  shearing 
values  given  above . 

Bearing  on  pins, 22,000 

Tension  in  steel  reinforcement 15,000 

Compression  in  1  :  2  :  4  concrete  in  bending 500 

Compression  on  1  :  2  :  4  concrete  under  bearing 

plates  and  pad  stones 400 


to  the  east  of  their  tracks  insufficient.  The  objection  was 
sustained  by  the  Dominion  Railway  Board,  who  fixed  the 
limits  of  encroachment  on  the  Company's  property. 
This  necessitated  a  rearrangement  of  the  structure,  the 
new  design  being  ratified  by  the  Board  under  their  Order 
No.  20580,  dated  October  15th,  1913. 

From  the  beginning  it  had  been  felt  that  in  designing 
a  structure  of  this  nature,  architectural  assistance  should 
be  secured  and,  now  that  the  need  had  developed, 
Edmund  Burke,  of  Toronto,  was  engaged  as  Consulting 
Architect.  Accepting,  as  a  basis,  the  cross-section,  form 
and  location  of  the  main  spans  of  the  two  bridges  as 
previously  determined,  he  laid  out  the  general  form  and 
surface  details  of  the  exposed  concrete,  collaborating  with 
the  designing  staff  of  the  Bloor  Street  Viaduct  in  order  to 
preserve    consistency    between    these    and     structural 


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BLOOR     STREET     VIADUCT 


FOUNDATIONS. 
Seal* 


Fig.  6.     Foundation  Plan,  Don  and  Rosedale  Bridges. 


In  the  Don  Valley  the  problem  of  location  of  the 
piers  was  governed  largely  by  the  Grand  Trunk  and 
Canadian  Northern  right-of-way,  the  Don  River,  Don 
View  Avenue,  the  Canadian  Pacific  right-of-way  and  a 
general  desire  for  symmetry  in  the  main  spans.  The  first 
design  met  with  objection  on  the  part  of  the  Canadian 
Pacific  Railway  Company,  who  considered  the  clearance 


essentials.  An  idea  of  the  outlines  as  finally  designed  may 
be  obtained  from  Figs.  4  and  5,  which  show  the  south  side 
of  the  Don  Bridge  and  the  south-east  side  of  the  Rosedale 
Bridge,  respectively.  These  and  other  perspectives  were 
carefully  prepared  from  survey  data,  photographs  of  the 
sites  and  details  of  design  and  proved  quite  as  useful  to 
engineers  as  to  laymen. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


491 


The  Don  Bridge,  Fig.  4,  consists  of  a  central  span 
281  feet  6  inches  long  and  130  feet  above  the  river,  two 
flanking  spans  of  240  feet  each  and  end  spans,  each  158 
feet  long.  These,  with  piers  and  approaches,  make  a 
total  length  of  1,620  feet.  For  reference  the  piers  have 
been  named  A  to  G  inclusive,  commencing  at  the  east 
end.  In  the  west  approach,  between  piers  F  and  G,  is 
an  arched  opening. 

The  main  feature  of  the  Rosedale  Bridge,  Fig.  5, 
is  an  arch  span  190  feet  long,  crossing  the  Valley  Road 
at  a  height  of  96  feet.  The  three  piers  commencing 
at  the  north  east  end  are  H,  I  and  J.  Between  I  and 
J  is  an  arched  opening  similar  to  that  in  the  west 
approach  of  the  Don  Bridge.  From  the  far  end  of 
the  south  west  abutment  a  curved  retaining  wall,  of 
the  counterfort  type,  extends,  as  indicated  in  Fig.  1, 
for  a  distance  of  170  feet. 

The  two  bridges  resemble  each  other  in  many 
respects.  The  crescent  shaped  steel  arches  are  three 
hinged,  the  crown  pin  being  in  the  upper  chord,  while 
the  lower  chord  is  provided  with  a  slip  joint  at  the 
middle.    The  approaches  are  hollow,  the  floor  loads 


Fig.  7.     Cast  Steel  Shoe,  158  foot  spans. 

being  carried  by  four  rows  of  steel  columns  in  line  with  the 
four  arch  ribs.    This  steel  work  is  masked  by  side  walls  of 


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Fig.  8.     Sheeting  Proposed  by  Contractors,  for  Piers  B,  C,  D  and  E,  Don  Bridge 


492 


JOURNAL    OF     THE    ENGINEERING     INSTITUTE    OF    CANADA 


reinforced  concrete,  which,  in  general,  rest  on  spread 
footings.  This  construction  was  adopted  in  order  to 
produce  a  massive  abutment  effect  in  proportion  to  the 
size  of  the  bridges. 

The  arched  opening  in  the  west  approach  of  each 
bridge  was  introduced  principally  for  the  sake  of  appear- 
ance. The  contours  of  the  ground  in  each  case  make  an 
angle  of  about  45  degrees  with  the  centre  line  of  the 
bridge.  On  the  north  side  of  the  Don  Bridge,  west  of 
pier  F,  the  ground  is  80  feet  below  grade  and  at  the 
corresponding  part  of  the  Rosedale  Bridge,  i.e.,  on  the 


considerably  lighter  above.  Piers  G  and  J  are  soil 
bearing  and  resemble  each  other  closely  in  other  respects. 
Piers  A  and  F  are  similar  to  piers  H  and  I  respectively,  the 
principal  difference  being  in  the  foundations.  The  former 
are  supported  by  spread  footings,  while  each  of  the  latter 
rests  on  rock.  These  piers  are  all  of  massive  appearance 
and  assist  in  producing  the  effect  of  substantial  abutments. 
On  the  other  hand,  piers  B,  C,  D  and  E  of  the  Don  Bridge 
have  no  counterparts  in  the  Rosedale  Bridge,  their  upper 
portions  being  proportioned  and  ornamented  to  produce  a 
column  effect.    They  also  rest  on  rock.    The  arrangement 


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Fig.  9.     Sheeting  Proposed  by  Contractors  for  Piers  H  and  I,  Rosedale  Bridge. 


northwest  side,  and  behing  pier  I,  it  is  75  feet  below  grade. 
To  avoid  an  excessive  expanse  of  side  wall  at  these  places 
the  arched  openings  were  introduced.  The  main  supports 
over  these  openings  are  four  trusses,  in  line  with  the  four 
arch  ribs  of  the  main  spans.  From  these  a  soffit  of 
reinforced  concrete  is  suspended.  The  concrete  side  walls 
above  these  openings  are  supported  by  steel  trusses  im- 
bedded in  them  and  are  stiffened  laterally  by  struts  to  the 
adjacent  main  trusses. 

The  main  piers,  A  to  J,  are  hollow,  the  walls  being 
massive  below  the  bearings  of  the  arches  or  trusses  and 


of  pier  foundations  is  shown  in  Fig.  6.  For  each  of  the 
six  rock  bearing  piers,  a  five  foot  slab  of  reinforced  con- 
crete rests  on  the  foundations  shown  and  on  this  slab  is 
built  the  body  of  the  pier. 

Neither  in  the  calculation  of  stresses  nor  in  the  pro- 
portioning of  members  were  any  exceptional  problems 
encountered.  In  many  cases  the  dimensions  of  concrete 
were  determined  by  considerations  other  than  that  of 
stress,  an  important  exception  being  the  floor  slab.  The 
steel  work,  from  its  nature,  permitted  a  much  closer 
adherence  to  the  requirements  of  stress. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


493 


The  lower  bearings  of  the  arch  ribs  are  illustrated  by 
Fig.  7,  which  shows  the  steel  castings  used  in  the  158  foot 
spans,  the  bearings  for  the  other  spans  being  somewhat 
similar.  The  bearings  rest  on  granite  blocks  imbedded  in 
concrete.  The  blocks  were  set  so  that  they  projected  above 
the  correct  plane  and  were  afterwards  dressed  to  true 
surface.  Sheet  lead  was  placed  between  the  shoes  and 
the  granite  blocks. 

Apart  from  the  general  lines  of  the  concrete  work,  the 
principal  attempt  at  ornamentation  was  in  connection 
with  the  hand  rail  which,  being  of  concrete,  and  of  a  heavy 
design,  has  been  termed  a  parapet.     The  massive  portions 


(e)  Contractors. 

The  general  contractors  for  the  Don  Bridge  were 
Messrs.  Quinlan  and  Robertson  of  Montreal,  who  sublet 
the  structural  steel  work  to  the  Hamilton  Bridge  Works 
Co.  The  (ontractors'  engineer  was  T.  T.  Black, 
A.M.E.I.C.  The  contract  for  the  Rosedale  Bridge  was 
awarded  to  the  Dominion  Bridge  Co.  of  Montreal,  who 
sublet  all  portions  except  the  structural  steel  to  the  Ray- 
mond Construction  Company.  W.  F.  B.  Rubidge, 
A.M.E.I.C,  was  the  contractors'  engineer  during  the 
greater  part  of  the  construction,  his  successor  being  A. 
Ramsperger. 


fc  br. «-  m-     im 


**£ 


Fig.  10.     281  ft.  6  in.  Span,  Don  Bridge,  during  Erection. 


over  the  pier  tops  and  at  the  ends  of  the  bridges  were 
designed  to  form  bases  lor  ornamental  clusters  of  lights 
should  such  ever  be  desired.  The  spaces  between  these 
were  subdivided  by  smaller  pediments,  each  subdivision 
consisting  of  a  balustrade.  The  top  rail  was  made  con- 
tinuous between  expansion  joints,  which  were  located 
chiefly  at  the  pier  tops  and  at  pediments.  A  scrubbed 
finish  was  used  for  the  parapet,  in  order  to  secure  an 
interesting  surface  texture  and  pleasing  color  by  exposing 
the  particles  of  selected  red  granite  used  as  coarse  aggre- 
gate. This  brought  the  parapet  into  striking  contrast 
with  the  rest  of  the  concrete,  which  was  finished  with  a 
plain  rubbed  surface. 


(3).     Construction  of  Bridges. 

(a)  Excavation. 

On  the  Don  Section,  the  contractors  commenced  work 
at  Pier  D,  making  use  of  the  system  of  wood  sheeting 
shown  in  Fig.  8.  It  was  the  intention  to  make  the  clear 
space  inside  very  little  larger  than  the  required  foundation 
and  to  fill  the  space  with  concrete,  leaving  the  sheeting 
in  place  but  removing  the  timbers  in  advance  of  the 
concrete.  This  sheeting  gave  trouble  by  admitting  a  great 
deal  of  water  and  sand,  which  released  the  outside  pressure 
in  places,  causing  distortion.  This  system  was  therefore 
abandoned  and  the  rest  of  the  deep  excavations  were 


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JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


satisfactorily  made  by  using  longer  sheeting  and  adequate 
timbering.  In  some  cases  wood  sheeting  was  used,  and  in 
others,  steel  sheet  piling. 

On  the  Rosedale  Section  sheeting  and  timbering,  as 
shown  in  Fig.  9,  was  used  with  good  results  in  excavating 
for  Piers  H  and  I. 


(b)  Concreting. 

The  modes  of  handling  materials  for  the  Don  and 
Rosedale  Bridges,  were  as  a  result  of  their  locations, 
radically  different.  For  the  former,  materials  were 
delivered  by  rail,  unloaded  by  clam  derricks,  and  stored 
adjacent  to  the  railway  tracks  and  the  site  of  the  bridge; 
while  for  the  latter,  deliveries  were  made  by  waggon  or 
motor   truck  to  the  two  approaches.     In  general,   the 


and  G.    As  work  on  the  upper  part  of  pier  A  progressed, 
a  rehoisting  tower  with  chutes  was  used. 

In  operating  these  chutes  some  trouble  was  caused  by 
clogging.  In  time  this  was  overcome  by  giving  the  chutes 
proper  slope,  keeping  the  consistency  of  the  concrete 
uniform,  and  feeding  the  mixture  evenly  from  the  tower 
hopper  into  the  chutes.  Difficulty  also  arose  from  the 
fact  that  the  mode  of  supporting  the  chutes  did  not 
permit  ready  movement  of  the  discharge  end,  which 
necessitated  too  much  shovelling  of  concrete  in  the  forms. 
This  was  corrected,  and  resulted  in  better  and  more  econ- 
omical distribution,  particularly  in  the  thinner  walls. 
After  the  steel  work  of  the  floors  had  been  placed  it  was 
found  convenient  and  satisfactory  to  hoist  the  concrete 
to  this  elevation  and  distribute  it  to  the  side  walls,  pier 
tops  and  floor  slab  by  wheel  buckets. 


£0  SO  4-0 


■SO 

//near-  tnc/> 


0O 


G-r-ad/ng  0/  Sands. 
Fig.  11. 


materials  used  for  concrete  in  Pier  B  and  all  portions  east  of 
that,  were  taken  from  storage  beside  the  C.  P.  R.  tracks, 
mixed  at  Pier  B,  and  the  concrete  distributed  from  that 
point.  Materials  required  for  Pier  C  and  all  parts  west 
of  that  pier,  were  taken  principally  from  storage  beside 
the  C.  N.  R.  tracks  and  distributed  by  cable  way  to  the 
different  concreting  plants. 

Both  contractors  placed  the  most  of  the  foundation 
concrete  by  setting  mixers  as  near  as  possible  and  using 
short  chutes.  Both  soon  prepared,  however,  to  meet  the 
harder  conditions  of  distributing  concrete  at  considerable 
heights  by  placing  mixers  in  permanent  locations  and 
erecting  elevator  towers  with  lines  of  steel  chutes.  For  the 
Rosedale  Bridge  two  such  plants  were  erected,  one  at  each 
approach;  while  for  the  Don  Bridge,  five  were  used,  being 
located  on  the  north  side  of  the  bridge  at  piers  B,  C,  D,  E 


(c)  Structural  Steel  Work. 

As  the  details  were  laid  out  in  conformity  with  well 
established  methods  of  fabrication,  there  is  little  to  attract 
special  attention. 

To  check  the  shape  of  the  arch  ribs,  diagrams  of  the 
half  ribs  were  made  for  the  different  spans.  These  showed 
the  distance  between  the  crown  and  heel  pins  as  well  as 
the  perpendicular  distances  of  all  upper  and  lower  chord 
panel  points  from  this  line.  The  members  of  each  half 
rib  were  then  laid  down,  the  whole  levelled  up  and  the 
joints  drawn  tight.  A  piano  wire  was  then  stretched 
across  the  pin  centres  and  the  shape  of  the  half  rib  checked 
by  means  of  the  diagram.  After  adjustments  had  been 
made,  the  rivet  holes,  which  had  been  punched  3/16" 
small,  were  reamed  to  size.  The  arches  of  both  bridges 
were  erected  on  false  work.    On  the  Don  Bridge  erection 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


495 


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Fig.  12. 

was  carried  on  from  both  ends  by  travellers,  Fig.  10,  and 
the  timbering  was  necessarily  heavy.  On  the  Rosedale 
Bridge  it  was  much  lighter  as  derricks  were  employed  for 
erection,  those  used  for  the  greater  part  of  the  arch  being 
located  on  Piers  H  and  I. 

The  steel  received  three  coats  of  paint,  viz  : 
one  shop  coat  of  red  lead  paint  and  two  field  coats 
known  as  A.  and  B.  The  latter  were  carbon 
paints.  All  paint  was  manufactured  to  the  Department's 
specifications,  provided  by  the  City,  and  applied  by  the 
contractors. 


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Fig.  13.     Concrete  Test  Cylinders  and  Moulds. 


CToncret-e   C 'y  //no'erg   rVo sec/a/e  Sr-ia'ae. 
J9/S.  7 

Fig.   14. 

(4).    Tests  on  Miscellaneous  Materials. 

(a)  Sand. 

Sources  of  sand  proposed  by  each  contractor  were 
inspected  by  their  engineer  in  company  with  a  member  of 
the  City's  staff,  the  latter  taking  such  samples  as  were 
considered  by  both  to  be  fairly  representative.  Seven 
deposits  were  thus  inspected  during  1915,  six  samples, 
a,  b,  c,  d,  e  and  f  being  taken  from  No.  1 ;  three  samples 
a,  b  and  c  from  No.  5;  and  one  sample  from  each  of  the 
others.  Several  of  these  samples  were  plainly  too  fine 
for  concrete,  but  were  selected  and  tested  to  illustrate  the 
effects  of  varying  degrees  of  fineness.  Of  each  sample, 
only  that  portion  passing  a  No.  4  sieve  was  considered  as 
sand  and  tested.  The  samples  were  first  graded  and  the 
results  plotted,  Fig.  11. 

They  were  then  tested  for  strength  in  comparison 
with  standard  Ottawa  sand  as  follows.  In  each  case  a  1 :3 
mortar  was  made  from  a  previously  tested  Portland 
cement  and  the  sand  in  question.  From  this  six  briquettes 
were  made,  three  to  be  tested  in  tension  after  seven  days 
and  three  after  twenty-eight  days.    Also  six  two  inch 


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cubes  were  made  from  the  same  mortar,  three  to  be  tested 
in  compression  after  seven  days  and  three  after  twenty- 
eight  days.  At  the  same  time,  using  the  same  tested 
cement  and  standard  Ottawa  sand,  six  briquettes  and  six 
two  inch  cubes  were  made  to  be  tested  at  the  same  times 


in  connection  with  the  averages  shown  in  Fig.  12,  but 
among  the  individual  results  from  which  these  were  com- 
piled, with  only  a  few  trifling  exceptions.  The  percentage 
of  voids  in  each  sample  was  determined  but,  from  the  data 
secured,   no  relation    between  voids  and  strength    was 


Fig.  15.     Don  Bridge,  North  Side. 


as  the  corresponding  specimens  made  from  the  sand  under 
examination.  In  each  case  the  strength  of  the  specimens 
made  from  the  commercial  sard  was  expressed  as  a  per- 
centage of  the  strength  of  the  corresponding  specimens 
made  from  standard  Ottawa  sand,  Fig.  12. 

In  the  case  of  samples  from  source  No.  1,  the  order 
with  respect  to  increasing  fineness  was  b,  a,  f,  e,  d  and  c. 
The  order  of  decreasing  strength  was  the  same  in  all  four 
classes  of  tests.  In  the  case  of  the  three  samples  from 
source  No.  5,  a  similar  correspondence  between  grading 
and  strength  was  found  to  exist.     This  was  true  not  only 


y 


apparent.  After  certain  samples  had  been  approved, 
shipments  were  judged  in  comparison  with  these,  being 
inspected  chiefly  for  grading  and  cleanness. 

(b)  Steel  Castings,  in  Lower  Bearings  of  Arches. 

The  material  in  these  was  tested  in  accordance  with 
the  specifications  for  Class  B  Soft,  contained  in  the  1913 
Year  Book  of  the  American  Society  for  Testing  Materials. 
The  specimens  were  annealed  with  the  castings  with 
which  they  had  been  poured,  then  cut  off,  machined  and 
tested.  The  yield  point,  ultimate  strength,  elongation  in 
2  inches  and  reduction  of  area,  were  considerably  in  excess 
of  requirements. 

The  following  are  the  average,  maximum  and  mini- 
mum results  respectively,  of  tests  from  ten  melts,  taken 
at  random  from  those  made  in  one  foundry  for  the  Don 
Bridge. 


Yield 

Ultimate 

Elonga- 

Reduction 

Point 

Strength 

tion,  % 

of  Area  % 

Average .... 

40700 

74800 

29.8 

43.6 

Maximum . . 

43800 

79600 

32.8 

51.8 

Minimum.  . 

36150 

72400 

28.1 

32.5 

The  following  are  the  results  similarly  compiled  from 
tests  of  five  melts,  made  in  another  foundry,  for  the  Rose- 
dale  Bridge. 


Yield 

Ultimate 

Elonga- 

Reduction 

Point 

Strength 

tion,  % 

of  Area,  % 

Average .... 

42900 

71600 

28.2 

41.6 

Maximum... 

44800 

74900 

29.0 

48.7 

Minimum .  . 

40800 

68000 

27.0 

30.0 

Fig.  16.     Deck  of  Don  Bridge,  Looking  Eastward. 


The  following  are  the  requirements  of  the  specifica- 
tions:— 

Yield  Point         Ultimate      Elongation,     Reduction 
Strength  %  of  Area,  % 

27000  60000  22.0  30.0 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE     OF     CANADA 


497 


The  bend  tests  on  specimens  machined  to  1  inch  x 
Yi  inch  were  satisfactory.  They  not  only  stood  the  pres- 
cribed test  of  bending  cold  through  120  degrees,  around  a 
pin  1  inch  in  diameter,  without  cracking  on  the  outside  of 
the  bent  portion,  but  in  many  cases  showed  no  cracking 
when  bent  to  the  same  radius  through  180  degrees.  In 
some  instances  no  cracking  was  perceptible  even  when  the 
specimens  were  bent  flat  on  themselves  by  the  blows  of  a 
steam  hammer. 

(c)  Concrete  Cylinders. 

These  were  taken  at  various  times,  particularly  when 
any  important  change  occurred  in  the  conditions  of  run- 
ning, such  as  change  in  size  or  quality  of  stone,  consistency 
of  mixture,  or  contractors'  organization. 

The  moulds,  Fig.  13,  consisted  of  12  inch  lengths  of 
standard  6  inch  pipe,  bored  out,  ends  trued  up,  and  slit 
longitudinally.  Each  mould  was  provided  with  two 
collars.     When  the  bolts  through  the  lugs  of  the  collars 


Explanation  of  letters  in  Fig.  14. 

(a)  Specimen  not  broken,  capacity  of  machine 

not  being  sufficient. 

(b)  Poor  distribution  of  material. 

(c)  Excess  of  large  stone. 

(d)  Insufficiently  tamped. 

Careful  examination  of  the  specimens  after  testing, 
led  to  the  conclusion  that  they  were  too  small  to  do  justice 
to  the  material  in  place,  particularly  when  the  latter,  as  in 
the  present  case,  is  massive  and  contains  a  fair  proportion 
of  the  larger  sizes  of  stone.  A  small  irregularity  in  dis- 
tribution, the  presence  of  one  poorly  shaped  piece  of  stone 
or  the  unfavorable  position  of  another,  particularly  if  it 
be  large,  is  sufficient  to  cause  failure  of  the  specimen 
otherwise  than  by  crushing.  A  larger  specimen  would  in 
such  cases  give  better  lateral  support. 


Fig.  17.    Rosedale  Bridge,  Northwest  Side. 


were  tightened,  the  slit  closed;  and,  after  slacking  the  bolts 
to  remove  the  specimen  from  the  mould,  the  latter  would 
spring  open,  and  separate  easily  from  the  cylinder.  The 
bottom  of  the  mould  was  a  smooth  steel  plate.  The 
concrete  for  the  specimens  was  taken  during  the  progress 
of  a  run,  and  when  practicable  from  the  forms.  In  order 
to  make  the  cylinders  as  nearly  as  possible  representative 
of  the  concrete  in  place,  pains  were  taken  to  secure  a  fair 
proportion  and  distribution  of  stone  and  mortar  and  to 
avoid,  with  equal  care,  excessive  and  insufficient  tamping. 
The  specimens  were  kept  in  a  moist  condition,  both  before 
and  after  removal  of  moulds,  until  required  for  tes  ing. 
In  each  case  a  set  of  six  cylinders  was  made,  two  for  30 
day  test,  two  for  90  day  test  and  two  for  test  at  a  still 
longer  period,  should  such  be  desirable,  or  to  replace,  if 
necessary,  any  specimens  which  might  show  improper 
workmanship.  Fig.  14  gives  the  results  of  all  such  tests 
made  during  1915  in  connection  with  the  Rosedale  Bridge. 


(5).    Work  Exclusive  of  Bridge  Contracts. 

These  contracts  included  the  bridges  complete, 
except  drain  pipes,  paving,  electric  railway  track,  overhead 
and  lighting.  The  drain  pipes  were  placed  under  separate 
contracts.  The  remaining  work  required  to  finish  the 
bridges  and  to  carry  out  the  street  construction  on  the 
balance  of  the  route  was  performed  by  the  Department  of 
Works  by  day  labor. 

The  Rosedale  Bridge  was  opened  for  vehicular  traffic 
on  October  29th,  1917,  being  connected  by  temporary 
macadam  roads  with  Parliament  Street  and  Castle  Frank 
Road.  During  the  summer  of  1918  the  Don  Section, 
including  the  Don  Bridge,  and  that  part  of  the  Rosedale 
Section  east  ot  the  Rosedale  Bridge  were  completed  and 
formally  opened  on  October  18th,  1918. 

On  the  Bloor  Section  temporary  construction  is 
necessary  as  the  fill  west  of  Glen  Road  is  incomplete 


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and  that  already  placed  will  continue  to  settle  for  some 
time.  The  placing  of  macadam  roadway  on  this  section 
was  discontinued  on  account  of  the  winter.  The  tem- 
porary track,  however,  had  been  placed  as  near  as  possible 
to  the  south  side  of  the  viaduct  property,  and  on  December 
15th,  1918,  the  Toronto  Railway  Company  commenced  to 
operate  cars  regularly  over  the  whole  of  the  improvement. 

The  following  are  the  Civic  officials  most  closely 
connected  with  the  Bloor  Street  Viaduct: — 

Commissioner  of  Works,  R.  C.  Harris. 

Deputy  City  Engineer,  G.  G.  Powell,  M.E.I.C. 
Engineer  of  Railways  and  Bridges, 

(prior  to  July,  1914),  C.  W.  Power. 

(since  that  time),  G.  A.  McCarthy,  M.E.I.C. 

The   design   and   supervision   of  construction   were 
carried  out  by  a  branch  of  the   Railway  and   Bridge 


Section,  known  as  the  Bloor  Street  Viaduct  Division,  of 
which  the  following  were  members:— 

The  author,  Designing  and  Construction  En- 
gineer. 

Geo.  Oksvik,  Principal  Assistant,  in  charge  of 
designing  and  drawing. 

W.  E.  Janney,  A.M.E.I.C.,  Engineer  of  Surveys, 
in  charge  of  borings,  surveys  and  construction 
measurements. 

Chas.  E.  Stilson,  Field  Engineer,  with  supervision 
of  construction  of  the  Don  Bridge. 

John  H.  Ryckman,  A.M.E.I.C.,  Field  Engineer, 
with  supervision  of  construction  of  the  Rosedale 
Bridge,  and  charge  of  City  labor  on  Rosedale  and 
Bloor  Sections  during  1915,  1916  and  1917. 


Fundamentals  in  the  Make-Up  of  a  Concrete  Mixture 


In  the  course  of  a  study  given  before  an  annual  con- 
vention of  the  American  Railway  Engineering  Association, 
Prof.  Talbot,  of  Illinois  University,  gave  the  following 
fundamentals  in  the  make-up  of  concrete: —   • 

1 1)  The  cement  and  mixing  water  may  be  considered 
together  to  form  a  paste;  this  paste  becomes  the  glue  which 
holds  the  particles  of  aggregate  together. 

(2)  The  volume  of  the  paste  is  approximately  equal 
to  the  sum  of  the  volume  of  the  particles  of  the  cement  and 
the  volume  ol  the  mixing  water. 

(3)  The  strength  given  by  this  paste  is  dependent  on 
its  concentration;  the  more  dilute  the  paste,  the  lower  its 
strength;  the  less  dilute,  the  greater  the  strength. 

(4)  The  paste  covers  the  particles  of  aggregate 
partially  or  wholly,  and  also  goes  to  fill  the  voids  of  the 
aggregate  wholly  or  partially.  Full  coating  of  the  surface 
and  complete  filling  of  the  voids  are  not  usually  obtained. 

(5)  The  coating  or  layer  of  the  paste  over  the  particles 
forms  the  lubricating  material  which  makes  the  mass 
workable. 

'6)  The  requisite  mobility  or  plasticity  is  obtained 
only  where  there  is  sufficient  paste  to  give  a  thickness 
of  film  or  layer  of  paste  over  the  surface  of  the  particles 
of  aggregate,  and  between  the  particles  sufficient  to  lubri- 
cate those  particles. 

(7)  Increase  in  mobility  may  be  obtained  by  increas- 
ing the  thickness  of  the  layer  of  paste.  This  may  be 
accomplished  either  by  adding  water  (resulting  in  a 
weaker  paste)  or  by  adding  cement  up  to  a  certain  point 
(resulting  in  a  stronger  paste). 

'8)  Factors  contributing  to  the  strength  of  concrete 
are,  then,  the  amount  of  cement,  the  amount  of  mixing 
water,  the  amount  of  voids  in  the  combination  of  fine 
and  coarse  aggregate,  and  the  area  of  surface  of  the 
aggregate. 

^9)  For  a  given  kind  of  aggregate  the  strength  of  the 
concrete  is  largely  dependent  on  the  strength  of  the  cement 
paste  used  in  the  mix,  which  forms  the  binding  material 
between  the  particles  of  aggregate. 

(10)  For  the  same  amount  of  cement  and  the  same 
voids  in  the  aggregate,  that  aggregate  (or  combination  of 
fine  and  coarse  aggregates)  will  give  the  higher  strength 


which  has  the  smaller  total  area  of  surface  of  particles, 
since  it  will  require  the  less  amount  of  paste  to  produce  the 
requisite  mobility,  and  this  amount  of  paste  will  be 
secured  with  a  smaller  quantity  of  water.  This  paste, 
being  less  dilute,  will,  therefore,  be  stronger.  The  relative 
surface  area  of  different  aggregates,  or  combinations  of 
aggregates,  may  readily  be  obtained  by  means  of  a  surface 
modulus  calculated  from  the  screen  analysis  of  the  aggre- 
gate. 

(11)  For  the  same  amount  of  cement  and  the  same 
surface  of  aggregate,  that  aggregate  will  give  the  higher 
strength  which  has  the  fewer  voids,  since  additional  pore- 
space  will  require  a  larger  quantity  of  paste,  and,  therefore, 
more  dilute  paste. 

(12)  Any  element  which  carries  with  it  a  dilution  of 
the  cement  paste  may  in  general  be  expected  to  weaken  the 
concrete.  Smaller  amounts  of  cement,  the  use  of  addi- 
tional mixing  water,  increased  surface  of  aggregate,  and 
increased  voids  in  the  aggregate,  all  operate  to  lower  the 
strength  of  the  product. 

(13)  In  varying  the  gradation  of  aggregate,  a  point 
will  be  reached,  however,  when  the  advantages  in  the 
reduction  of  surface  of  particles  is  offset  by  increased 
difficulty  in  securing  a  mobile  mass,  the  voids  are  greatly 
increased,  the  mix  is  not  workable,  and  less  strength  is 
developed  in  the  concrete.  For  a  given  aggregate  and 
a  given  amount  of  cement,  a  decrease  in  the  amount  of 
mixing  water  below  that  necessary  to  produce  sufficient 
paste  to  occupy  most  of  the  voids,  and  provide  the  lubri- 
cating layer,  will  give  a  mix  deficient  in  mobility  and 
lower  in  strength. 

A  certain  degree  of  mobility  is  necessary  in  order  to 
place  concrete  in  the  forms  in  a  compact  and  solid  mass, 
the  degree  varying  considerably  with  the  nature  of  the 
work,  and  generally  it  will  be  found  necessary  to  sacrifice 
strength  to  secure  mobility. 

More  thorough  mixing  not  only  mixes  the  paste  and 
better  coats  the  particles,  but  it  makes  the  mass  mobile 
with  a  smaller  percentage  of  mixing  water,  and  this  less 
dilute  paste  results  in  higher  Strength. — Engineering  News- 
Record,  May  1,  1919. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


499 


What  is  the  International  Joint  Commission  ? 

By  Lawrence  J.  Burpee,  Secretary,  International 
Joint  Commission. 


A  certain  tribunal  known  as  the  International  Joint 
Commission  has  been  subjected  to  severe  criticism,  by 
some  of  the  leading  newspapers  and  technical  journals 
of  Canada,  because  of  its  decision  in  a  recent  power  case 
on  the  St.  Lawrence  River.  This  criticism,  although  both 
ill-advised  and  ill-informed,  has  at  least  had  the  advantage 
of  letting  a  number  of  Canadians  know  that  such  a  tribunal 
exists.  Unfortunately  it  has  at  the  same  time  given  them 
an  entirely  wrong  idea  of  the  nature  and  functions  of  the 
Commission.  This  misapprehension,  indeed,  seems  to  be 
widespread  because,  no  doubt,  of  the  fact  that  the  Com- 
mission, like  most  judicial  bodies,  has  a  tendency  to  hide 
its  light  under  a  bushel.  However,  old  ideas,  practices 
and  prejudices  are  being  scrapped  very  rapidly  in  these 
iconoclastic  days,  and  it  might  even  be  possible  to  add  to 
the  heap  the  notion  that  judges  or  their  equivalents  must 
never  condescend  to  answer  newspaper  criticism,  even  for 
the  sake  of  correcting  dangerous  misstatements.  In  any 
event,  no  exception  can  very  well  be  taken  to  a  plain 
statement  as  to  the  origin  of  the  Commission  and  the 
purposes  it  is  expected  to  serve. 

Genesis  of  the  Commission 

As  long  ago  as  1894  the  Canadian  delegates  to  the 
Irrigation  Congress  at  Denver  secured  the  adoption  of  a 
resolution  urging  upon  the  Governments  of  Canada,  the 
United  States  and  Mexico,  the  importance  of  creating  an 
international  commission  to  investigate  questions  arising 
out  of  the  use  for  irrigation  of  international  streams. 
A  similar  resolution  was  adopted  at  the  Irrigation  Congress 
held  at  Albuquerque,  New  Mexico,  the  following  year. 
The  Government  of  Canada  took  the  matter  up  with  the 
Government  of  the  United  States  in  1896,  but  the  latter 
government  was  not  at  that  time  prepared  to  create  such 
a  commission.  It  was  not,  in  fact,  until  1902  that  the  two 
countries  by  concurrent  legislation  created  what  was  known 
as  the  International  Waterways  Commission.  This 
body—not  to  be  confused  with  the  International  Joint 
Commission— consisted  of  three  members  representing  the 
United  States  and  three  representing  Canada.  Their 
duties  were  broader  than  those  recommended  in  the 
Denver  and  Albuquerque  resolutions,  namely : — "to  investi- 
gate and  report  upon  the  conditions  and  uses  of  the  waters 
adjacent  to  the  boundary  lines  between  the  United  States 
and  Canada,  including  all  of  the  waters  of  the  lakes  and 
rivers  whose  natural  outlet  is  by  the  River  St.  Lawrence 
to  the  Atlantic  Ocean,  also  upon  the  maintenance  and 
regulation  of  suitable  levels,  and  also  upon  the  effect  upon 
the  shores  of  these  waters  and  the  structures  thereon,  and 
upon  the  interests  of  navigation  by  reason  of  the  diversion 
of  these  waters  from  or  change  in  their  natural  flow;  and 
further  to  report  upon  the  necessary  measures  to  regulate 
such  diversion  and  to  make  such  recommendations  for 
improvements  and  regulations  as  shall  best  subserve  the 
interests  of  navigation  in  said  waters."  This  Commission 
was  purely  an  investigating  body  and  possessed  no  final 
authority.  It  submitted,  however,  to  the  two  Govern- 
ment? a  number  of  very  valuable  reports  covering  a  variety 


of  subjects.  Among  other  things,  it  recommended  the 
adoption  of  certain  principles  as  to  the  use  of  boundary 
waters  between  Canada  and  the  United  States,  and  the 
creation  of  an  international  body  with  larger  powers  than 
its  own.  The  matter  was  taken  up  at  Washington  by  Mr. 
(now  Lord)  Bryce,  then  British  Ambassador,  and  Mr. 
Root,  Secretary  of  State  for  the  United  States.  The 
British  Ambassador  was  assisted  at  various  times  and  in 
connection  with  different  phases  of  the  Treaty  by  George 
C.  Gibbons,  of  the  International  Waterways  Commission, 
Dr.  W.  F.  King,  the  Astronomer  Royal  of  Canada  and 
member  of  the  International  Bourdary  Commission,  and 
the  Honourable  J.  W.  Pugsley,  then  Minister  of  Public 
Works  of  Canada.  After  protracted  negotiations  a  Treaty 
was  finally  signed  at  Washington  on  January  1 1th,  1909,  so 
comprehensive  and  far-reaching  in  its  terms  that  it  may 
fairly  be  said  to  mark  the  birth  of  a  new  epoch  in  the 
relations  of  the  two  great  democracies  of  North  America. 

Waterways  Treaty  of  1909 

In  the  preamble  of  the  Treaty  its  objects  are  set  forth: 
"  to  prevent  disputes  regarding  the  use  of  boundary 
waters  and  to  settle  all  questions  which  are  now  pending 
between  the  United  States  and  the  Dominion  of  Canada 
involving  the  rights,  obligations  or  interests  of  either  in 
relation  to  the  other  or  to  the  inhabitants  of  the  other, 
along  their  common  frontier,  and  to  make  provision  for 
the  adjustment  and  settlement  of  all  such  questions  as  may 
hereafter  arise."" 

Special  clauses  of  this  Treaty  limit  the  diversion  of 
water  from  the  Niagara  River,  above  the  Falls,  by  either 
country  to  a  specified  quantity;  and  provide  for  the  equal 
apportionment  between  the  two  countries  of  the  waters  of 
the  St.  Mary  and  Milk  Rivers  in  the  State  of  Montana 
and  the  Provinces  of  Alberta  and  Saskatchewan. 

For  the  purpose  of  the  Treaty  boundary  waters  are 
defined  as  "  the  waters  from  main  shore  to  main  shore  of 
the  lakes  and  rivers  and  connecting  waterways,  or  the 
portions  thereof,  along  which  the  international  boundary 
between  the  United  States  and  the  Dominion  of  Canada 
passes,  including  all  bays,  arms  and  inlets  thereof;  but  not 
including  tributary  waters  which  in  their  natural  channels 
would  flow  into  such  lakes,  rivers  and  waterways,  or  waters 
flowing  from  such  lakes,  rivers  and  waterways,  or  the 
waters  of  rivers  flowing  across  the  boundary." 

Boundary  waters,  as  defined  in  the  Treaty,  therefore, 
include  the  St.  Croix  River  and  that  portion  of  the  St. 
John  River  between  New  Brunswick  and  Maine;  the  St. 
Lawrence  from  the  point  where  the  international  boundary 
strikes  the  river  to  Lake  Ontario;  Lake  Ontario;  the  Niag- 
ara River;  Lake  Erie;  the  Detroit  River,  Lake  St.  Clair,  and 
St.  Clair  River;  Lake  Huron;  St.  Mary's  River;  Lake 
Superior;  Rainy  Lake,  with  the  smaller  lakes  and  rivers 
east  of  it  through  which  the  international  boundary  passes ; 
Rainy  River,  and  the  Lake  of  the  Woods.  On  the  other 
hand,  they  do  not  include  rivers  flowing  into  these  waters, 


500 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


such  as  the  Seneca,  Genesee,  Sandusky,  Grand,  Thames, 
French  and  Nipigon;  or  rivers  flowing  out  of  them,  such 
as  the  Winnipeg,  Lower  St.  Lawrence,  and  Lower  St. 
John;  or  rivers  flowing  across  the  boundary,  such  as  the 
Red,  Souris,  Columbia  and  Kootenay. 

It  is  agreed  that  the  "  navigation  of  all  navigable 
boundary  waters  shall  forever  continue  free  and  open  for 
the  purposes  of  commerce  to  the  inhabitants  and  to  the 
ships,  vessels  and  boats  of  both  countries  equally."  This 
right  of  navigation  is  also  extended  to  the  waters  of  Lake 
Michigan  and  to  all  canals  connecting  boundary  waters, 
now  existing  or  which  may  hereafter  be  constructed. 
Tolls  may  be  charged  on  such  canals,  but  without  dis- 
crimination against  the  subjects  or  citizens  of  either  of  the 
High  Contracting  Parties.  The  equal  right  of  navigation 
therefore  extends  both  to  the  Canadian  and  the  United 
States  canals  at  Sault  Ste.  Marie,  the  Welland  canal  and  the 
St.  Lawrence  canals  above  the  boundary;  but  not  to  the 
Erie  or  Rideau  canals. 

It  is  further  agreed  that  "  the  waters  herein  defined  as 
boundary  waters  and  waters  flowing  across  the  boundary 
shall  not  be  polluted  on  either  side  to  the  injury  of  health 
or  property  on  the  other."  As  will  be  seen  later,  special 
action  has  since  been  taken  to  carry  out  the  provisions  of 
this  clause,  at  least  so  far  as  boundary  waters  are  concerned. 

Creation  of  the  Commission 

By  the  terms  of  Article  VII  of  the  Treaty,  the  High 
Contracting  Parties  agreed  to  "  establish  and  maintain  an 
International  Joint  Commission  of  the  United  States  and 
Canada  composed  of  six  commissioners,  three  on  the  part 
of  the  United  States  appointed  by  the  President  thereof, 
and  three  on  the  part  of  the  United  Kingdom  appointed 
by  His  Majesty  on  the  recommendation  of  the  Governor- 
in-Council  of  the  Dominion  of  Canada." 

The  personnel  of  the  Commission  has  changed  to  some 
extent  since  its  organization.  The  original  members 
appointed  by  His  Majesty  the  King,  on  behalf  of  Canada, 
were  the  Honourable  Thomas  Chase  Casgrain,  K.C., 
Charles  A.  Magrath,  M.E.I.C,  and  Henry  A.  Powell,  K.C.; 
and,  by  the  President  of  the  United  States,  Honourable 
Thomas  H.  Carter,  James  A.  Tawney  and  Frank  S. 
Streeter.  Mr.  Casgrain  resigned  in  1914  to  become 
Postmaster-General  in  the  Dominion  Cabinet.  Paul 
B.  Mignault,  K.C.,  was  appointed  in  his  place;  but 
resigned  in  1918,  on  his  appointment  to  the  Supreme 
Court  of  Canada.  On  the  United  States  side,  Senator 
Carter  died  in  1911,  and  his  place  was  taken  by  Senator 
George  Turner.  Senator  Turner  resigned  in  1914,  and 
his  place  was  taken  by  R.  B.  Glenn,  formerly  Governor  of 
North  Carolina.  The  previous  year  Judge  Streeter  had 
resigned,  and  Senator  Obadiah  Gardner  of  Maine  took 
his  place.  Under  the  rules  of  the  Commission  no  decision 
can  be  made  except  at  a  meeting  of  the  six  members,  but 
a  portion  of  the  Commission  may  act  in  the  taking  of 
evidence  or  hearings  leading  up  to  the  final  decision.  The 
Commission  has  two  secretaries,  one  in  charge  of  the 
offices  at  Washington  and  the  other  in  charge  of  the 
offices  at  Ottawa. 

Other  clauses  of  the  Treaty  set  forth  the  powers  and 
provide  the  machinery  and  the  legal  authority,  by  virtue 
of  which  the  Commission  is  to  carry  out  its  important 


duties.  The  Commission  shall  have  "  jurisdiction  over 
and  shall  pass  upon  all  cases  involving  the  use  or  obstruc- 
tion or  diversion  of  the  waters  with  respect  to  which,  under 
Articles  III  and  IV  of  this  Treaty,  the  approval  of  this 
Commission  is  required." 

Articles  III  and  IV  read  as  follows: — 

Article  III 

"  It  is  agreed  that,  in  addition  to  the  uses,  obstructions,  and 
diversions  heretofore  permitted  or  hereafter  provided  for  by  special 
agreement  between  the  Parties  hereto,  no  further  or  other  uses  or 
obstructions  or  diversions,  whether  temporary  or  permanent,  of 
boundary  waters  on  either  side  of  the  line,  affecting  the  natural 
level  or  flow  of  boundary  waters  on  the  other  side  of  the  line,  shall 
be  made  except  by  authority  of  the  United  States  or  the  Dominion 
of  Canada  within  their  respective  jurisdictions  and  with  the  appro- 
val, as  hereinafter  provided,  of  a  joint  commission,  to  be  known  as 
the  International  Joint  Commission. 

The  foregoing  provisions  are  not  intended  to  limit  or  inter- 
fere with  the  existing  rights  of  the  Government  of  the  United  States 
on  the  one  side  and  the  Government  of  the  Dominion  of  Canada  on 
the  other,  to  undertake  and  carry  on  governmental  works  in 
boundary  waters  for  the  deepening  of  channels,  the  construction  of 
breakwaters,  the  improvement  of  harbors,  and  other  governmental 
works  for  the  benefit  of  commerce  and  navigation,  provided  that 
such  works  are  wholly  on  its  own  side  of  the  line,  and  do  not  materi- 
ally affect  the  level  or  flow  of  the  boundary  waters  on  the  other, 
nor  are  such  provisions  intended  to  interfere  with  the  ordinary 
use  of  such  waters  for  domestic  and  sanitary  purposes." 

Article  IV 

"  The  High  Contracting  Parties  agree  that,  except  in  cases 
provided  for  by  special  agreement  between  them,  they  will  not 
permit  the  construction  or  maintenance  on  their  respective  sides 
of  the  boundary  of  any  remedial  or  protective  works  or  any  dams 
or  other  obstructions  in  water  flowing  from  boundary  waters  or  in 
waters  at  a  lower  level  than  the  boundary  in  rivers  flowing  across 
the  boundary,  the  effect  of  which  is  to  raise  the  natural  level  of 
waters  on  the  other  side  of  the  boundary  unless  the  construction 
or  maintenance  thereof  is  approved  by  the  aforesaid  International 
Joint  Commission." 

Ruling  Principles 

In  passing  upon  the  cases  which  come  before  it  under 
the  terms  of  the  above  Articles,  the  Commission  is 
governed  by  certain  rules  or  principles.  It  is  first  laid 
down  that  the  High  Contracting  Parties  shall  have,  each 
on  its  own  side  of  the  boundary,  equal  and  similar  rights 
in  the  use  of  boundary  waters.  Then  follows  the  order  of 
precedence  to  be  observed  among  the  various  uses  of  these 
waters.  Uses  for  domestic  and  sanitary  purposes  are 
given  the  preference  over  all  other  uses;  then  uses  for 
navigation,  including  canals  for  such  purposes;  finally, 
uses  for  power  and  for  irrigation. 

The  importance  of  these  principles  adopted  by  the 
High  Contracting  Parties  for  the  guidance  of  their  Com- 
mission can  hardly  be  overestimated.  It  must  be  borne  in 
mind  that  the  boundary  waters  over  which  the  Commis- 
sion is  given  jurisdiction  support  a  population  of  over 
7,000,000  people,  American  and  Canadian,  and  that  this 
population  is  rapidly  increasing.  The  governing  principles 
recognize,  so  far  as  these  people  are  concerned,  the  pre- 
eminence of  domestic  and  sanitary  uses,  or,  in  other  words, 
the  supreme  importance  of  safeguarding  the  public  health. 
All  other  uses  of  boundary  waters  must  be  disregarded  in 
so  far  as  they  conflict  with  or  restrain  uses  for  domestic  and 
sanitary  purposes. 

Then  comes  navigation.  The  navigation  interests 
of  the  Great  Lakes  are  of  enormous  and  rapidly  increasing 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


501 


importance.  It  appears  from  official  reports  that  approxi- 
mately 95,000,000  tons  of  freight,  valued  at  more  than 
$800,000,000  and  carried  by  over  26,000  vessels,  pass  up 
and  down  the  Detroit  River  during  the  season  of  naviga- 
tion; more  than  three  times  the  freight  through  the  Suez 
Canal  in  an  entire  year.  Not  only  is  an  enormous  capital 
tied  up  in  navigation  or  transportation  on  the  Great 
Lakes,  but  the  communities,  large  and  small,  along  these 
waters  are,  to  a  considerable  extent,  dependent  thereon, 
and,  to  a  less  degree,  communities  farther  afield  but  con- 
nected by  transportation  lines  with  the  lakes.  The 
interests  of  navigation  are  the  common  interests  of  a  very 
large  population  inhabiting  the  entire  watershed  of  the 
Great  Lakes.  While  secondary  in  importance  to  those  of 
public  health,  they  are  nevertheless  superior  to  the  in- 
terests of  power  and  irrigation.  As  a  matter  of  fact, 
although  bracketed  together  in  the  Treaty,  power  and 
irrigation  do  not  bear  at  all  the  same  mutual  relation  to 
navigation.  Broadly  speaking,  power  development  along 
the  international  frontier  belongs  to  the  eastern  half  of  the 
continent,  and  irrigation  to  the  western  half.  Power  may 
come  in  direct  conflict  with  navigation;  irrigation  is 
unlikely  to  do  so. 

The  relations  of  power  to  navigation  and  sanitation 
are  recognized  in  the  article  relating  to  diversions  for  power 
purposes  above  Niagara  Falls.  The  last  paragraph  of  that 
Article  reads:  "The  prohibitions  of  this  Article  shall  not 
apply  to  the  diversion  of  water  for  sanitary  or  domestic 
purposes,  or  for  the  service  of  canals  for  the  purpose  of 
navigation." 

Use  for  power,  though  of  less  vital  or  general  signi- 
ficance to  the  Great  Lakes  communities  than  uses  for 
sanitation  or  navigation,  are,  nevertheless,  of  very  great 
importance.  On  the  St.  Mary's  River,  the  Niagara 
River,  the  Upper  St.  Lawrence  and  elsewhere  along  the 
international  boundary,  millions  of  dollars  have  already 
been  invested  in  power  development  and  the  available 
power  is  far  in  excess  of  any  attempts  that  have  yet  been 
made  to  utilize  it  for  manufacturing  and  other  purposes. 

Leisurely  Ways  of  the  Old  Diplomacy 

It  will  be  seen  that  in  placing  in  the  hands  of  an 
international  commission,  half  American  and  half  Cana- 
dian, the  settlement  of  questions  involving  the  more  or 
less  conflicting  interests  of  sanitation,  navigation,  power 
and  irrigation,  along  a  2,000  mile  frontier,  the  Govern- 
ments of  the  United  States  and  Great  Britain  took  a  very 
important  and  significant  step.  These  questions,  large 
and  small,  have  been  a  fruitful  source  of  irritation  in  the 
past  to  the  people  living  along  both  sides  of  the  boundary. 
A  question,  perhaps  a  trivial  one,  arises  at  some  point  on 
or  near  the  international  boundary.  Some  diversion  is 
contemplated  or  has  already  been  carried  out,  or  some 
work  constructed  on  one  side  of  boundary  waters,  affecting 
the  interests  of  the  inhabitants  on  the  other.  The  local 
authorities  have  no  powers  or  jurisdiction.  The  injured 
parties  (let  us  assume  they  are  Canadian)  appeal  to  Ottawa. 
The  case,  cumbered  with  red  tape,  travels  deliberately 
through  several  of  the  Dominion  departments;  rests 
perhaps  for  weeks  in  the  file  basket  of  one  or  other  of  the 
various  officials;  is  referred  back  and  forth  between  the 
federal  authorities  and  their  local  officers;  finally  moves  on 
to  the  Governor-General's  Office,  and  is  sent  overseas  to 


the  Colonial  Office  in  London.  Thence  it  takes  its  digni- 
fied way  to  the  Foreign  Office,  and  back  across  the  Atlantic 
to  the  British  Ambassador  in  Washington.  The  Ambas- 
sador takes  the  matter  up  with  the  Secretary  of  State  of  the 
United  States,  and  the  weary  process  of  red  tape  is  repeated 
in  the  departments  of  the  Washington  government.  By 
this  time  the  original  question  has  probably  been  more  or 
less  lost  sight  of  under  its  load  of  official  commentary. 
Eventually  the  original  complaint,  or  its  official  ver- 
sion, reaches  the  source  of  the  trouble.  The  other  side 
of  the  question  is  presented  by  the  people  on  the  United 
States  side  of  the  boundary,  and  the  documents,  growing 
like  a  snowball  as  they  move,  start  on  their  long,  rounda- 
bout, diplomatic  journey  back  to  the  local  complainants 
in  Canada. 

It  is  no  exaggeration  to  say  that  such  a  case  may 
travel  backward  and  forward,  not  merely  for  months 
but  for  years,  and  in  the  end  the  parties  interested  may 
be  as  far  from  a  settlement  of  the  question  at  issue  as  they 
were  in  the  beginning.  It  is  true  that  in  recent  years  it 
has  been  found  possible  to  cut  out,  in  some  cases,-  the 
overseas  part  of  the  journey  and  deal  directly,  or  less 
indirectly,  with  the  United  States  Government  through 
the  Governor-General's  Office  and  the  British  Embassy, 
but  even  so  the  process  has  necessarily  been  exceedingly 
slow,  cumbersome  and  not  always  effective.  Meanwhile, 
bitterness  of  feeling  has  been  allowed  to  grow  between  two 
neighbouring  groups  of  people,  separated  only  by  an 
invisible  boundary,  and  with  every  reason  in  the  world  for 
a  neighbourly  attitude  toward  one  another. 

That  two  such  countries  as  the  United  States  and 
Canada,  with  the  same  New  World  point  of  view  and  the 
same  democratic  and  businesslike  way  of  looking  at  things, 
should  have  submitted  for  so  many  years  to  the  ponderous 
and  circumlocutory  traditions  of  diplomacy,  is  surprising 
enough.  It  must,  at  any  rate,  be  matter  for  sincere 
congratulation  to  every  thoughtful  Canadian  or  American 
that,  so  far  at  least  as  the  relations  of  these  two  countries 
are  concerned,  the  shackles  have  been  knocked  off,  and 
it  is  now  possible  for  the  citizens  of  the  United  States  and 
Canada  to  settle  their  differences  with  as  much  ease,  and 
perhaps  a  little  more,  as  if  the  dispute  were  confined  to  one 
country.  The  most  momentous  question  for  the  Peace 
Conference  at  Versailles  is  that  of  the  creation  of  a  League 
of  Nations.  However  different  the  magnitude  of  the 
interests  at  stake,  the  members  of  the  conference  have  an 
illustration  in  this  Commission  of  the  efficiency  of  such  an 
agency  for  the  peaceful  settlement  of  international 
disputes. 

Decisions  of  the  Commission 

Of  the  various  cases  that  have  come  before  the 
Commission  since  its  organization  for  final  settlement, 
one  of  the  most  important  was  for  approval  of  a  diversion 
dam  on  the  St.  Mary's  River  at  Sault  St.  Marie.  In 
reality  there  were  two  applications,  one  from  the  Michigan 
Northern  Power  Company,  on  the  United  States  side, 
and  the  other  from  the  Algoma  Steel  Corporation,  a 
Canadian  company.  Each  applied  for  authority  to  build 
works  from  its  own  side  to  the  international  boundary, 
the  combined  works  making  one  structure  across  the  river. 
At  the  hearings,  legal  and  engineering  representatives  of 
various  municipalities  on  both  sides  of  Lake  Superior,  and 
of  railway  and  other  corporations,  expressed  anxiety  lest 
the  proposed  works  should  have  the  effect  of  raising  the  level 


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of  Lake  Superior  and  causing  serious  damage  to  wharves, 
buildings  and  sewage  systems  in  Duluth,  Fort  William 
and  other  towns  around  the  lake.  After  hearing  the 
testimony  of  a  number  of  expert  engineers,  including 
representatives  of  the  United  States  and  Canadian 
Governments,  the  Commission  approved  of  the  proposed 
works  upon  certain  conditions  as  to  construction  and 
maintenance  which,  instead  of  being  detrimental  to  the 
interests  of  navigation  and  of  the  several  communities 
around  Lake  Superior,  would,  by  maintaining  the  level  of 
the  lake  between  certain  points,  be  very  much  to  the 
public  advantage.  As  part  of  their  order  of  approval, 
the  Commission  made  it  a  condition  that  the  works,  both 
during  construction  and  thereafter,  were  to  be  under  the 
direct  control  of  an  international  board  of  engineers,  one 
member  of  which  was  to  be  appointed  by  the  Canadian 
and  the  other  by  the  United  States  Government.  The 
Canadian  member  of  this  Board  is  W.  J.  Stewart,  M.E.I.C., 
Chief  Hydrographer  of  the  Department  of  Naval  Service. 
Changes  have  been  made  from  time  to  time  in  the  United 
States  representative  owing  to  the  exigencies  of  the  war. 
The  present  representative  of  that  country  is  L.  C.  Sabin. 
In  this  way  it  was  found  possible  to  settle,  in  a  very  short 
time,  and  to  the  satisfaction  of  all  the  very  important 
interests  concerned,  American  and  Canadian,  public, 
navigation,  and  power,  a  question  which  might  have 
dragged  along  for  years  under  the  old  diplomatic  procedure 
and  been  the  cause  of  international  irritation  and  material 
loss  on  both  sides  of  the  boundary. 

Among  other  cases  disposed  of  by  the  Commission 
were  applications  from  the  St.  Croix  Water  Power  Com- 
pany of  Maine,  and  the  Sprague's  Falls  Manufacturing 
Company  of  New  Brunswick,  for  approval  of  a  dam  across 
the  St.  Croix  River,  which  is  a  boundary  stream.  In  this 
case  also  the  Commission  in  its  Order  of  Approval  made 
provision  for  an  International  Board  of  Control,  which  has 
since  been  appointed,  Mr.  Stewart  being  the  Canadian 
representative  and  C.  F.  Porter  that  of  the  United  States. 
Another  application  was  that  of  the  Greater  Winnipeg 
Water  District  for  permission  to  divert  water  for  domestic 
and  sanitary  purposes  from  Shoal  Lake,  a  tributary  of  the 
Lake  of  the  Woods.  This  project  which  involved  the 
construction  of  a  concrete  aqueduct  nearly  85  miles  in 
length,  at  a  cost  of  about  $13,000,000,  was  approved  by  the 
Commission,  which  limited  the  quantity  of  water  to  be 
taken  at  any  time  to  100  million  gallons  per  day,  provided 
that  the  water  so  diverted  must  not  be  used  for  other  than 
domestic  and  sanitary  purposes,  and  that  the  Commission's 
approval  was  not  to  prejudice  any  claims  for  damages  or 
compensation  arising  out  of  the  diversion.  Other  appli- 
cations finally  disposed  of  were  those  of  the  Government 
of  the  United  States  for  the  approval  of  certain  contem- 
plated improvements  in  the  St.  Clair  River  at  Port  Huron; 
of  the  Rainy  River  Improvement  Company  for  a  dam  at 
Kettle  Falls  at  the  upper  end  of  Rainy  Lake*;  of  the 
International  Lumber  Company  for  certain  obstructions 
in  Rainy  River  at  International  Falls;  and  of  the  Watrous 
Island  Boom  Company  for  a  boom  in  the  same  river. 
Two  recent  applications  on  the  St.  Lawrence  River  are 
those  of  the  St.  Lawrence  River  Power  Company  for 
permission  to  construct  a  submerged  weir  or  dam  in  the 
south  branch  of  the  St.  Lawrence  River  at  the  Sault;  and 


*In  this  case  the  Commission  decided  that  it  had  not  jurisdiction. 


of  the  New  York  and  Ontario  Power  Company  for  approval 
of  its  plans  to  reconstruct,  repair  and  improve  its  dam, 
hydraulic  structures  and  water-power  property  at  Wad- 
dington-qn-the-St.  Lawrence.  In  the  former  case  the 
Commission,  on  the  urgent  representations  of  the  United 
States  Government  that  the  proposed  works  were  neces- 
sary in  connection  with  the  production  of  aluminum  for 
war  purposes,  issued  an  interim  order  approving  of  the 
dam  for  a  term  of  five  years.  The  dam  is  to  be  removed 
at  the  expiration  of  that  period  unless  the  Company  in  the 
meantime  applies  for  its  maintenance  for  a  further  period, 
in  which  case  the  whole  matter  will  be  reopened  and  all 
interested  parties  given  an  opportunity  of  being  heard. 
The  decision  in  the  case  of  the  New  York  and  Ontario 
Power  Company  has  not  yet  been  rendered.  It  will  be 
noted  that  to  a  very  large  extent  the  cases  that  have 
hitherto  come  before  the  Commission  reflect  the  prevailing 
interest  in  the  development  of  water  powers. 

Articles  IX  and  X 

In  addition  to  the  exercise  of  its  jurisdiction  under 
Articles  III  and  IV  of  the  Treaty,  in  which  case  it  acts  as 
a  judicial  tribunal,  the  Commission  is  also  vested  with 
very  wide  powers  under  Articles  IX  and  X  of  the  Treaty, 
which  are  as  follows: — 

Article  IX 

"  The  High  Contracting  Parties  further  agree  that  any  other 
questions  or  matters  of  difference  arising  between  them  involving 
the  rights,  obligations,  or  interests  of  either  in  relation  to  the  other 
or  to  the  inhabitants  of  the  other,  along  the  common  frontier 
between  the  United  States  and  the  Dominion  of  Canada,  shall  be 
referred  from  time  to  time  to  the  International  Joint  Commission 
for  examination  and  report,  whenever  either  the  Government  of 
the  United  States  or  the  Government  of  the  Dominion  of  Canada 
shall  request  that  such  questions  or  matters  of  difference  be  so 
referred. 

The  International  Joint  Commission  is  authorized  in  each 
case  so  referred  to  examine  into  and  report  upon  the  facts  and 
circumstances  of  the  particular  questions  and  matters  referred, 
together  with  such  conclusions  and  recommendations  as  may  be 
appropriate,  subject,  however,  to  any  restrictions  or  exceptions 
which  may  be  imposed  with  respect  thereto  by  the  terms  of  the 
reference. 

Such  reports  of  the  Commission  shall  not  be  regarded  as 
decisions  of  the  questions  or  matters  so  submitted  either  on  the 
facts  or  the  law,  and  shall  in  no  way  have  the  character  of  an 
arbitral  award. 

The  Commission  shall  make  a  joint  report  to  both  Govern- 
ments in  all  cases  in  which  all  or  a  majority  of  the  Commissioners 
agree,  and  in  case  of  disagreement  the  minority  may  make  a  joint 
report  to  both  Governments,  or  separate  reports  to  their  respective 
Governments. 

In  case  the  Commission  is  evenly  divided  upon  any  question 
or  matter  referred  to  it  for  report,  separate  reports  shall  be  made 
by  the  Commissioners  on  each  side  to  their  own  Government." 

Article  X 

"Any  questions  or  matters  of  difference  arising  between  the 
High  Contracting  Parties  involving  the  rights,  obligations,  or 
interests  of  the  United  States  or  of  the  Dominion  of  Canada  either 
in  relation  to  each  other  or  to  their  respective  inhabitants,  may  be 
referred  for  decision  to  the  International  Joint  Commission  by  the 
consent  of  the  two  Parties,  it  being  understood  that  on  the  part  of 
the  United  States  any  such  action  will  be  by  and  with  the  advice 
and  consent  of  the  Senate,  and  on  the  part  of  His  Majesty's  Govern- 
ment with  the  consent  of  the  Governor-General-in-Council.  In 
each  case  so  referred,  the  said  Commission  is  authorized  to  examine 
into  and  report  upon  the  facts  and  circumstances  of  the  particular 
questions  and  matters  referred,  together  with  such  conclusions  and 


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recommendations  as  may  be  appropriate,  subject,  however,  to 
any  restrictions  or  exceptions  which  may  be  imposed  with  respect 
thereto  by  the  terms  of  the  reference. 

A  majority  of  the  said  Commission  shall  have  power  to  render 
a  decision  or  finding  upon  any  of  the  questions  or  matters  so  referred. 

If  the  said  Commission  is  equally  divided  or  otherwise 
unable  to  render  a  decision  or  finding  as  to  any  questions  or  matters 
so  referred,  it  shall  be  the  duty  of  the  Commissioners  to  make  a 
joint  report  to  both  Governments,  or  separate  reports  to  their 
respective  Governments,  showing  the  different  conclusions  arrived 
at  with  regard  to  the  matters  or  questions  so  referred,  which  ques- 
tions or  matters  shall  thereupon  be  referred  for  decision  by  the 
High  Contracting  Parties  to  an  umpire  chosen  in  accordance  with 
the  procedure  prescribed  in  the  fourth,  fifth,  and  sixth  paragraphs 
of  Article  XLV  of  The  Hague  Convention  for  the  pacific  settlement 
of  international  disputes,  dated  October  18,  1907.  Such  umpire 
shall  have  power  to  render  a  final  decision  with  respect  to  those 
matters  and  questions  so  referred  on  which  the  Commission  failed 
to  agree." 

Investigations  under  Article  IX 

Three  questions  have  so  far  been  referred  to  the 
Commission  under  Article  IX  of  the  Treaty,  for  investi- 
gation and  report.  One  of  these  related  to  the  construc- 
tion of  a  dyke  in  the  Detroit  River.  The  enormous  extent 
and  value  of  the  shipping  using  this  waterway  has  already 
been  suggested.  It  was  found  that  certain  dangerous 
currents  swept  across  the  Livingstone  channel  in  the 
Detroit  River,  which  were  a  menace  to  navigation.  A 
dyke  was  proposed  near  the  upper  end  of  the  channel  to 
intercept  these  currents.  At  the  hearings,  Canadian 
interests  objected  to  the  building  of  the  dyke  in  the  position 
first  proposed,  on  the  grounds  that  it  would  have  the 
effect  of  diverting  Detroit  sewage  on  to  the  Canadian 
shore,  and  would  in  other  ways  cause  serious  damage  to 
communities  in  Canada.  The  Commission  finally  recom- 
mended to  the  two  Governments  that  the  dyko  should  be 
built  on  the  west  side  of  the  channel,  where  it  would  serve 
the  same  purpose,  so  far  as  the  dangerous  cross  currents 
were  concerned,  and  at  the  same  time  would  meet  the 
objections  raised  against  the  dyke  on  the  east  side  as 
originally  proposed  by  the  engineers. 

The  second  question  referred  under  Article  IX  related 
to  the  levels  of  the  Lake  of  the  Woods  and  tributary 
waters.  The  Commission  was  asked  to  report  what  levels, 
or  range  of  levels,  could  be  maintained  in  these  interna- 
tional waters,  which  would  be  in  the  best  interests  of  all 
concerned  on  both  sides  of  the  boundary — navigation, 
agriculture,  fishing,  lumbering  and  power.  To  give  an 
intelligible  answer  to  the  question  it  became  necessary 
to  employ  a  staff  of  engineers,  as  neither  government  had 
so  far  carried  out  anything  more  than  fragmentary  surveys 
in  this  district.  These  engineers  were  under  the  direction 
of  two  consulting  engineers,  one  an  American,  Adolph 
F.  Meyer  of  Minneapolis,  and  the  other  a  Canadian, 
Arthur  V.  White  of  Toronto.  After  several  years  work 
they  submitted  a  final  report  to  the  Commission  in  1916. 
The  Commission's  Final  Report  to  the  two  Governments 
was  submitted  in  1917. 

To  most  people  the  Lake  of  the  Woods  country  is  a 
comparatively  unknown  region,  and  the  popular  impression 
probably  is  that  it  is  of  little  or  no  importance.  As  a 
matter  of  fact,  however,  the  hearings  held  by  the  Commis- 
sion brought  out  the  facts  that  navigation,  power,  and 
other  interests  affected  by  the  Commission's  decision  have 


invested  something  over  $100,000,000  in  the  Lake  of  the 
Woods  district;  that  the  resources  of  the  region  are  enor- 
mous and  only  beginning  to  be  developed;  and  that  com- 
munities as  far  apart  as  Duluth  and  Winnipeg  were  more 
or  less  directly  interested  in  the  fixing  of  a  level  on  the 
Lake  of  the  Woods  and  its  tributaries  which  would  give  the 
maximum  benefit  to  the  people  on  both  sides  of  the 
boundary. 

The  Commission  in  its  final  report  recommended  that 
it  be  authorized  to  exercise  supervision  and  control  over 
the  operation  of  all  dams  and  regulating  works  extending 
across  the  international  boundary  in  these  waters,  as  well 
as  the  dam  and  regulating  works  at  Kettle  Falls  and  at  the 
outlets  of  the  Lake  of  the  Woods;  and  that  it  be  empowered 
to  appoint  two  engineers,  one  from  each  country,  to  act  as 
its  representatives,  under  such  rules  and  regulations  as 
it  might  prescribe  for  the  exercise  of  the  said  supervision 
and  control. 

Pollution  of  Boundary  Waters 

The  third  question,  and  by  far  the  most  important, 
referred  to  the  Commission  under  Article  IX,  related  to 
the  pollution  of  boundary  waters.  Such  pollution,  it 
will  be  remembered,  is  prohibited  by  the  last  paragraph  of 
Article  IV.  With  a  view  to  the  enforcement  of  this  clause 
of  the  Treaty,  the  Governments  of  the  United  States  and 
Canada  sent  to  the  Commission  the  following  Reference: — 

"  1.  To  what  extent  and  by  what  causes  and  in  what 
localities  have  the  boundary  waters  between  the  United 
States  and  Canada  been  polluted  so  as  to  be  injurious  to 
the  public  health  and  unfit  for  domestic  or  other  uses  ? 

2.  In  what  way  or  manner,  whether  by  the  con- 
struction and  operation  of  suitable  drainage  canals  or 
plants  at  convenient  points  or  otherwise,  is  it  possible  and 
advisable  to  remedy  or  prevent  the  pollution  of  these 
waters,  and  by  what  means  or  arrangement  can  the  proper 
construction  or  operation  of  remedial  or  preventive  works, 
or  a  system  or  method  of  rendering  these  waters  sanitary 
and  suitable  for  domestic  and  other  uses,  be  best  secured 
and  maintained  in  order  to  secure  the  adequate  protection 
and  development  of  all  interests  involved  on  both  sides  of 
the  boundary,  and  to  fulfill  the  obligations  undertaken  in 
Article  IV  of  the  Waterways  Treaty  of  January  11th, 
1909?" 

This  Reference  is  dated  August  1st,  1912.  On 
January  16th,  1914,  the  Commission  sent  the  two  Govern- 
ments a  Progress  Report  on  the  first  branch  of  the  investi- 
gation, that  is  as  to  the  extent,  causes  and  localities  of 
pollution.  This  Report  embodied  the  result  of  exhaustive 
field  investigations,  by  a  corps  of  sanitary  experts,  under 
the  general  direction  of  Dr.  Allan  J.  McLaughlin,  of  the 
Public  Health  Service  of  the  United  States,  with  the 
co-operation  of  Dr.  J.  W.  S.  McCullough,  Chief  Officer  of 
Health  of  Ontario,  and  F.  A.  Dallyn,  A.M.E.I.G,  Pro- 
vincial Sanitary  Engineer  of  Ontario.  Throughout  the 
investigation  the  Commission  had  the  cordial  co-operation 
of  the  United  States  Public  Health  Service,  and  of  the 
Boards  of  Health  of  Ontario,  Quebec,  New  York  and 
Michigan. 


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The  investigation,  which  covered  the  examination  of 
the  waters  of  the  Great  Lakes  and  their  connecting  rivers, 
Rainy  Lake,  Rainy  River,  the  Lake  of  the  Woods,  and  the 
boundary  portion  of  the  St.  John  River  in  the  east, 
wherever  pollution  might  extend  from  one  side  to  the 
other,  disclosed  the  gratifying  fact  that  the  great  bulk  of 
the  Great  Lakes  water  remains  in  its  pristine  purity,  in 
spite  of  the  fact  that  some  seven  million  people  have 
contracted  the  very  bad  habit  of  dumping  all  their  sewage 
into  these  waters,  and  that  the  entire  shipping  of  the 
Great  Lakes,  carrying  in  one  season  not  less  than  15,000,000 
passengers,  has  followed  the  same  evil  practice.  Serious 
pollution  was  found  at  many  points  along  boundary  waters, 
and  particularly  in  the  Detroit  and  Niagara  Rivers,  where 
the  cities  of  Detroit  and  Buffalo,  with  a  number  of  smaller 
communities  on  both  sides  of  the  boundary,  have  been 
doing  their  best  to  make  the  water  of  these  rivers  unfit  for 
human  consumption. 

Severe  epidemics  of  typhoid  fever  in  the  lake  cities 
have  for  years  past  warned  these  communities  that,  while 
they  were  spending  hundreds  of  millions  on  their  streets 
and  buildings  and  in  other  ways  adding  to  the  comfort  and 
convenience  of  their  inhabitants,  the  most  vital  considera- 
tion of  all,  that  of  public  health,  was  being  grossly 
neglected.  If  the  International  Joint  Commission  should 
achieve  nothing  more  than  to  awaken  the  cities  of  the 
Great  Lakes  to  the  vital  importance  of  protecting  their 
water  supplies,  it  would  have  more  than  justified  its 
existence. 

In  1914,  the  Commission  took  up  the  second  branch 
of  the  Pollution  Investigation,  and  as  an  initial  step  held  a 
conference  in  New  York  with  a  group  of  sanitary  engineers, 
including  men  of  international  standing,  such  as  George 
W.  Fuller,  M.E.I.C,  Earle  B.  Phelps,  and  George  C. 
Whipple. 

As  a  result  of  this  conference  and  the  subsequent 
deliberations  of  the  Commission,  it  was  decided  to  adopt, 
tentatively  at  least,  certain  fundamental  principles  upon 
which  the  experts  were  in  agreement.  The  most  vital 
of  these  principles  is,  that  while  in  certain  cases,  where 
the  ratio  of  water  to  volume  of  sewage  is  unusually  large, 
the  discharge  of  crude  sewage  into  boundary  waters 
may  be  without  danger,  "  effective  sanitary  administration 
requires  the  adoption  of  the  general  policy  that  no 
untreated  sewage  from  cities  or  towns  shall  be  discharged 
into  the  boundary  waters."  The  other  principles  relate 
more  specifically  to  methods  of  sewage  purification  and 
water  purification. 

The  field  work  in  connection  with  the  second  branch 
of  the  investigation  was  carried  out  under  the  direction  of 
Mr.  Phelps,  who  made  his  report  to  the  Commission  in 
1916.  The  Commission's  Final  Report  to  the  two  Govern- 
ments was  submitted  in  1918.  In  that  report,  after  setting 
forth  the  character  and  extent  of  the  pollution  and  the 
remedial  treatment  recommended,  it  is  suggested  that 
the  two  Governments  confer  upon  the  Commission's 
jurisdiction  to  regulate  and  prohibit  the  pollution  of 
boundary  waters  and  the  waters  crossing  the  boundary.* 


Miniature  Hague  Tribunal 

No  questions  have  yet  arisen  in  either  country  which 
might  be  brought  before  the  Commission  under  the  terms 
of  Article  X  of  the  Treaty.  This  Article,  it  will 
be  noted,  is  extraordinarily  broad.  It  is  not  limited  to 
questions  along  the  common  frontier;  in  fact,  there  is  no 
limitation  either  as  to  the  nature  or  locality  of  questions 
that  might  be  referred  under  this  Article.  It  will  also  be 
noted  that,  under  the  conditions  stated  in  the  Article,  the 
decision  of  the  Commission  is  final.  In  fact,  in  the 
language  of  Justice  Riddell,  the  Commission  is  constituted 
under  Articles  IX  and  X  a  "miniature  Hague  Tribunal" 
for  the  final  settlement  of  all  questions  of  difference 
between  Canada  and  the  United  States. 

It  has  probably  been  made  clear  in  what  has  already 
been  said  that  Canada  and  the  United  States  took  a  big 
step  forward  when  they  negotiated  the  Waterways  Treaty 
and  created  the  International  Joint  Commission.  The 
usefulness  of  that  Commission  will  depend,  however, 
to  a  very  large  extent  upon  the  intelligent  public  support 
it  receives  from  the  two  countries.  It  is  important  to 
remember  that  the  Commission  has  no  power  to  initiate 
proceedings.  It  can  only  act  upon  applications  or 
references  brought  before  it  by,  or  through,  the  Govern- 
ments of  Canada  and  the  United  States. 

Unintelligent  or  narrow  criticism,  based  upon  wrong 
ideas  of  the  Commission's  functions  and  powers,  or  upon 
the  hypothesis  that  its  members  should  think  and  act  as 
partisans  of  their  respective  countries,  must  inevitably 
weaken  the  influence  of  the  Commission,  and  nullify  to 
a  very  large  extent  the  effectiveness  of  its  work  in  removing 
points  of  international  friction  and  bringing  into  per- 
manently friendly  relations  the  peoples  of  these  two  neigh- 
boring countries. 


*The  reports  and  decisions  of  the  Commission  in  all  these  cases  have 
been  printed  and  are  available  for  distribution  to  those  interested. 


Cement  Joints  for  Water  Mains 

For  making  joints  in  cast-iron  water  pipes  of  all 
sizes  from  6"  to  30"  in  diameter,  the  Bureau  of  Water 
Works,  Portland,  Ore.,  is  employing  Portland  cement, 
except  in  special  cases  where  it  has  been  necessary  to  put 
the  main  in  service  without  leaving  sufficient  time  for  the 
cement  to  set.  This  practice  was  begun  about  three 
years  ago  and  has  given  excellent  results.  In  the  past 
two  years,  some  nine  miles  of  cast-iron  mains  have  been 
laid,  using  19,256  lbs.  of  cement.  The  same  work  would 
have  required  68,390  lbs.  of  lead  at  about  sixteen  times 
the  cost.  It  was  thought  at  first  that  the  labour  of  making 
the  joints  would  be  materially  less  with  cement  than  with 
lead,  but  since  it  is  necessary  to  keep  the  cement  joints 
wet  for  thirty-six  to  forty-eight  hours  it  is  about  the  same. 
In  making  a  joint  a  small  amount  of  yarn  or  oakum  is 
first  driven  in  to  keep  the  cement  from  passing  into  the 
pipe.  Neat  cement  is  employed,  only  sufficient  water 
being  added  to  hold  it  together  while  it  is  being  forced  into 
place.  To  begin  with  considerable  antagonism  was  dis- 
played by  the  workmen  towards  this  method,  possibly 
due  to  a  belief  that  it  would  lead  to  a  reduced  demand  for 
their  services,  but  the  opposition  has  been  overcome  and 
the  men  have  become  skilled  in  making  the  joints.  —  The 

Times  Engineering  Supplement. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


505 


Overhead  and  General  Costs  in  Manufacturing 


Thomas  R.  Deacon,  M.E.I.C* 


It  is  probably  not  an  overestimate  to  say  that  99%  of 
the  general  public,  and  especially  those  who  have  not  had 
actual  experience  in  business,  either  mercantile  or  manu- 
facturing, have  any  proper  conception  of  what  the  actual 
costs  of  manufacturing  or  selling  goods  are.  How  often 
you  will  hear  people  say,  and  frequently  purely  professional 
engineers  too,  that  the  raw  material  of  such  and  such  an 
article  costs  so  much  a  pound,  or  yard,  or  unit  of  some 
kind,  the  labor  of  making  so  much,  and  there  your  are. 
It  is  the  writer's  opinion  that  only  in  rare  cases  does  this 
represent  more  than  two-thirds  at  most  of  the  actual  cost, 
to  say  nothing  of  profit.  Also  in  every  business,  to  keep  it 
solvent  and  profitable,  constant  provision  must  be  made  for 
unforseen  contingencies,  such  as  spoilt  material,  broken 
machines  and  many  other  things  which  must  be  added  to 
the  total  output  of  a  business. 

I  have  no  doubt  that  if  a  table  of  business  mortality 
were  prepared,  showing  the  average  life  of  all  businesses 
started  and  the  cause  of  their  death,  it  would  be  found  that 
the  cause  of  lack  of  sufficient  provision  for  overhead  expense 
occupied  about  the  same  ratio  to  the  total  that  pulmonary 
consumption  and  cancer  together  do  to  the  human  death 
rate.  Every  receiver  in  bankruptcy  can  tell  you  stories 
about  facts  discovered  in  business  autopsies  which  were 
responsible  for  failures,  and  which  could  have  been  dis- 
covered before  it  was  too  late,  through  the  aid  of  good  cost 
systems.  Most  receiverships,  in  other  words,  mean  that 
many  a  business  could  easily  have  been  saved  by  accurate 
cost  accounting. 

In  a  certain  garment  factory  which  made  four  lines 
of  garments  including  undermuslins,  brassieres,  night 
robes  and  childrens'  suits,  costs  were  not  departmentalized. 
Styles  changed,  petticoats  and  slips  changed  and  became 
losing  propositions,  and  profits  began  to  dwindle.  Frantic 
efforts  were  made  to  stimulate  sales,  but  the  campaign 
was  unintelligent  because  it  worked  in  the  dark.  The 
autopsy  showed  that  two  lines  were  making  money  while 
the  other  two  were  losing  heavily. 

A  company  manufacturing  electrical  specialties,  got 
out  one  which  it  sold  to  the  distributors  at  $100.00,  to  be 
retailed  at  $150.00.  Four  thousand  of  them  were  sold 
before  an  investigation  of  their  actual  cost  brought  out  the 
fact  that  they  were  costing  $108.00  each  to  make.  That 
particular  guess  cost  $32,000.00  before  it  was  corrected  by 
an  accurate  investigation  of  cost. 

A  leading  foundryman  of  Pittsburg  made  the  state- 
ment that  he  had  offered  to  install  cost  systems  for  all  his 
local  competitors  at  his  own  expense,  as  it  cost  him  far 
more  trying  to  meet  their  inaccurate  estimates,  based  on 
inaccurate  cost  data,  than  it  would  cost  him  to  hire  cost 
experts  for  all  of  them. 

The  chief  distinction  between  financial  accounting  and 
cost  accounting  is  that  the  former  deals  exclusively  with 
money  and  credit  transactions  of  a  business,  while  the 
latter  deals  with  the  same  transactions,  but  with  reference 
to  the  cost  of  products  and  operations.    The  kind  of 


costs  that  a  manager  of  an  industry  wants  to  get,  vary  not 
only  with  the  type  of  industry,  but  within  each  industry 
itself,  according  to  the  purpose  for  which  they  are  wanted. 
In  a  continuous  or  tonnage  type  of  industry,  the  aim  is  to 
ascertain  the  cost  per  unit  of  weight  or  length  for  each  of 
the  comparatively  limited  number  of  products,  such  as 
tons  of  castings,  or  yards  or  pounds  of  cloth.  A  rough 
summary  of  the  knowledge  that  is  absolutely  essential  in 
any  manufacturing  industry,  to  be  sure  of  what  is  being 
done,  may  be  diagrammatically  shewn  as  follows: — 


Cost  of  Raw 
Material 

■ 

■ 

i 

Cost  of 
Direct  Labor 

Prime  Cost      ' 

Departmental 

and 

General  Expense 

Factory  Cost     ' 

Selling 
Expense 

Total  cost  to  make  and  sell    < 

Profit 

Selling  Price 

*Read  by  the  author  before  the  Manitoba  Branch  on  April  3rd,  1919. 


But,  under  each  of  these  general  headings,  there  is  a 
long  list  of  subdivisions  of  costs,  every  one  of  which  should 
be  known  and  detailed,  otherwise  the  total  cost  is  not 
known.  It  is  in  the  failure  to  keep  an  accurate  record  of 
the  items  which  come  under  these  subdivisions  that  the 
first  symptoms  of  the  disease  appear,  which  are  ultimately, 
sooner  or  later,  to  prove  fatal  to  the  business  or  enterprise. 

It  is  customary  to  divide  total  cost  into  two  main 
elements — factory  cost  and  selling  cost — which,  taken 
together  and  with  the  profit  added,  constitute  the  selling 
price.  Of  course,  in  a  company  carrying  on  a  general 
contracting  business  or  jobbing  work,  such  as  the  ordinary 
iron  and  steel  works,  it  is  absolutely  necessary,  in  order  to 
avert  disaster,  to  have  an  accurate  knowledge  of  what  a 
job  has  actually  cost,  so  that  when  a  similar  job  is  to  be 
estimated  an  approximately  accurate  estimate  can  be 
made.  I  use  the  word  approximate  advisedly,  because, 
with  even  a  good  cost  keeping  system,  so  many  things 
can  occur  between  the  taking  of  a  contract  and  its  com- 
pletion, due  to  changes  in  market  prices  and  labor  con- 
ditions, that  many  a  job  that  promised  a  good  profit  at 
the  time  the  contract  was  made  turns  out  a  heavy  loss. 


506 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


I  could  name  now  a  number  of  prominent  jobs  around 
Winnipeg,  taken  before  the  war  or  in  its  early  stages, 
where  the  changed  conditions  make  the  original  estimates 
look  ridiculous. 

Factory  costs  are  again  subdivided  into  prime  costs 
and  indirect  expense,  the  latter  including  all  the  expenses 
of  administration  and  supervision.  This  is  also  variously 
known  as  overhead,  burden  and  non-productive  expense, 
and  comprises  all  expenditure  for  labor  and  materials, 
which  does  not  enter  directly  into,  nor  is  sold  with,  the 
product.  A  diagram  showing  the  various  subdivisions 
of  costs.actually  incurred  in  producing  an  article  or  carrying 
out  a  contract,  would  be  about  as  follows: — 

Materials \     Direct 

Labor /   Expense 

Administration  and  Management 

Supervision,  Superintendents  and  Foremen 

Rent 

Heat 

Light 

Power 

Taxes 

Fire  Insurance 

Workmens'  Insurance 

Interest 

Telephones 

Telegraphs 

Stationary 

Postage 

Office  Salaries,  Accounting  and  Stenographers 

Repairs 

Waste 

Depreciation 

Supplies — Oil,  Coke,  Sand,  Waste,  Lumber,  Paint,  &c. . 

Tools 

Freight  and  Express 

Travelling  Expenses 

Legal  Advice , 

Correction  of  Errors j 

Safety  Appliances J 


Indirect 
Factory 
Expense 


Salaries 

Commissions 

Advertising 

Estimates 

Sketches 

Demonstrations 

Experiments 

Entertainment 

Donations  and  Subscriptions . 
Memberships 


Selling 
Expense 


J 


There  are  other  items  and  subdivisions  which  might 
be  made,  but  these  are  the  main  ones. 

The  relative  variations  in  these  main  items  may  be 
seen  in  the  following  figures  for  1914  and  1919: — 


1914 

Material 56.4% 

Labor 15.3% 

Overhead 19.125% 

Selling 9.175% 


Material. . 
Labor. . .  . 
Overhead. 
Selling 


100. 


% 


1919 
54.0% 

14.7% 
18.2% 
13-1% 

100.  % 


To  find  out  what  these  indirect  costs  are  and  to  get 
them  into  the  selling  price  of  the  product,  through  which 
they  must  ultimately  be  recovered,  with  accuracy  and 
justice  to  the  various  items  of  the  product  is  no  easy 


matter.  Some  firms  take  the  productive  labor  as  a  basis 
and  add  to  that  a  certain  percentage  based  on  the  record 
of  some  fixed  preceding  period,  usually  a  year.  That  is, 
the  total  productive  payroll  for  a  year  is  taken  and  the 
total  indirect  expense  for  the  same  period  (we  will  say 
that  the  indirect  expense  is  100%  or  125%  as  the  case  may 
be),  and  then,  as  each  job  progresses,  only  the  productive 
labor  is  kept  track  of,  and  this  percentage  added  for  in- 
direct expense  or  overhead.  It  is  obvious  that  this  may  be 
an  ever  varying  percentage,  because  the  overhead  will  be 
constant  while  the  productive  payroll  may  decrease,  in 
which  case,  if  the  overhead  was  say  125%,  and  there  was 
a  heavy  decrease  in  the  productive  payroll,  the  percen- 
age  might  rise  to  say  150%  or  even  200%.  There  are 
industries  in  which  the  overhead  is  as  high  as  300%, 
where  the  value  of  the  individual  article  is  small  and  the 
selling  expenses  very  large.  It  is,  therefore,  obvious  that 
it  is  in  the  interest  of  every  manufacturer  to  produce  as 
large  a  volume  as  possible  and  have  as  large  a  productive 
payroll  as  possible,  in  order  to  keep  down  the  percentage 
of  overhead  costs.  This  explains  to  some  extent  why- 
goods  are  sometimes  sold  in  a  foreign  market  below  the 
home  selling  price,  because  they  have  helped  to  keep  down 
the  overhead  percentage. 

I  have  sometimes  seen  in  engineers'  specifications,  a 
provision  that  in  certain  cases  of  extras  being  ordered,  the 
contractor  shall  be  paid  for  the  cost  of  labor  and  material, 
plus  10%  for  overhead  expenses.  Only  those  who  have 
had  some  practical  experience  in  manufacturing  or  con- 
tracting can  realize,  in  most  cases,  the  absurdity  of  such 
a  provision,  unless  under  this  head  is  included  all  labor,  as 
well  as  the  mechanics'  wages. 

I  have  tried  to  show  briefly  how  important  a  place 
overhead  expense  occupies  in  any  business,  manufacturing 
or  otherwise,  and  I  think  in  many  cases,  in  fact  in  the 
majority  of  cases  where  a  legitimate  business  is  started  and 
fails,  the  cause  of  its  death  can  be  traced  to  inadequate 
provision  for  indirect  or  overhead  expenses.  This  largely 
accounts  for  the  differences  seen  in  tenders  for  work  or 
goods,  one  tenders  knowing  his  costs  and  the  other  guesses 
at  them. 


Water  Power  of  the  Empire 

The  author  of  articles  on  the  Water  Power  of  the 
Empire  in  The  Times  Engineering  Supplement  suggests 
that  the  interests  of  the  Empire  as  a  whole  and  of  the 
individual  countries  in  which  water  power  exists,  can  best 
be  served  by  calling  into  consultation  the  financial  com- 
munity, the  manufacturers  of  machinery,  prospective 
power  users  and  the  owners  of  water  power  rights  both 
privately  held  or  those  retained  by  the  Crown.  The  idea 
would  be  to  form  a  central  committee  representing  these 
interests  and  its  primary  duty  would  be  to  co-operate 
hydro-electric  enterprises  in  the  British  Empire  and  to 
bring  those  interested  into  close  touch  with  each  other. 
It  is  claimed  that  such  a  body  would  be  in  a  position  to 
give  the  soundest  advice  and  should  have  the  confidence 
of  all  concerned,  and  that  if  suitably  composed  and  with 
loyal  co-operation  between  its  constituents  it  could  do 
much  to  further  the  development  of  water  power  and  of 
dependent  industries. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


507 


Discussion  on  Papers  Previously  Published  in  The  Journal 


Design  of  Hydro-Electric  Plants  for  Combatting 
Ice  Troubles  * 

By  R.  M.  Wilson,  M.E.I. C. 

R.  F.  Hayward,  M.E.I.C.  Along  the  Coast  Range 
in  British  Columbia  we  are  exceedingly  fortunate  in  not 
having  the  ice  question  to  deal  with.  All  the  large  power 
plants  are  located  either  at  tide  water  or  very  close  to  it 
and  are  supplied  with  power  from  streams  or  rivers  flowing 
out  of  lakes.  The  Stave  Lake  power  plant  is  a  typical 
development  in  this  respect.  It  has  a  water  shed  of  about 
450  sq.  miles  which  consists  of  a  combination  of  snow 
fields  and  glaciers  and  mountains  covered  with  dense 
forest  of  Douglas  Fir  and  Cedar.  The  Stave  Lake  has  an 
area  of  24  sq.  miles  or  nearly  6%  of  the  total  water  shed. 
The  Stave  River,  in  its  natural  state,  never  froze  over  at 
all  and  even  with  a  week  of  zero  weather  no  ice  was 
formed  even  along  the  banks  of  the  river,  although  the 
Fraser  River,  into  which  it  flows  only  a  few  miles  distant, 
has  been  so  thick  with  ice  that  a  cart  could  be  driven 
across  it.  The  reason  for  this  is  that  the  principal  flow 
of  water  in  the  winter  comes  from  the  underflow  of  the 
forest  and  this  water  never  gets  very  cold.  Our  screens 
are  all  in  the  open  and  only  about  once  a  week  do  we  have 
a  man  remove  any  small  amount  of  floating  trash  that  may 
collect. 

My  experience  in  the  neighbourhood  of  Salt  Lake 
City  was  very  different.  There  we  were  dealing  with 
small  quantities  of  water  and  high  heads  and  had  several 
different  conditions  to  deal  with.  All  the  power  plants 
were  located  at  the  mouth  of,  or  within  the  canyons,  of  the 
Wasatch  Range  and  during  the  winter  the  temperature 
in  the  canyons  and  around  the  intakes  of  the  plant  would 
be,  during  cold  snaps,  as  low  as  20  to  30°  below  zero. 
In  the  Bear  River  plant  the  water  came  from  a  broad  valley 
into  which  flowed  a  number  of  spring  fed  streams.  We 
had  little  or  no  trouble  with  ice,  although  the  water  was 
conducted  through  a  canal  about  2  miles  long.  In  the 
Ogden  plant  which  was  supplied  from  a  comparatively 
small  intake  and  a  6  ft.  wood  stave  pipe,  although  the  tem- 
peratures were  very  low  and  there  was  much  wind,  we 
never  had  trouble  with  ice.  The  intake  would  freeze  over 
solid,  but  there  was  sufficient  inflow  of  spring  water  to 
prevent  any  freezing  in  the  wood  stave  pipe. 

In  the  Cotton  Wood  plant  the  stream  would  freeze 
up  solid,  and  in  the  plant  at  Provo,  which  was  supplied 
through  an  open  flume,  great  difficulty  with  ice  was 
encountered  due  to  the  fact  that  the  intake  was  just  below 
a  series  of  rapids  on  which  slush  ice  was  freely  formed,  but 
this  difficulty  was  entirely  overcome  by  conveying  into  the 
flume  a  comparatively  small  stream  of  spring  water. 

My  experience  in  the  neighbourhood  of  Salt  Lake,  and 
in  British  Columbia,  go  to  show  that  a  comparatively 
small  percentage  of  underground  water  flowing  into  a 
stream  is  sufficient  to  prevent  the  formation  of  ice  during 
extremely  cold  weather. 


The  Production  of  Peat  Fuel  * 

By  Ernest  V.  Moore,  A.M.E.I.C. 

Frederick  B.  Brown,  M.E.I.C.  I  have  been  following 
the  question  of  peat  production  as  an  interested  bystander, 
and  it  seems  to  me  there  are  immense  possibilities  for  the 
use  of  this  fuel  in  a  general  way. 

Can  Mr.  Moore  tell  us  anything  about  the  improve- 
ments that  have  been  made  in  the  machinery  during  the 
last  year,  what  is  the  programme  for  next  year's  work  at 
Alfred  and  elsewhere  in  Canada,  and  how  the  proposed 
type  of  plant  will  compare  with  what  we  have  seen  on  the 
screen  ? 

Another  point  on  which  I  would  be  glad  to  have  some 
information  is  how  often  the  trolley  supporting  the  con- 
veyer buckets  and  the  electric  wires  has  to  be  moved 
sidewise  in  order  to  make  provision  for  laying  out  more 
peat,  and  whether  this  moving  is  very  much  of  an  operation. 

Ernest  V.  Moore,  A.M.E.I.C.  (the  author).  Answering 
the  last  question  first,  each  of  those  rows  represents  about 
20  tons  of  fuel,  and  we  made  a  maximum  of  5  rows  a  day. 
As  soon  as  the  end  of  a  row  was  reached,  the  cableway  had 
to  be  moved  in  its  entirety.  There  were  twelve  men  alto- 
gether operating  the  plant,  six  of  them  spent  part  of  their 
time  in  preparing  for  the  moving  of  the  cableway.  We 
could  move  it  in  about  fifteen  minutes.  It  was  done  by 
taking  up  the  strain  of  the  cables  on  the  two  trucks  which 
were  supported  by  anchor  ties,  and  kept  parallel,  and  all 
that  was  necessary  to  pull  the  cableway  ahead  was  to  wind 
in  on  a  winch  at  either  end  of  the  anchor  towers.  The 
strain  on  the  cable  was  sufficient  to  pull  the  intermediate 
towers  along.  As  soon  as  the  cableway  had  been  moved 
three  men  moved  ahead  the  anchor  ties  to  the  rail  that 
supported  the  end  tower  on  the  outside,  and  as  they  came 
back  they  moved  those  little  light  sections  of  track  back 
again,  and  the  operation  was  done  right  along  on  an  average 
of  from  15  to  18  minutes.  On  a  tryout  we  have  done  it  in 
nine  minutes. 

The  other  question  is  more  difficult  to  answer.  The 
Peat  Committee  is  very  conservative,  and  does  not  want 
anything  said  until  they  can  show  something  definite, 
holding  that  there  has  been  too  much  advertising  and 
nothing  much  to  show  heretofore. 

Paul  A.  N.  Seurot,  M.E.I.C.  In  1896  or  1898  they 
started  using  peat  bricks  on  some  of  the  railways  in 
Russia,  and  the  consumption  was  about  90  pounds  per 
mile,  as  against  about  48  pounds  of  soft  coal.  This 
practically  agrees  with  the  figures  given  by  Mr.  Moore. 
There  seems  to  be  room  for  improvement  on  the  question 
of  the  cost  of  the  peat,  and  I  would  like  to  ask  Mr.  Moore 
if  he  can  give  us  any  further  information  as  to  the  probable 
cost  of  peat  in  Canada. 

A  man  came  into  my  office  about  two  months  ago 
with  a  fine  sample  of  peat,  which  burned  very  well  on  a 
match  being  applied  to  it.  He  said  he  was  putting  it 
up  in  one  hundred  pound  bags,  or  500  pound  blocks,  or  by 


♦Published  in  Vol.  II,  No.  5. 


♦Published  in  Vol.  II,  No.  6. 


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the  ton,  and  that  the  cost  was  $31,00  or  $32.00  per  ton. 
Of  course,  that  is  hardly  a  price  which  would  compete  with 
coal  even  at  $10.50  a  ton. 

Mr.  Moore  told  us  that  a  good  deal  of  information  in 
regard  to  peat  came  from  Europe,  but  it  seems  to  me  that  the 
reverse  is  now  the  case,  and  Europe  is  coming  to  Canada 
for  information  on  the  same  subject.  About  two  years 
ago  when  coal  began  to  get  extremely  scarce  in  France  a 
syndicate  was  organized  to  develop  some  peat  bogs  in 
Brittany  and  France,  and  they  sent  to  the  Consul  here 
for  some  information.  The  communication  was  handed  to 
me,  and  I  was  able  to  get  a  great  deal  of  information  from 
Dr.  Haanel,  which  I  sent  to  France  and  which  was  very 
much  appreciated.  They  are  very  deeply  interested  in 
the  subject,  and  with  Mr.  Moore's  permission  when  his 
paper  is  printed,  I  would  like  to  send  it  forward  to  them. 

Mr.  Moore:  As  I  said  in  my  paper,  there  has  been  a 
great  deal  of  misunderstanding  in  regard  to  the  word 
cost.  In  1914  we  were  paying  at  Alfred  for  labor 
$1.50  a  day,  in  fact  we  had  some  husky  boys  around  18  or 
19  years  of  age  for  $1.25,  and  some  yound  fellows  who  could 
do  some  work,  to  whom  we  paid  $1.00.  It  cost  us  under 
50  cents  to  lay  the  fuel  down  cut,  and  on  a  contract  basis, 
it  cost  us  12  j^  cents  to  pile  it  up  in  little  cubes,  and  it 
cost  us  anywhere  from  50  cents  to  $1.50  to  get  that  old 
horse  to  drag  them  down  to  the  platform  and  get  them  on 
the  cars.  We  knew  that  was  an  exorbitant  cost,  but  that 
was  not  what  we  were  working  for.  The  work  was  done 
originally  to  develop  a  satisfactory  excavator  and  a 
satisfactory  method  of  spreading. 

It  cost  us  90  cents  a  ton  to  take  that  fuel  from  Alfred 
to  Ottawa,  a  distance  of  45  miles.  We  paid  approximately 
50  cents  commission  to  the  retailers,  and  we  had  to  have  it 
delivered  under  a  special  arrangement  because  they  did 
not  have  the  equipment  to  handle  it  properly.  They  took 
their  ordinary  coal  carts,  and  put  some  boards  around  the 
tops,  so  that  they  could  carry  a  ton  of  this  fuel.  They 
sharged  us  $1.25  for  delivering  from  the  railway  car. 
We  delivered  from  the  car  to  the  consumer.  Those 
costs,  $1.25,  50  cents  and  90  cents  were  pretty  nearly  as 
great  as  the  actual  production  cost  of  making  the  fuel  on 
the  ground.  It  would  be  ashamed  to  tell  you  what  the 
overhead  cost  was. 

A  Member:  What  is  the  approximate  age  of  the 
deposits,  and  the  rate  at  which  humufication  takes  place  ? 

Mr.  Moore:  I  can  give  you  very  little  information 
about  the  age  of  the  bogs,  and  I  do  not  know  a  great  deal 
about  the  rate  of  humufication.  I  read  an  article  not 
long  ago  about  a  bog  in  Germany  which  had  been  watched 
for  thirty  years,  and  in  that  time  the  surface  level  came 
up  over  3  feet.  Of  course,  that  does  not  mean  there  were 
3  feet  of  well  humufied  peat,  but  there  was  a  3  foot  growth 
of  moss,  which  might  be,  perhaps,  one  foot  of  actual  peat. 
I  have  not  any  data  which  would  give  you  any  definite 
idea  as  to  the  age  of  those  bogs,  or  the  rate  of  humufica- 
tion.   Humufication  depends  on  a  number  of  things. 

A  Member:  Mr.  Moore  has  only  spoken  of  drying  the 
peat  until  it  has  a  water  content  of  about  25  per  cent. 
I  would  like  to  ask  him  if  he  considers  that  the  commercial 
point  to  which  it  should  be  dried  ?  I  would  also  like  to 
enquire  what  the  water  content  was  in  the  peat  which  he 
said  was  piled  outside  for  two  years. 

Mr.  Moore:  I  mentioned  twenty-five  per  cent  water 
content,  but  it  is  possible  to  dry  it  down  to  about  eighteen 
per  cent.  At  from  twenty  per  cent  to  twenty-five  per 
cent  the  fuel  is  tougher,  and  will  stand  transportation 
better.  If  you  get  much  below  twenty  per  cent,  and  the 
fuel  is  handled  in  the  ordinary  stoves,  it  requires  much 
greater  care,  because  it  ignites  very  much  more  easily. 


The  piles  you  saw  on  the  screen  contained  about  thirty 
per  cent  when  they  were  piled,  and  close  to  that  figure 
when  they  were  shipped.  Drying  seems  to  go  on  in  spite 
of  weather  conditions. 

As  we  lay  the  peat  out,  it  is  very  soft.  If  a  heavy 
rain  storm  comes  on  within  an  hour,  it  will  wash  off  per- 
haps ten  per  cent  of  the  stuff,  which  goes  down  between  the 
blocks,  and  cements  them  together.  After  the  material 
has  been  out  for  ten  hours  on  a  bright  summer  day,  all  the 
rain  we  have  ever  seen  will  not  injure  the  blocks  at  all. 

We  have  noticed  a  very  marked  shrinkage  in  the 
blocks  over  three  or  four  days  of  mist.  Once  the  material 
has  dried  up  it  will  not  go  back  to  its  original  state. 
I  have  seen  those  blocks  immersed  in  a  running  stream  for 
a  couple  of  weeks,  and  burned  practically  immediately 
after  they  were  taken  out.  You  can  take  a  piece  of  peat 
which  has  not  too  many  little  rootlets  in  it,  and  you  may 
immerse  it  almost  indefinitely  without  damaging  it. 

A  Member:  What  is  the  length  of  the  season  you  can 
work  a  peat  bog  in  Canada  ? 

Mr.  Moore:  The  earliest  we  ever  operated  at  Alfred 
was  April  19th,  and  on  one  occasion  we  operated  until 
October  9th.  We  have  from  100  to  110  days  on  an  aver- 
age. The  important  factor  is  that  the  frost  should  be  out 
of  the  ground  sufficiently  to  permit  of  the  excavation  work 
being  done.  In  the  fall  the  peat  has  to  be  dried  down  until 
the  water  content  is  about  40  per  cent  or  50  per  cent, 
before  the  frost  comes  along,  because,  if  this  is  not  done, 
and  sufficient  frost  comes  along,  it  will  simply  destroy  the 
cohesion.  If  you  take  a  block  which  has  been  frozen 
through  the  winter  without  being  properly  dried,  in  the 
spring  it  would  practically  go  into  a  powder  if  you 
attempted  transportation,  although  you  could  use  it  satis- 
factorily under  the  boiler  on  the  work. 

A  Member:  Inasmuch  as  the  drying  peat  takes  a  fairly 
extensive  area,  about  what  capacity  per  unit  area  do  you 
expect  out  of  a  bog  during  the  season  ? 

Mr.  Moore:  I  cannot  give  you  any  definite  figure 
offhand.  The  area  I  showed  you  was  1000  feet  wide  and 
3000  feet  long.  I  thing  we  should  be  able  to  go  over  that 
four  times  a  season. 

There  is  another  point  which  I  should,  perhaps, 
mention.  I  was  asked  about  this  25  per  cent  water  con- 
tent. There  are  a  number  of  other  things  that  can  be 
done  with  peat  apart  from  burning  it  in  thi  stove.  It  will 
be  possible  later  on  to  make  a  very  much  nicer  looking  fuel, 
but  I  do  not  think  there  is  any  way  of  changing  the  water 
content  from  90  per  cent  down  to  25  per  cent  more  econ- 
omically than  some  such  general  scheme  as  I  have  des- 
cribed. No  doubt  a  number  of  things  may  be  done  with 
it,  but  I  do  not  think  you  can  get  rid  of  the  great  water 
content  more  cheaply  than  by  some  such  general  system 
as  I  have  outlined. 

Walter  J.  Francis,  M.E. 7.(7.  If  any  one  ever  deserved 
a  reward,  it  is  the  speaker  of  this  evening,  for  the  persistent 
and  able  manner  in  which  he  has  followed  and  dealt  with 
this  very  interesting  subject. 

About  twenty  years  ago  I  burned  peat  for  a  whole 
winter  in  my  house,  just  as  an  experiment,  and  it  was  one 
of  the  most  satisfactory  fuels  I  ever  handled,  so  far  as 
heat  was  concerned.  At  the  same  time,  we  had  two 
troubles,  one  was  that  the  ordinary  grate  we  were  using 
was  not  suitable  for  the  fuel,  which  disintegrated  rapidly; 
the  other  was  the  persistent  question  of  every  visitor  to  the 
house—"  What  is  that  smell  ?"  The  odor  from  the  burning 
peat  was  very  much  like  the  smell  of  a  dying  bush  fire. 
From  the  point  of  view  of  heat,  however,  it  was  a  very 
useful  and  very  convenient  fuel,  and  the  price  at  that  time 
was  also  very  satisfactory. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


509 


THE  JOURNAL  OF 

THE  ENGINEERING  INSTITUTE 

OF  CANADA 


Board  of  Management 

President 
Lieut.-Col.  R.  W.  LEONARD 

Vice-President 
WALTER  J.  FRANCIS 

Councillors 
J.  M.  ROBERTSON         Brig. -Gen.  SIR  ALEX.  BERTRAM 

JULIAN  C.  SMITH 
ERNEST  BROWN  ARTHUR  SURVEYER 


Editor  and  Manager 

FRASER  S.  KEITH 


Associate  Editors 

C.   M.  ARNOLD Calgary 

FREDERICK  B.  BROWN Montreal 

NEWTON  L.  SOMERS Sault  Ste.  Marie 

J.  A.  BUTEAU Quebec 

M.  F.  COCHRANE Ottawa 

A.  R.  CROOKSHANK St.  John 

A.  G.  DALZELL Vancouver 

J.  N.  deSTEIN Regina 

C.F.  WHITTON Hamilton 

R.  J.  GIBB Edmonton 

GEO.  L.  GUY       Winnipeg 

W.  S.  HARVEY Toronto 

J.  B.  HOLDCROFT Victoria 

R.  P.  JOHNSON Niagara  Falls 

FREDERICK  R.  FAULKNER   ....  Halifax 

G.  C.  WILLIAMS Walkerville 


Vol.  II. 


July  1919 


No.  7 


WESTERN  PROFESSIONAL  MEETING  POSTPONED 

Owing  to  the  unsettled  labor  conditions  in  Western 
Canada,  the  Western  Branches  consider  it  necessary  to 
postpone  the  Edmonton  Meeting  until  early  in  October. 
The  new  date  of  the  meeting,  to  be  arranged  later,  will 
be  published  in  the  September  issue  of  The  Journal, 
after  confirmation  by  Council. 


Professional  Meeting  in  St.  John,  N.B. 

The  Professional  Meeting  in  St.  John,  N.B.,  will  be 
held  on  September  10th,  11th,  and  12th,  1919. 


What  is  a  Professional  Engineer  ? 

One  of  the  serious  difficulties  encountered  by  the 
Special  Committee  of  The  Institute,  when  drafting  proposed 
legislation,  was  to  arrive  at  a  definition  of  professional 
engineer  that  would  cover  all  branches  of  engineering  and 
yet  be  terse  and  to  the  point.  The  definition  in  the  pro- 
posed Act  has  not  met  with  universal  approval,  showing 
that  there  is,  doubtless,  room  for  improvement. 

When  in  Chicago  recently,  the  Secretary  met  T.  L. 
Condron,  Chairman  of  the  Committee  on  Licensing 
Engineers  of  the  Engineering  Council,  who  gave  him  a 
copy  of  a  definition,  the  result  of  an  entire  week's  work. 
This  definition  arrives  at  the  goal  by  describing  the 
practice  of  a  professional  engineer.     It  reads: — 

"  By  professional  engineering  is  meant  any  or  all  branches 
of  the  profession  of  engineering  other  than  military  engineering; 
military  engineering  means  engineering  which  is  concerned  only 
with  such  structures,  works  or  processes  as  have  a  solely  military 
purpose. 

The  practice  of  professional  engineering  embraces  designing 
and  responsible  supervision  of  the  construction,  operation  or 
maintenance  of  private  or  public  utilities  or  works,  and  designing 
or  responsible  supervision  of  processes  of  production,  means  of 
transportation  and  methods  for  the  disposal  of  waste,  when  such 
designs  or  supervision  involve  and  require  the  intelligent  applica- 
tion of  the  principles  of  physics,  mechanics,  hydraulics  of  thermo- 
dynamics in  the  determination  of  the  proper  selection,  use,  removal 
or  disposition  of  material  for  the  attainment  of  a  definite  purpose. 

By  professional  engineer  is  meant  any  person  engaged  in  the 
practice  of  professional  engineering." 

Other  definitions  have  been  sent  in  by  Secretary 
Alfred  D.  Flinn.  These  are  designed  to  describe  what  is 
meant  by  engineering.    They  are: — ■ 

"  Engineering  is  the  application  of  science  to  develoDment 
and  control  of  resources  of  Nature  for  the  use  of  man,  involving 
ingenuity  in  directing  forces,  utilizing  materials  and  organizing 
human  efforts  for  fabrication  of  machines,  erection  of  structures, 
invention  of  processes  and  production  of  articles  of  commerce." 

"  Engineering  is  the  art  which  applies  science  and  scientific 
methods  to  develop  and  control  resources  of  Nature  for  the  use  of 
man;  it  involves  ingenuity  in  directing  forces,  utilizing  materials 
and  organizing  human  efforts  for  fabrication  of  machines,  erection 
of  structures,  invention  of  processes  and  production  of  articles  of 
commerce." 

These  definitions  are  published  for  general  infor- 
mation, to  promote  discussion  and  in  the  hope  that,  before 
a  definite  definition  has  been  adopted,  either  by  the 
Engineering  Council  or  by  The  Institute,  it  will  be  one 
which  can  be  universally  used  on  this  continent  at  least. 


Salaries  and  the  Civil  Service 

An  editorial,  which  appeared  under  this  heading 
in  the  June  issue  of  The  Journal,  referred  to  a  letter 
received  from  W.  Foran,  Secretary  of  the  Civil  Service 
Commission.    The  full  text  of  that  letter  is  as  follows: — 

CIVIL  SERVICE  COMMISSION 

Office  of  the  Secretary, 

Ottawa,  May  13th,  1919. 
Editor,  Journal, 

In  reply  to  your  letter  of  the  7th  instant,  I  beg  to 
inform  you  that  the  Organization  Branch  of  the  Civil 
Service  Commission  has  given  very  careful  consideration 
to  the  question  of  the  salaries  to  be  fixed  for  engineering 
and  other  technical  positions,  and  it  is  hoped  that,  when 


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the  reclassification  is  approved  by  Parliament,  it  will  be 
found  that  adequate  remuneration  has  been  provided  for 
this  class  of  employment,  and  that  the  engineering 
positions  have  been  considered  not  only  in  relation  to  the 
salaries  offered  in  similar  positions  outside  the  Govern- 
ment, but  also  in  relation  to  other  classes  of  employment 
in  the  service  itself.  In  the  meantime,  it  should  be  clearly 
understood  that  the  Civil  Service  Commission  is  not 
responsible  for  the  salaries  now  advertised  as  attached  to 
positions  such  as  that  of  private  secretary.  Hitherto, 
the  salaries  have  been  fixed  by  the  Department,  and  have 
had  no  bearing  one  upon  another.  It  is  hoped  that,  after 
the  reclassification  has  been  adopted  and  these  matters 
have  been  placed  under  the  direct  jurisdiction  of  the  Civil 
Service  Commission,  the  salaries  offered  in  the  various 
positions  will  be  more  in  accordance  with  the  value  of  the 
service  to  be  performed  and  the  remuneration  which  such 
service  could  command  in  the  business  world  in  general. 

Yours  truly, 

W.  Foran, 
Secretary. 

The  following  are  some  of  the  letters  received  by  the 
Secretary  from  Members  of  Parliament  showing  their 
attitude  toward  the  engineering  profession: — 


House    of   Commons 
Canada 

Ottawa,  May  27th,  1919. 
Mr.  Fraser  S.  Keith, 

Secretary, 

The  Engineering  Institute  of  Canada, 

Montreal,  Que. 
Dear  Sir: — 

I  beg  to  acknowledge  your  favour  of  the  12th  instant 
also  other  matter  with  regard  to  engineering  under  separate 
cover. 

I  can  assure  you  that  I  will  be  glad  to  render  any 
assistance  possible  in  placing  the  engineering  profession 
on  a  better  footing  in  this  country  and  particularly  in  the 
Government  service. 

Yours  faithfully, 

S.  F.  Tolmie, 

Member"  for  Victoria  City. 


House    of   Commons 
Canada 

Ottawa,  June  4th,  1919. 

Fraser  S.  Keith,  Esq., 
Secretary, 

Engineering  Institute  of  Canada, 

176  Mansfield  St., 

Montreal. 
Dear  Sir: — 

I  beg  to  acknowledge  receipt  of  your  favor  of  the 
12th  ultimo.  I  have  also  received  a  memorandum 
covering  matters  referred  to  in  this  letter,  all  of  which  will 
receive  my  attention. 

You  can  rest  assured  that  I  will  do  all  I  can  to  place 
the  civil  servants  on  a  sound  basis. 

Yours  truly, 

T.  M.  Tweedie, 

Member  for  Calgary, 

West  Riding. 


House    of   Commons 
Canada 

Ottawa,  May  29th,  1919. 

Fraser  S.  Keith,  Esq., 
Secretary, 

Engineering  Institute  of  Canada, 
176  Mansfield  Street, 

Montreal,  Que. 

Dear  Sir: — 

I  have  your  communication  of  the  12th  instant  and 
am  entirely  in  sympathy  with  the  views  of  your  association 
and  have  already  vigorously  and  persistently  supported 
this  and  will  follow  it  up  with  added  effort. 


I  am, 


Yours  very  sincerely, 

H.  H.  Stevens, 
Member  for  Vancouver,  Centre. 


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511 


House    of   Commons 
Canada 

Ottawa,  May  26th,  1919. 

Mr.  Fraser  S.  Keith, 
Secretary, 

Engineering  Institute  of  Canada, 

176  Mansfield  St., 

Montreal,  P.Q. 

Dear  Mr.  Keith:— 

I  have  your  circular  letter  of  the  12th  instant, 
enclosing  facts  and  figures  concerning  the  engineering 
profession,  for  which  accept  my  thanks.  It  will  give  me 
great  pleasure  to  support  the  aims  and  objects  of  your 
Institute  when  the  Civil  Service  Bill  comes  before 
the  House. 

Faithfully  yours, 

J.  C.  McIntosh, 

Member  for  Nanaimo. 


House    of    Commons 
Canada 

Ottawa,  May  26th,  1919. 

Fraser  S.  Keith,  Esq., 
Secretary, 

Engineering  Institute  of  Canada, 


Montreal. 


Dear  Sir:- 


I  desire  to  acknowledge  the  receipt  of  your  letter  of 
the  12th  instant  in  reference  to  the  greater  attention 
which  should  be  given  to  the  profession  of  engineers  in 
Canada.  It  is  my  pleasure  to  study  your  memorandum 
and  you  may  rest  assured  that  I  will  give  my  hearty 
support  to  any  measure  which  would  recognize  the  value 
of  engineers  in  public  service  with  the  remuneration 
they  deserve. 

Yours  faithfully, 

O.  Turgeon, 

Member  for  Gloucester. 


House   of  Commons 
Canada 

May  23rd,  1919. 
Fraser  S.  Keith,  Esq., 

No.  176  Mansfield  St., 
Montreal. 
Dear  Sir: — 

In  reply  to  your  favor  of  the  12th  instant  I  beg  to  say 
that  I  am  in  entire  sympathy  with  your  letter,  as  I  believe 
that  young  men  to-day  who  are  educating  themselves 
along  technical  lines  are  not  receiving  the  consideration 
they  should,  as  in  a  great  many  cases  mere  clerks  and 
stenographers  are  receiving  as  much  consideration  as 
highly  educated  and  trained  engineers. 

When  the  matter  comes  up  I  will  look  after  it  you  can 
rest  assured. 

With  best  wishes,  I  am, 

Yours  very  truly, 

R.  W.  Wigmore, 
Member  for  St.  John  City  and 
Counties  of  St.  John  and  Albert. 

Hon.  A.  K.  Maclean,  acting  Minister  of  Trade  and 
Commerce,  who  has  had  particular  charge  of  all  matters 
relating  to  the  civil  service,  has  given  notice  of  the  resolu- 
tion on  which  the  bill  providing  for  the  reclassification  of 
the  civil  service,  will  be  based. 

Under  the  terms  of  this  bill  upwards  of  fifty  thousand 
members  of  the  inside  and  outside  civil  service  will  be 
reclassified. 

The  principle  underlying  the  new  classification  will  be 
that  members  of  the  service  will  be  put  into  classes  corres- 
ponding with  the  nature  of  the  work  they  are  doing. 
Civil  servants  doing  engineering  work,  for  instance,  will 
be  classed  as  engineers  and  other  members  of  the  service 
doing  work  calling  for  special  qualifications  will  be  sim- 
ilarly treated. 

The  new  classification  will  in  all  likelihood  straighten 
out  some  of  the  present  difficulties  between  the  Govern- 
ment and  the  members  of  the  civil  service. 

Mr.  Maclean's  resolution  is  as  follows: — 

1 — That  the  Civil  Service  Commission  shall  consist 
of  not  more  than  five  members  appointed  by  the  Governor- 
in-Council;  provided,  however,  that  after  the  expiration  of 
three  years  from  April  1,  1919,  no  person  shall  be  appointed 
a  commissioner  until  the  number  of  members  of  the  com- 
mission is  reduced  to  less  than  three,  and  after  such 
reduction  the  number  of  members  of  the  commission  shall 
not  exceed  three. 

2 — That  the  chairman  of  the  commission  shall  be 
paid  a  salary  of  $7,000,  and  each  of  the  other  commissioners 
$6,000. 

3 — That  the  provisions  of  the  Civil  Service  Act 
relating  to  temporary  employment,  dismissals,resignations„ 
hours  of  attendance,  annual  reports,  regulations,  examina- 
tions, classifications,  appointments,  promotions,  transfers 
and  compensation  be  amended,  and  that  provision  be 
made  for  reclassifying  the  civil  service  and  for  any 
additional  expense. 


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Compensation  of  Engineers 

A  Schedule  of  Engineering  Salaries  Covering  Various  Branches  of  the  Profession 


At  the  Annual  Meeting  of  the  American  Association 
of  Engineers,  held  in  Chicago,  May  12th  to  14th,  an 
exhaustive  report  of  the  Compensation  Committee  was 
presented  and  adopted.  It  represents  a  great  amount  of 
work  on  the  part  of  the  men  engaged  on  this  Committee 
and  is  the  first  definite  attempt  to  arrive  at  a  basis  of 
the  classification  of  salaries  of  engineers  employed  in 
various  lines.  It  does  not  include  those  employed  in  the 
civil  service  of  the  country.  The  schedule  for  railway 
engineers  adopted  was  similar  to  that  published  in  the 
April  issue  of  The  Journal. 

The  report  states  that  the  committee  having  carefully 
considered  salaries,  wages  and  working  conditions  as 
reflected  in  records  and  private  correspondence,  and 
through  personal  correspondence  and  investigation, 
finds  that : 

1.  No  profession  can  for  any  length  of  time  continue 
to  attract  to  its  ranks  high  class  ability  unless  the  rewards 
offered  are  commensurate  with  the  expense  and  effort 
required  to  attain  and  maintain  a  respectable  position  in 
such  profession.  At  this  time  the  pay  of  engineers  is  out 
of  proportion  to  the  high  degree  of  responsibility  required 
and  the  money  spent  to  obtain  the  necessary  technical 
education. 

2.  The  interests  of  investors  as  well  as  the  safety  of 
employees  and  the  general  public  require  that  the  design 
and  execution  of  engineering  work  shall  be  in  the  hands  of 
competent  and  highly  skilled  men.  All  classes  are  vitally 
interested  in  enforcing  a  square  deal,  insuring  to  engineers 
such  pay  as  will  attract  and  retain  in  the  profession  men  of 
ability. 

Summary  of  Conclusions 

1.  That  the  profession  of  engineering,  taken  as  a 
whole,  is  insufficiently  paid,  or  is  not  paid  in  proportion  to 
the  high  degree  of  responsibility  entailed  or  the  technical 
training  required  to  perform  the  work. 

2.  That  the  principle  of  a  square  deal  for  everybody 
should  underlie  all  rules  of  compensation,  and  that  tech- 
nical men  must  demonstrate  their  worth  both  to  their 
employers  and  the  public  before  they  receive  the  compen- 
sation due  them. 

3.  That  this  demonstration  should  be  made  by  indi- 
vidual salesmanship,  and  by  proper  methods  of  publicity 
directed  by  this  Association  to  establish  co-operation 
between  employers  and  employees  and  to  insure  proper 
recognition  of  the  services  of  the  engineer  by  the  public. 

4.  That  while  salesmanship  may  produce  results  in 
individual  cases,  it  is  necessary  to  operate  collectively  for 
the  rank  and  file  of  engineers  and  desirable  that  some 
forms  of  grades  for  engineering  services  be  adopted  with  a 
minimum  rate  of  pay  for  each  grade. 

5.  That  the  rates  suggested  herein  are  not  the  maxi- 
mum standards,  but  rather  indicate  the  rate  of  pay  of 


anyone  who  can  perform  the  line  of  work  and  that  indi- 
vidual effort  should  be  encouraged  to  the  fullest  extent  and 
be  paid  for  accordingly. 

6.  That  in  the  determination  of  a  just  compensation, 
consideration  must  be  given  to  the  effort  or  cost  of  the 
educational  training;  the  years  and  character  of  experience 
in  the  particular  line,  as  well  as  total  years  experience; 
length  of  time  in  employer's  service;  character  and  per- 
sonality; degree  of  efficiency -and  special  qualifications. 

7.  That  the  uncontrolled  law  of  supply  and  demand 
is  not  a  just  method  by  which  to  determine  the  compen- 
sation for  valuable  services.  Therefore,  steps  should  be 
taken  to  control  its  operation  so  that  it  may  not  become 
oppressive,  especially  in  the  lower  grades  of  service. 

Specific  Recommendations: 

1.  That  the  hours  of  employment  for  technical  men 
of  grades  1,  2,  and  3,  hereafter  defined,  should  not  exceed 
eight  hours  per  day  or  forty-four  hours  per  week. 

2.  That  overtime  in  above  grades  should  be  paid  for 
at  an  increased  rate. 

3.  That  no  one  in  charge  of  engineering  or  construc- 
tion forces  should  be  paid  less  than  any  man  for  whose 
work  he  is  responsible. 

4.  That  when  by  a  superior's  orders  an  employee  is 
shifted  to  a  point  requiring  him  to  change  his  place  of 
abode,  the  employer  should  bear  the  entire  expense  of 
moving  employee  and  his  family. 

5.  That  employees  should  be  given  national  holidays 
and  not  less  than  one  day's  vacation  for  each  month 
employed  during  the  year,  and  that  provision  should  be 
made  for  disability  due  to  the  hazard  of  employment. 

(Grades  were  recommended,  of  which  the  first  three 
are  named  as  showing  what  was  intended  in  the  above 
recommendations,  the  rates  having  been  ordered  elim- 
inated.) 

Grade  1.  A  position  requiring  chiefly  mechanical  skill 
and  little  or  no  experience,  but  which,  however  is  desirable 
or  necessary  for  the  technical  men  to  do  for  a  short  time  as 
preliminary  training  for  higher  grades  of  work;  or  a  posi- 
tion requiring  a  small  amount  of  technical  knowledge,  such 
as  may  be  obtained  in  a  high  school  or  manual  training 
school,  but  without  responsibility. 

Grade  2.  A  position  requiring  the  equivalent  of  a 
high  school  education,  as  well  as  the  elements  of  engin- 
eering, such  as  may  be  obtained  in  a  night  school  or 
correspondence  school,  and  demanding  a  certain  amount  of 
proficiency  which  would  ordinarily  be  obtained  with  one 
year's  experience,  lacking  a  college  education. 

Grade  3.  A  position  in  which  graduation  from  a 
recognized  college  of  engineering  is  desirable  for  its  poten- 
tial value,  and  which  requires  a  part  of  that  technical 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


513 


knowledge,  or  a  position  requiring  as  much  as  Grade  2, 
with  two  years  experience  and  demanding  additional 
technical  study  such  as  the  completion  of  night  or  corres- 
pondence school  courses. 

Schedule 

Note. — Salaries  in  the  following  schedules  are  for 
continuous  positions,  positions  where  employment  is 
continuous  throughout  the  year,  and  where  the  employee 
may  look  to  a  steady  advancement  in  rank  and  pay  as  a 
reward  for  efficient  service. 

In  seasonal  employment,  where  the  work  continues 
from  year  to  year  and  the  same  opportunities  for  advance- 
ment exist,  but  where  from  the  nature  of  the  employment 
there  is  an  idle  season,  as  an  inspector  of  dredging  or  em- 
ployee of  the  Geological  Survey,  and  where  the  place  is 
open  at  the  commencement  of  the  succeeding  season, 
the  pay  should  be  such  as  to  amount  to  about  half  pay  for 
the  necessarily  idle  season.  Thus,  for  an  eight  month 
working  season,  where  the  schedule  shows  a  rate  of 
$2400  per  annum,  the  position  should  pay  $250.  per  month. 

For  temporary  positions,  where  there  is  no  developing 
future  to  the  work,  the  pay  should  be  50%  above  the 
schedule. 

Architectural  Engineers 

Architect  in  charge  of  office $5,000   to  $8,000 

Designing  Draftsman 4,000    to  5,000 

(Above  were  eliminated  by  the 
Chapter). 
Construction  Design  Draftsman,  by 

committee 3,000  to  3,600 

Rate  adopted  by  the  Chapter. . . .  4,000  to  5,000 
Outside   Superintendent,    by   com- 
mittee   3,000  to  3,600 

Rate  adopted  by  the  Chapter....  4,000  to  5,000 

Senior  Draftman,  by  committee 2,400  to  3,000 

Junior  Draftsmen,  by  committee ..  .  1,500  to  2,100 

Student  Draftsmen,  by  committee 900  to  1,200 

Adopted  as  Amended. 
Highway  Engineers 

The  following  schedule  is  suggested  for  a  state  where 
there  are  from  60,000  to  100,000  miles  of  roads  on  which 
the  Highway  Department  spends  not  less  than  $5,000,000 
annually. 

Chief  Hightvay  Engineer — 
In  entire  charge  of  all  engineering 
work  for  the  entire  organization.   $8,000  to  $10,000 
Road  Engineer — 
Responsible  for  surveys,  plans  and 
construction  of  all  road  improve- 
ments      5,000  to      7,000 

Maintenance  Engineer — 
Responsible  for  maintenance  of  all 

engineers 4,500  to      6,000 

Bridge  Engineer — 
Responsible  for  design,  construction 
and  maintenance  of  all  bridges. . .     4,500  to      6,000 


Engineer  of  Tests — 
In  charge  of  tests  on  all  materials 
used  in  road  and  bridge  work. .  . .     3,000  to     4,000 
Division  Engineer — 

In  charge  of  one  division  (usually 
7,000  to  10,000  miles  of  road). 
Under  higher  officials,  is  in  charge 

of  all  work  on  division 3,600  to      5,000 

Assistant  Engineer — - 
Assists  Road,  Maintenance,  Bridge 

and  Division  Engineers 2,700  to      3,600 

Resident  Engineer — 
In  charge  of  important  bridge  work, 
road    improvement,    etc.,    under 

Division  Engineer 2,700  to      3,600 

Junior  Engineer,  Class  A — 
In   charge   of  road   surveys;   does 
instrument  work;  prepares  plans 
and   profiles   for   road   improve- 
ment and  does  drafting  in  bridge 

department 2,100  to      2,700 

Junior  Engineer,  Class  B — 
Leveler  on  road  surveys;  works  on 
plans  and  profiles  for  road  impro- 
vements; does  drafting  in  bridge 
department.  (Technical  education 
or  experienced  in  highway  work)..     1,500  to      1,800 
Chief  Designing  Engineer — 
In  charge  of  designing  and  drafting 

under  Bridge  Engineer 3,000  to      4,000 

Designing  Engineer — 
Independent    designing    in    bridge 

department 2,700  to      3,300 

Inspector — 
Technical  training    desirable  while 
not  essential,  but  must  have  had 
experience  in  highway  construc- 
tion if  lacking  such  training 1,320  to      1,800 

Adopted  by  Chapter  as  submitted. 

Municipal  Engineers 

City  Engineer — 

Annual  volume  of  work,  $5,000,000. $12,000  to  $15,000 
City  Engineer — 

Annual  volume  of  work,  $2,500,000.  8,000  to  10,000 
City  Engineer — 

Annual  volume  of  work,  $1,000,000.  6,000  to  7,500 
City  Engineer — 

Annual  volume  of  work,  $500,000. . .     4,000  to      5,000 

Adopted  by  Chapter  as  submitted. 

Pay  should  be  graded  according  to  responsibility, 
scope  and  character  of  work. 

Department  Engineers — 

In  charge  of  departments  or  bureaus.  $5,000  to    $7,500 


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Division — 
In    charge    of    several    parties   or 
several  pieces  of  work.    Consider- 
able responsibility 4,000  to      7,500 

Assistant  Engineer — 
In  charge  of  party,  handling  work 
from   standpoint  of  grades   and 
inspection.    Under  direction 3,000  to      3,600 

Instrumentman — 
Preferably    a    technical    graduate. 
Running  transit  and  level,  giving 
lines  and  grades  and  inspecting. 
All  under  direction 2,000  to      2,400 

Rodman — 

No  educational  requirement  except 
high  school,  second  grade 1,080  to      1,500 

Inspectors — 
Slight  educational  requirements  for 
entrance,  with  acquired  experi- 
ence for  higher  grades.  Paving, 
concrete  work,  etc.,  on  routine 
under  direction 1,380  to      1,800 

Architect — 

Developing     work     of     standard 
character 3,000  to      5,000 

Above  three  adopted  as  submitted. 

Designing  Engineer — 
Technical    graduate.       Ten    years 
minimum  experience.  Responsible.    4,000  to      6,000 

Designer — 
Technical   graduate   with   at   least 
five   years   experience.    Able   to 
take  responsibility 3,300  to     4,200 

Detailer — 
Preferably      technical      graduates; 
developing  drawings  under  direc- 
tion.   From  little  experience  to 
five  year 2,000  to      3,000 

Tracer — 

Education  at  least  equal  to  technical 
high  school.    Routine  copyist 1,200  to      1,800 

Draftsmen — 
Using  the  following  titles  as  com- 
monly understood: 

Architectural 1,800  to      3,000 

Map  or  topographical 1,800  to      2,400 

Structural 1,800  to      2,400 

Public  Utility  Corporation  Engineers 

(Furnishing  Light  and  Power  to  a  population  of  50,000.) 

General  Manager — 
Preferably  a  technical  trained  man. 
Volume   of  business  and  special 
considerations $5,000  to  $8,000 


Assistants, 

A.  Where  employer  has  been  accus- 
tomed to  demand  a  technical 
education  and  ten  years  experience 
and  considerable  responsibility  is 

assumed 3,900  to  5,000 

Assistants 

B.  Same  education  and  experience  as 

A,  but  working  under  direction. .       3,000  to    4,200 

Assista7its, 

C.  Where  employer  has  been  accus- 
tomed to  demand  a  technical 
education  and  a  minimum  of  five 
years  experience.  Under  direc- 
tion        2,400  to    2,700 

Assistants, 

D.  Office  and  field  positions  doing  drafting  and 
instrument  work  to  pay  same  rates  as  shown  for  like 
positions  in  Municipal  schedule. 

Railroads  Engineers 

This  schedule  of  salaries  has  already  been  published 
in  Vol.  II,  No.  4  of  The  Journal. 

Railroads  Electric 

1.  A  Road  with  the  Equivalent  of  60  Miles  of  Single  Track. 

Chief  Engineer — 
In  charge  of  track,  structures  and 
transmission  lines $3,600  to  $4,800 

Asst.  Engr.,  Field — 
Doing  instrument  work  and  inspec- 
tion, under  direction 2,400  to    3,000 

Roadmaster — 
Preferably    a    technically    trained 
man 2,400  to    3,000 

Mechanical- Electrical  Engineer — 
An  engineer  trained  in  both  branches, 
having  charge  of  power  house, 
plant,  cars  and  equipment 4,200  to    5,400 

Office  Engineer — 
Equivalent  to  a  first  class  machine 
draftsman,  working  under  direc- 
tion        2,400  to    3,000 

Line  Superintendent — 
Duties    not   easily    described,    but 
quite  commonly  understood 2,400  to   3,000 

Sub-Station  Man — 
Duties  such  as  commonly  apply  to 
this  position 2,400  to    3,000 

2.  A  Road  with  the  Equivalent  of  200  Miles  of  Single 

Track. 

General  Manager — 
Responsible  for  all  maintenance  and 
operation.    Preferably  a  technical 
man $6,000  to  $10,000 


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515 


Chief  Engineer — 
Has  full  charge  of  construction  and 
maintenance  of  way  and  structures    4,000  to 

Assistant  Engineer — 
Drafting  and  instrument  work  in 
field  and  office  under  direction ....     2,400   to 

Roadmasters — 
Preferably  technical  men.      Usual 
duties 2,400  to 

Mechanical- Electrical  Engineer — 
Trained  in  mechanical  and  electrical 
engineering.      In  full  charge  of 
power    house,    transmission    and 
equipment 4,500  to 

Assistant  Engineers — 
Perform  drafting  and  design  under 
direction.    Able  to  turn  out  fin- 
ished work 2,400  to 

Line  Superintendent — 
Preferably  a  technical  man.    Train- 
ing for  a  higher  position 2,400  to 

Sub-Station  Man — 
Duties  such  as  commonly  apply  to 
this  position.    Preferably  a  tech- 
nical man 2,400  to 

Adopted  as  submitted. 


Rural  Engineers 


5,400 


3,000 


3,000 


6,000 


3,000 


3,000 


County  Surveyor — 

This  is  not  usually  a  salaried  office,  but  is  of  such 
importance  that  a  sound  policy  would  provide  this 
officer  with  an  office  and  pay  for  it  being  kept  open  a 
stated  number  of  days  per  week,  the  number 
depending  upon  the  wealth  and  population  of  the 
county. 

The  per  diem  rate  for  land  surveying  should  be  adjusted 
to  correspond  with  the  value  of  the  lands  surveyed, 
as  the  surveyor  is  responsible  for  the  accuracy  of  his 
work,  and  may  be  sued  for  damages  due  to  or  suffered 
from  erroneous  work. 

Where  land  is  valued  at  less  than 

$25.00  per  acre,  Surveyor $12.50 

Assts 3.75 

Where  land  is  valued  at  $25.00  per 
acre,    but    not  over  $200.00  per 

acre,  Surveyor 18.00 

Assts 5.00 

Where  land  is  valued  over  $200.00 

acre,  Surveyor 20.00 

Assts 5.00 


Drainage,  Levee  and  Road  Work — 
Intermittent  work  of  this  class  should  be  paid  for  at 
the  per  diem  similar  to  that  above  for  land  surveys. 
A  specific  number  of  days  should  be  paid  for  each 
month  in  addition  to  the  actual  time  in  the  field, 
to  cover  consultation  with  directors  and  contractors 
and  correspondence. 

Salaried  Employees  in  Rural  Engineering — 

Deputy  County  Surveyors,  having 
responsible  charge  of  work  and 
directing  same $3,000  to  $4,200 

Drafting  and  Instrument  work  under 
direction 

Subordinate  positions  as  in  munici- 
pal or  slightly  lower. 

Generally  speaking,  drainage  and 
levee  work  is  done  on  a  percentage. 

County  Engineer  (Good  roads  organization.) 

(For  counties  spending  at  least  $500,000  annually  on 
highway  work.) 

County  Highway  Engineer — 
In  charge  of  all  bridge  and  road  work 
in  county.    May  be  under  State 
Highway  Department $4,200 


2,100  to    2,700 


Assistant  Engineer — 
3  000         Responsible  for  such  work  as  may  be 

assigned  to  him 3,000 

Junior  Engineer,  Class  A — 
In  charge  of  road  surveys;  does  in- 
strument   work;    prepares   plans 
and   profiles   for   road   improve- 
ments; does  drafting 2,400 


Junior  Engineer,  Class  B. — 
Leveler  on  road  surveys;  does  instru- 
ment work;  works  on  plans  and 
profiles  for  road  improvements; 
computes  notes;  does  drafting. . .     1,800 

Inspector — 
Technical  Training  desirable,  while 
while  not  essential,  but  must 
have  had  experience  in  highway 
construction  if  lacking  such 
training 1,500 

A  similar  organization  is  desirable  for  levee  and 
drainage  work,  but  must  adapt  itself  to  a  wider  variation 
than  in  road  work. 

Adopted  as  submitted. 


State  Public  Utility  Road 

Proposed  schedule  of  salaries  for  engineering  depart- 
ment of  a  state  Public  Utility  Commission,  for  a  state  with 
a  population  of  5,000,000. 


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Chief  Engineer — 
Charged  with  the  administration  of 
the  Engineering  Department  and 
engaged  in  valuation  work,  stand- 
ards of  service,  inspections  and 
investigations  having  engineering 
aspects,  etc.  He  may  or  may  not 
be  assigned  to  the  duty  of  hearing 
cases,  preparing  opinions,  etc. 
During  his  employment  by  the 
Commission  and  for  one  year 
thereafter  he  shall  accept  no 
employment  from  any  utility 
subject  to  the  jurisdiction  of  the 
Commission $12,000  to  $15,000 

Assistant  Chief  Engr. — ■ 

Reports  to  the  Chief  Engineer,  who 
assigns  his  duties 9,000  to    10,000 

Chiefs  of  Div.  Railroad,  Gas,  Telephone,  Water  Works — 

These  men  shall  not  accept  employ- 
ment from  any  Public  Utility 
subject  to  the  jurisdiction  of  the 
Commission  during  their  employ- 
ment by  the  Commission  or  for 
six  months  thereafter.  Are  engaged 
in  valuation  of  Public  Utilities,  Railroad 

within  their  own  division,  assist-     8,000  to      9,000 
ing  in  formulating  standards  of  G 

service  and  engaged  on  investiga-    6  000  £     7  m 
tions  and  inspections  having  engin- 
eering   aspects.    They    may    be  Telephone 
assigned  the  duty  of  hearing  cases,     6,000  to      7,500 
preparing  rate  schedules,  opinions,        Water  Works 
etc 6,000  to      7,500 

Assistant  Engineers — 

Reporting  to  the  chiefs  of  the  above  departments, 
graduates  of  technical  schools,  or  having  an  equi- 
valent technical  knowledge. 

Grade  1 — - 

Corresponding  in  training  and 
ability  to  a  Division  Engineer  on 
a  railroad $3,600  to    $4,800 

Grade  2— 

Corresponding  in  training  and 
ability  to  an  Assistant  Division 
Engineer  on  a  railroad 3,000  to      3,300 

Grade  3 — 

Corresponding  in  training  and  ability 
to  an  Instrumentman  on  a  rail- 
road      2,400  to      2,700 

Grade  4— 

Corresponding  in  training  and  ability 
to  a  junior  draftsman  or  instru- 
mentman on  a  railroad 1,800  to      2,100 

Adopted  as  submitted. 


State  Public  Improvement  Project 

(Illinois  River  Improvement  or  similar  project.) 

Chief  Engineer — 
An  engineer  of  such  standing  as  to 
command  respect  for  and  confi- 
dence in  the  conduct  of  the  work. $15, 000 
Assistant  Chief  Engr. — 
In  personal  charge  of  surveys  and 
construction.    A  first  class  exe- 
cutive      9,000 

Principal  Asst.  Engr. — 
In    charge    of    investigation    and 
design.        A      highly      technical 

engineer. . 8,000 

Bridge  Engineer — 
Equal  to  the  bridge  engineer  on  the 

strongest  railroads 7,500 

Office  Engineer — 
Inside  Executive  reporting  to  the 
Chief  or  Asst.  Chief  Engineer. . . .     6,000 
Office  Assistants — 
Same  grades  and  rates   as   shown   in  the  Municipal 
schedule. 
Field  Engineer — 
Outside  executive,  reporting  to  the 

Assistant  Chief  Engineer 6,000 

Field  Assistants — 
Same  grades  and  rates  as  shown  in  the  Municipal 
schedules. 

Adopted  as  submitted. 

Large  Structural  or  Mechanical  Organisation 

Chief  Engineer — 
Having  entire  charge  of  the  Engin- 
eering   Department    of   a    given 

organization $12,000 

Assistant  Chief  Engr. — 
Duties  assigned  by  Chief  Engineer. 
Performs  duties  of  Chief  Engineer 

during  his  absence 9,000 

Construction  Engineer — - 
In  charge  of  a  particular  job  or  jobs 
of  construction.     Reports  to  Chief 

Engineer 3,600  to      6,000 

Inspecting  Engineer.     Senior  Class — - 
Inspects   Engineering   materials   or 
workmanship.     Reports  to  Chief 
Engineer.    Minimum  of  ten  years 

experience  required 3,000  to      6,000 

Inspecting  Engineer,  Junior  Class — 
Similar  duties  to  senior  class,  but 
with  but  five  years'  experience. .  .     $1,800  to  $2,700 
Office  Engineer — 
In  charge  of  all  office  engineering, 
designs,    estimates,    plans,    files, 
etc.,  reports  to  Chief  Engineer.  . .       4,800  to    6,000 


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517 


Engineer  of  Design — 
Has  charge  and  supervision  of  all 
design.     (And    estimating).     Re- 
ports to  Office  Engineer 

Assistant  Eng.  Design — 

Makes    design    drawings,    layouts, 

etc.     May  have  charge  of  detail 

drawings.     Reports  to  Engineer  of 

Design  or  Office  Engineer 

Engineer  of  Estimates — 
Has  charge  of  all  estimates  when 
they  are  not  under  Engineer  of 
Design.     Reports   to   Office   En- 
gineer or  Engineer  of  Design 

Squad  Engineer — ■ 

In  charge  of  a  squad  of  not  more 

than  ten  men  on  preparation  of 

plans  of  particular  job  or  jobs. 

Reports  to  Office  Engineer 

Assistant  Engineers,  Class  1 — 
Engineers  whose  duties  require  their 
having  a  thorough  technical  train- 
ing in  civil,  structural  or  mechan- 
ical engineering,  together  with 
four  to  six  years'  practical  experi- 
ence to  properly  prepare  the  work 
of  drafting,  designing,  estimating, 
etc 

Assistant  Engineers,  Class  2 — 
Same  requirements  as  class  one, 
except  that  but  three  years' 
practical  experience  is  required 
to  qualify  for  duties  to  which 
they  are  assigned 

J u  n ior  Engineer — 
Should  preferably  have  a  thorough 
technical  education,  with  or  with- 
out practical  experience.     Works 
under  direction  only 

Student  Engineer — 
One  pursuing  studies  leading  to  an 
engineering  degree  by  home  study 
or  at  school  and  performing  field 
or  office  work  of  the  lower  grades, 

under  direction 

Adopted  as  submittal. 


4,200  to    5,000 


2,400  to     3,000 


3,300  to    4,000 


3,300  to    4,000 


3,000  to    3,600 


2,400  to    2,700 


1,500  to    2,100 


1,000  to    1,400 


Telephone  Service 

(A  companv  serving  a  population  from  1,500,000 
to  2,000,000.) 

Chief  Engineer — 
Should  be  a  technical  graduate  with 
fifteen  years  or  more  experience 
in  the  telephone  field.  Has  en- 
tire charge  of  all  engineering  work 
in  an  executive  capacity 

Equipment — 
Should  be  a  technical  graduate  with 
eight  to  ten  years'  experience. 
Has  entire  charge  of  all  telephone 
equipment  engineering,  such  as 
laying  out,  estimating  and  direct- 
ing; the  installation  of  telephone 
and  power  plants.  Reports  to 
Chief  Engineer 4,200  to    5,000 


6,000  to    8,000 


Layout  Engineer — 
Technical  man,  with  three  to  five 
years'  experience.  Makes  up 
plans,  layout  exchanges,  equip- 
ment and  sometimes  supervision 
of  specification  writers.  Under 
direction  of  Equipment  Engineer . 

Specification  Engineer — 
Technical  man  with  two  or  three 
years'  experience.  Write  specifi- 
cations and  compute  apparatus 
under  direction  of  group  heads, 
from  routine  instructions 

Estimating  Engineer — 
Same  qualifications  as  Specification 
Engineer.  Makes  up  estimates  of 
cost  of  equipment  from  specifica- 
tions written  by  Specification  En- 
gineers. Reports  to  Equipment  En- 
gineers   

Inspectors — 
Technical  men  or  telephone  men 
of  experience  in  telephone  equip- 
ment. Inspect  new  equipment 
under  direction  of  Equipment 
Engineer 

Construction  Engineer — 
Executive  position,  same  qualifica- 
tions as  Equipment  Engineer. 
Work  not  quite  so  technical  in 
nature.  Has  entire  charge  of 
plant  outside  of  exchange 

Assistant  Const.  Eng. — 
Same   dutes   as   Construction    En- 
gineer   

Specification  and  Estimating  Engineer — 
Makes    up    estimates    and    writes 
specifications    from    plans    sub- 
mitted  by  field  men.     More  or 
less  routine 

Inspector — 
Technical  man.      No  experience  re- 
quired.    Make  tests  of  cable  and 
wire  plant  from  routine  instruc- 
tions   

Field  Engineer — ■ 
Technical  man  with  two  to  five 
years'  experience,  or  old  con- 
struction foreman.  Must  go  out 
on  the  ground  and  lay  out  pole 
lines  and  aerial  and  underground 
cable  lines,  and  all  outside  con- 
struction   

Traffic  Engineer — 
About  the  same  qualifications  as 
Equipment  Engineer.  More  rou- 
tine work,  less  technical.  Reports 
to  Chief  Engineer.  Makes  up 
studies  of  exchange  traffic,  over 
specified  periods,  plans  extensions 
of  service  and  gathers  data  for 
basis  of  equipment  extension .... 


2,500  to    3,500 


1,900  to    2,400 


1,900  to    2,400 


1,900  to    2,400 


4,200  to  5,000 

3,000  to  3,600 

1,900  to  2,400 

1,600  to  1,900 


2,400  to    3,000 


4,000  to    4,500 


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Layout  Engineer — 

Technical  man  with  from  three  to 

five  years'  experience.    Makes  up 

plans  for  extensions  of  service  from 

data  furnished  by  Investigating 

Engineers $1,900 

Investigating  Engineer — 

Technical  man  with  no  experience, 

or  telephone  men  with  four  or  five 

years'  experience.    Make  tests  of* 

service,   investigate   probabilities 

of  growth  and  complete  data 1,700  to      1,900 

Drafting  Department — 

Usually   under   Chief  Engineer  or  Equipment  Engi- 
neer.   Nearly  all   routine   work  such  as  requires  good 
tracers  or  detail  men. 
Chief  Draftsman — 
Usually  has  from  twenty  to  twenty- 
five  men  under  him 2,400  to      2,600 

Draftsman — 
As  above 1,500  to      1,800 

Adopted  as  amended. 

To  cover  objections  which  were  made  at  the  Chapter 
meeting  to  the  use  of  the  words  technical  man  in  the 
report,  the  following  explanation  is  added: 

In  this  report  the  term  technical  man  means  a  man 
having  that  command  of  technical  engineering  knowledge 
which  can  ordinarily  be  obtained  in  any  of  the  ways 
described  below.  This  definition  relates  to  the  amount  of 
knowledge  possessed  rather  than  the  means  by  which  it 
may  be  obtained.  The  description  herein  of  particular 
ways  by  which  the  amount  of  knowledge  referred  to  may 
be  obtained  is  not  to  be  construed  as  excluding  other  ways 
not  mentioned  or  denying  that  exceptional  men  may 
acquire  the  same  knowledge  in  shorter  time. 

1.  By  completion  of  a  four  year  technical  college 
course  leading  to  a  degree. 

2.  By  completing  two  years  of  a  technical  college 
course  and  engaging  in  engineering  work  for  two 
years  thereafter. 

3.  By  engaging  in  engineering  work  for  four 
years,  accompanying  his  work  by  a  diligent  study  of 
the  science  relating  thereto. 

In  this  report  the  term  senior  technical  man  means 
a  man  having  a  thorough  and  extended  knowledge  of 
exact  science  relating  to  engineering  and  having  a  thorough 
knowledge  of  the  technical  aspects  of  engineering;  having 
a  knowledge  of  technical  matters  in  a  greater  degree  than 
is  ordinarily  had  by  engineers  other  than  those  engaged 
in  the  more  technical  and  exacting  branches  of  engineering. 

The  terms  technical  man  and  senior  technical  man 
are  not  to  be  construed  as  terms  describing  rank  or  degree 
of  professional  skill,  but  are  rather  descriptive  terms 
indicating  the  character  and  kind  of  knowledge  possessed. 

Telegraph  Service 

The  following  schedule  for  Telegraph  Service  has 
been  submitted,  but  was  not  discussed  by  the  full  com- 
mittee. 


Gen.  Supt.  of  plant  and  engineering — 
Entirely  responsible  in  an  executive 
capacity  for  the  construction, 
maintenance  and  development  of 
plant.  Preferably  a  technical 
graduate  with  20  years'  or  more 
experience $15,000  to  $20,000 

General  Plant  Engineer — 
Entirely  responsible  in  an  executive 
capacity  for  all  plant  engineering 
work.    A  technical  graduate  with 
15  years  or  more  experience 8,000  to    10,000 

General  Construction  Engineer — 
Responsible  for  all  engineering  work 
in  connection  with  the  construc- 
tion of  the  outside  plant.  Tech- 
nical graduate  with  10  years  or 
more  experience 6,000  to     7,000 

Construction  Specifications  Engineer — 
Prepares  general  plant  construction 
specifications.      Technical      man 
with  4  or  more  years'  experience .     2,400  to      3,600 

Line  Efficiency  Engineer — 
Engaged  in  the  testing  of  circuits 
and  devising  apparatus  to  improve 
their  speed;  technical  man  with  4 
or  5  years'  experience 2,400  to     3,600 

Materials  Engineer — ■ 
Handles  testing  of  materials  and 
preparation   of   specification    for 
their  manufacture.  Technical  man 
with  4  or  5  years  experience 2,400  to      3,600 

Inductive  Interference  Engineer — 
Handles  testing  and  development 
work  in  connection  with  preven- 
tion of  inductive  interference. 
Technical  graduate  with  8  or 
more  years'  experience 3,000  to      4,000 

Electrolysis  Engineer — 
Handles  testing  and  development 
work  in  connection  with  pre- 
vention of  Electrolysis.  Tech- 
nical graduate  with  5  years'  ex- 
perience      2,400  to      3,600 

Apparatus  Engineer — 
Executive  position,  charge  of  the  de- 
velopment of  telegraph  apparatus, 
preferably  a  technical  man  with 
10  years'  or  more  experience 5,400  to      6,600 

Assistant — 
Develops  and  prepares  specifications 
for  printing  telegraph  apparatus. 
Technical  man  with  5  to  8  years' 
experience 2,700  to      4,000 

Assistant  (b) — 
Develops  and  prepares  specifications 
covering   time    service   and    call 
circuit  apparatus.    Technical  man 
with  5  years'  experience 1,800  to      2,400) 

Assistant  (c) — 
Develops  and  prepares  specifications 
covering  Morse  apparatus.    Tech- 
nical man  with  7  years'  experience    2,400  to     3,60 


JOURNAL  OF  THE  ENGINEERING  INSTITUTE  OF  CANADA 


519 


General  Equipment  Engineer — 
Responsible  for  all  engineering  work 
in  connection  with  the  installation 
and  maintenance  of  equipment  in 
the  telegraph  offices.  A  Technical 
graduate  with  10  years'  or  more 
experience 

Equipment  Specifications  Engineer — 
Prepares  general  plant  equipment 
specifications.         Technical  man 
with  4  or  5  years'  experience 

Building  Engineer — 
Responsible  for  the  design  and  con- 
struction of  buildings;  technical 
man  with  10  years'  experience.  . . 

Power  Plant  Engineer — 
Responsible  for  the  development  of 
power  apparatus.    Technical  man 
with  8  years'  experience 

Equipment  Estimate  Engineer — 

Responsible    for    the    checking    of 

equipment  estimates.    Preferably 

a   technical   man   with  5   years' 

experience 

General  Supervisor  of  Lines — ■ 
Executive  position,  general  supervi- 
sion over  the  construction  of  the 
outside  plant.  Preferably  a 
technical  man  with  15  years  of 
telegraph  construction  and  engin- 
eering experience 

Estimate  Engineer — 
Responsible  for  the  checking  of  all 
estimates  covering  construction  of 
the  outside  plant.  Preferably  a 
technical  man  with  10  years' 
experience 

Construction  Methods  Engineer — 
Engaged  in  the  development  and 
promulgation  of  efficient  con- 
struction methods.  Preferably  a 
technical  man  with  10  years' 
experience 

Valuation  Engineer — 
Executive  position.     Entire  charge 
of  the  valuation  of  the  plant;  pre- 
ferably   a    technical    man    with 
15  years'  experience 

Assistant  Valuation  Engineer — 
Duties  similar  to  those  of  Valuation 
Engineer 

Div.  Plant  Supt. — 
An  executive  position.  Entirely 
responsible  for  the  construction 
and  maintenance  of  plant  in  an 
area  having  40,000  miles  of  line  or 
300,000  miles  of  line  wire.  Pre- 
ferably a  technical  man  with 
15  years'  experience 


6,000  to      7.000 


2,400  to      3,600 


4,000  to      5,000 


3,600  to      4,800 


2,400  to      3,600 


7,000  to      8,000 


4,800  to      5,500 


3,000  to      3,600 


6,000  to 
4,800  to 


7,000 
6,000 


6,000  to      8,000 


Division  Engineer — 
Responsible  for  all  plant  engineer- 
ing in  a  division  such  a  described 
above.  A  technical  graduate  with 
10  years'  experience 5,000  to      6,000 

Div.  Construction  Engr. — 
In  charge  of  engineering  in  connec- 
tion with  the  outside  plant.    A 
technical  graduate  with  10  years' 
experience 4,200  to      5,000 

Asst.  Div.  Construction  Engineer — 
Assistant  to  Division  Construction 
Engineer,    a    technical    graduate 
with  8  years'  experience 3,300  to      4,000 

Estimating  Engineers — 
Responsible  for  plans,  specifications 
and  estimates  for  outside  con- 
struction work.  Preferably  a 
technical  man  with  5  years' 
experience 2,000  to      3,000 

Division  Electrolysis  Engineer — 
Responsible  for  the  prevention  of 
electrolysis    in    the    division.    A 
technical  graduate  with  5  years' 
experience 2,000  to     3,000 

Division  Elec.  Engineer — 

Responsible  for  the  prevention  of 
inductive  interference  on  pole  lines 
and  in  cables.  Technical  graduate 
with  8  years'  experience 3,300  to      4,200 

Division  Equipment  Engineer — 
In  charge  of  all  engineering  and 
installation  work  in  connection 
with  the  inside  plant  in  a  division. 
A  technical  graduate  with  10 
years'  experience 4,200  to      5,000 

Asst.  Div.  Equipment  Engineer — 

Principal  assistant  to  division 
Equipment  Engineer.  A  technical 
graduate  with  8  years'  experience    3,300  to      4,000 

Division  Power  Plant  Engineer — 
Responsible  for  the  layout  out,  ins- 
talling and  maintaining  of  power 
plants,  a  technical  graduate  with 
6  years'  experience 3,000  to      3,600 

District  Equipment  Engineer — ■ 

In  charge  of  installation  and  mainte- 
nance of  inside  equipment  in  a  city 
of  1,000,000  to  2,000,000  popula- 
tion or  in  an  area  having 
10,000  miles  of  line.  Technical 
man  with  5 years'  experience. . . .     2,700  to      3,300 

Equipment  Layout  Engineers — 
Engaged  in  preparing  layouts  speci- 
fications and  estimates  for  the 
installation  of  inside  equipment. 
Technical  man  with  3  years' 
experience 2,000  to      2,600 

Equipment  Inspectors — 
Inspect  offices  and  equipment  and 
assist   the   equipment   engineers. 
Preferably  technical  men 1,500  to      1,900 


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Division  Yah  Engineer — ■ 

In  charge  of  the  valuation  work  in 
connection  with  both  the  inside 
and  outside  plant  in  a  division. 
A  technical  man  with  10  years' 
experience 

Division  Supervisor  of  Lines — 
Executive  position.  General  Supervi- 
sion over  the  construction  and 
maintenance  of  the  outside  plant 
in  a  division.  Preferably  a  tech- 
nical man  with  15  years' 
experience 

Assistant — 

Supervision  of  outside  construction. 
Preferably  a  technical  man  with 
6  years'  experience 

General  Superintendent  of  Traffic — 
Executive   position.      Has  entire 
charge  of  the  operation  of  circuits. 
Preferably   a   technical   graduate 
with  15  years'  experience 

Layout  Engineer — 
Has  entire  charge  of  the  assignments 
of  circuits.    A  technical  man  with 
12  years'  experience 

Assistant — 
Assists      [the      layout      engineer. 
Preferably  a  technical  man  with 

6  years'  experience 

A  utomatic  Engineer — 
Charge    of    operation    of    Printing 
Telegraph    circuits    over    entire 
system.     A   technical  man  with 

12  years'  experience 

Assistant — 
Assists    the    Automatic    Engineer. 
Preferably  a  technical  man  with 

6  years'  experience 

Efficiency  Engineer — 
Develops  the  routing  of  circuits  to 
five  maximum  speed  of  transmis- 
sion.    Technical    man    with     12 

years'  experience 

Division  Traffic  Supt. — 

Executive  position.     Entire  charge 

of  the  operation  of  circuits  in  the 

division.     Preferably  a  technical 

man  with  15  years'  experience . . 

Div.  Layout  Engineer — 

Charge  of  circuit  assignments  in  a 

division.     Technical  man  with  10 

years'  experience 

Division  Automatic  Engineer — ■ 

Charge    of    operation    of    Printing 

Telegraph  circuit    in  a  division. 

Technical    man    with    10   years' 

experience 


3,600  to      4,200 


4,800  to      5,500 


2,400  to      3,300 


14,000  to    18,000 


5,000  to      6,000 


2,400  to      3,600 


5,000  to      6,000 


2,400  to      3,600 


5,000  to      6,000 


6,000  to      8,000 


4,000  to      4,800 


4,000  to      4,800 


South  Shore  Town  Planning 

The  South  Shore,  as  generally  understood,  comprises  the 
municipalities  of  Longueuil,  Montreal  South,  St.  Lambert 
and  Greenfield  Park,  lying  along  the  south-east  shore  of 
the  River  St.  Lawrence,  opposite  the  city  of  Montreal. 

Last  year  the  South  Shore  Board  of  Trade,  whose 
membership  is  drawn  from  the  above  •  municipalities, 
appointed  a  committee  of  six  members  under  the  leadership 
of  Wayland  Williams,  Esq.,  to  study  a  Town  Planning 
Scheme  for  the  South  Shore.  This  Board  of  Trade  Com- 
mittee has  now  been  succeeded  by  a  committee  composed 
of  D.  F.  Kyle,  Alex.  Thurber,  Omer  Lecuyer,  Edmond 
Hardy,  J.  E.  Campbell,  E.  P.  Gordon,  S.  J.  Milligan,  E. 
Backhoven,  J.  W.  Oaklev,  E.  Drinkwater,  Jas.  Ewing, 
M.E.I.C,  W.  J.  Carmichael,  A.  Vincent,  A.M.E.I.C, 
R.  deL  French,  M.E.I.C,  and  two  aldermen  from  each 
municipality,  under  the  title  of  The  South  Shore  Joint 
Town  Planning  Board.  This  is  the  first  time  in  Canada 
that  adjacent  municipalities  have  combined  in  this  way 
to  secure  co-ordination  of  their  efforts  along  reasonable 
and  economical  lines  for  the  improvement  and  beautifica- 
tion  of  the  town  and  the  well-being  of  the  residents. 

The  South  Shore  at  present  is  a  jumble  of  sub-divisions 
each  laid  out  by  some  land  speculator  whose  only  interest 
was  to  dispose  of  the  property  at  a  good  profit.  To 
remedy  this  evil  the  firm  of  Ewing,  Lovelace  and  Tremblay, 
Consulting  Engineers,  has  been  appointed  by  the  Board 
to  prepare  a  plan  of  the  South  Shore,  showing,  among 
other  things,  the  physical  features,  both  natural  and 
artificial,  and  the  public  and  semi-public  buildings.  It  is 
expected  that  this  plan  will  be  ready  about  October  1st 
when  the  Board  will  proceed  to  lay  out  a  scheme  of  high- 
ways; industrial,  business  and  residential  areas;  parks;  sites 
for  future  buildings;  railways  and  harbor  facilities;  etc. 
This  town  plan  will  then  be  submitted  to  the  citizens  for 
their  discussion  and  criticism  and,  if  approved,  an  Act 
will  be  introduced  in  the  Provincial  Assembly  providing 
for  the  ratification  of  the  plan,  and  for  the  necessary 
authority  to  put  into  effect  the  improvements  shown 
thereon.  The  cost  of  the  preparation  of  the  plan  is  being 
defrayed  by  the  municipalities  concerned. 

Messrs.  Ewing,  Lovelace  and  Tremblay  are  all 
corporate  members  of  The  Engineering  Institute  of  Canada 
and  the  South  Shore  Joint  Town  Planning  Board  may 
rest  assured  that  the  plan  submitted  will  be  based  on  the 
best  engineering  practice. 


British  Trade  Fairs 

These  fairs,  representative  of  the  various  branches 
of  British  industries,  will  be  held  concurrently  in  London, 
Birmingham  and  Glasgow  early  next  year  according  to 
information  received  from  G.  S.  Milne,  the  Senior  British 
Trade  Commissioner  of  Canada  &  Newfoundland.  The 
London  fair  will  be  organized  by  The  Imperial  Board  of 
Trade,  and  the  fairs  at  Birmingham  and  Glasgow  by  the 
municipal  corporations  and  Chambers  of  Commerce  of 
these  cities,  but  under  the  auspices  of  the  Board  of  Trade. 
Full  particulars  may  be  obtained  at  the  office  of  the  Senior 
Trade  Commissioner,  367  Beaver  Hall  Square,  Montreal, 
and  applications  by  Canadian  manufacturers  for  space  will 
be  received  by  the  Senior  Commissioner  up  till  the  31st  of 
August  next. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


521 


CORRESPONDENCE 


Legislation 


Editor,  Journal: 


Regarding  the  objections  to  the  proposed  Legislation 
now  developing  on  the  part  of  Students  and  Juniors  certain 
comments  are  pertinent. 

As  I  interpret  clause  7  (i)  of  the  proposed  bill,  such 
a  situation  as  outlined,  of  employers  of  engineers  filling 
positions  with  unskilled  instead  of  skilled  employees,  would 
be  quite  impossible  under  a  live  administration  of  the 
Act;  it  would  also  be  improbable  as  such  a  proceeding  is 
uneconomical.  There  are,  however,  certain  duties  to  be 
performed  in  the  practice  of  engineering  which  do  not  of 
necessity  call  for  much  skill  on  the  part  of  the  person 
performing  them  and  to  do  which  any  intelligent  person 
may  be  trained  in  a  very  short  while.  I  refer  to  such 
duties  as  holding  the  chain,  tape,  picket  or  rod  in  field  work 
or  even  reading  a  level  under  certain  conditions,  also  in 
office  work  doing  such  duties  as  tracing,  minor  draughting, 
blueprinting,  etc.  Under  the  proposed  bill  there  is  nothing 
to  prevent  the  employment  of  any  kind  of  person  on  this 
work  or  any  kind  of  a  person  doing  it  and  I  am  personnally 
quite  unable  to  conceive  of  any  type  of  legislation  which 
would  prevent  it.  There  is  no  existing  precedent  in  any 
other  profession  for  such  restrictions.  Any  person  can 
act  as  a  clerk  to  a  lawyer  and  thereby  do  everything  which 
the  lawyer  does  except  appear  in  court  as  a  lawyer.  Any 
person  can  assist  a  doctor  in  his  work  as  long  as  the  doctor 
is  present  and  directs  the  performance  of  the  work, 
except  possibly  in  acts  of  surgery,  and  so  on  in  the  other 
professions  of  dentistry,  pharmacy,  etc. 

The  fact  of  a  young  law  or  medical  student  being  able 
to  obtain  legal  recognition  immediately  he  has  completed 
his  course  of  studies  and  passed  his  examinations  should 
not  be  used  as  an  analogy  for  the  engineering  profession  as 
the  conditions  of  training  are  not  similar.  In  the  other 
professions  theoretical  training  can  be  combined  with  sound 
practical  experience  in  the  confined  limits  of  an  office  or 
hospital  and  university,  but  with  engineering  the  necessary 
practical  experience  can  only  come  after  the  university 
training  except  in  very  exceptional  cases  and  it  was  for 
that  reason  that  the  bill  proposed  to  make  a  period  of  two 
years  experience  necessary  in  addition  to  university 
training.  Even  at  that,  a  young  engineer  may  become 
qualified  at  the  age  of  23  if  he  starts  his  experience  early 
enough  by  starting  in  at  college  at  seventeen.  The  junior 
engineer  will  not  find  himself  greatly  handicapped  as 
against  the  other  professions  if  he  has  the  ability  to  con- 
form to  the  requirements  of  the  act. 

The  students  and  juniors  of  the  profession  should  be 
advised  to  rely  upon  their  ability  to  perform  their  work 
more  efficiently  than  untrained  persons,  to  obtain  employ- 
ment for  them  in  the  lower  stages  of  the  profession  rather 
than  seek  protection  by  legislation,  which  no  other  pro- 
fession enjoys.  The  greatest  help  towards  the  encourage- 
ment of  engineering  students  and  juniors  will  be  a  cam- 


paign of  education  among  the  public  at  large  in  regard  to 
the  improved  status  of  the  engineering  profession  as  a 
whole. 

Yours  truly, 

C.  C.  KlRBY, 

A.M.E.I.C. 


Editor,  Journal: 

After  reading  the  proposed  Act  respecting  the 
Engineering  Profession  in  the  May  issue  of  The  Journal, 
and  the  views  of  prominent  members  of  The  Institute, 
in  the  June  issue;  it  is  very  evident  to  me  that  the  usefulness 
of  The  Institute  will  be  seriously  impaired  if  not  entirely 
destroyed  if  the  Act  as  it  stands  at  present,  is  made  law  in 
the  different  Provinces. 

I,  therefore,  venture  to  suggest  that  instead  of  pres- 
sing forward  the  proposed  Provincial  legislation  that  our 
legal  advisors  should  be  instructed  to  modify  it  so  as  to 
include  present  Provincial  members  of  The  Institute  as 
ipso  facto  members  of  the  proposed  organization,  and 
members  of  any  other  recognized  engineering  societies, 
potential  members. 

We  now  have  Provincial  Divisions  of  The  Institute. 
Why  not  make  those  Divisions  the  new  bodies  to  be  incor- 
porated and  afterwards  consolidated  under  the  present 
Institute  ? 

The  annual  fees  and  methods  of  administration  could 
remain  the  same  as  at  present.  It  may  be  necessary  to 
have  a  registration  fee,  but  annual  fees  should  not  be 
paid  to  two  different  associations,  as  it  would  inevitably 
result  in  joining  the  one  with  lesser  fees  to  the  detriment 
of  the  other. 

Yours  truly, 

Duncan  MacPherson, 
M.E.I.C. 

Belgian  Railway  Electrification 

A  commission  composed  of  several  Belgian  business 
men,  engineers  and  heads  of  the  Railway  Department, 
with  the  engineers  of  the  French  State  Railways  and  of 
the  Midi  Railway  and  Mr.  Philip  Dawson,  was  appointed 
in  1916  by  M.  Seghers,  then  the  Minister  of  Railways,  to 
investigate  the  advisability  of  electrifying  the  Belgian 
State  Railways;  and  after  several  sittings  had  been  held 
in  Paris  an  interim  report  was  issued  advocating  the 
electrification  of  a  considerable  portion  of  the  lines. 

When  the  Belgian  Government  was  re-instated  in  its 
capital  a  new  commission  was  appointed,  with  Baron 
Ancim  as  president  and  M.  Mazin  of  the  French  State 
Railways,  and  Mr.  Philip  Dawson,  as  vice-presidents, 
to  go  over  the  work  of  the  previous  commission  and 
to  investigate  not  only  the  electrification  of  the  rail- 
ways, but  also  the  problem  of  unifying  the  supply  of 
electricity  for  all  purposes  all  over  the  country.  This 
commission  has  recommended  the  immediate  preparation 
of  a  scheme  for  the  electrification  of  the  Brussels-Antwerp 
line  and  of  the  railways  in  the  immediate  neighborhood  of 
Brussels,  and  its  next  task  is  to  inquire  into  the  question  of 
co-ordinating  existing  electric  supply  undertakings  and 
the   erection   of   new   super-power    stations.  —  The  Times 

Engineering  Supplement. 


522 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Report  of  Council  Meetings 


The  adjourned  meeting  of  the  Council  was  held  at  the 
headquarters  of  The  Institute  on  Tuesday,  June  3rd,  at 
8.15  P.M.,  when  the  following  subjects  were  considered: — 

Scientific  and  Industrial  Research:  A  letter  giving  the 
opinion  of  Council,  favouring  the  encouragement  of 
research  by  the  Dominion  Government,  prepared  by 
Julian  C.  Smith  and  Professor  Ernest  Brown,  in  accordance 
with  a  request  of  the  last  meeting  of  Council,  was  approved, 
with  slight  changes.  The  Secretary  was  directed  to 
forward  the  letter  to  Ottawa. 

Revision  of  By-laws — Form  "E":  The  Secretary 
submitted  a  draft  of  Form  "E"  as  required  by  the  revision 
of  the  by-laws,  which  was  approved.  The  Secretary  was 
instructed  to  send  out  an  additional  card  and  letter  to  all 
who  had  not  subscribed  to  The  Journal. 

Civil  Service  Salaries:  Communications  from  the 
Committee  of  the  Ottawa  Branch  were  read,  outlining  the 
situation  and  urging  the  attendance  of  a  delegation  from 
The  Institute  when  the  Bill  should  go  forward.  In 
response  to  this,  Col.  Leonard  came  to  Montreal  by  way  of 
Ottawa,  spending  a  day  in  the  interests  of  engineers  in 
the  Civil  Service.  He  reported  that  the  Bill  was  now 
being  printed,  but,  inasmuch  as  the  budget  was  being 
presented,  the  Bill  would  not  likely  come  up  for  a  week  or 
more. 

Dedication  of  Pittsburg  Experiment  Station:  An  invi- 
tation from  the  Bureau  of  Mines,  Department  of  the 
Interior,  to  attend  the  dedication  of  the  Pittsburg 
Experiment  Station  of  the  Bureau  of  Mines,  was  presented. 
The  Secretary  was  instructed  to  ask  members  in  Pittsburg 
to  attend,  as  representatives  of  The  Institute. 

James  Watt  Centenary:  An  invitation  to  the  President 
of  The  Engineering  Institute  to  attend  the  James  Watt 
Centenary,  at  Birmingham,  was  presented.  President 
Leonard  agreed  to  arrange  to  have  one  of  our  members 
residing  in  Great  Britain  attend. 

Committee  on  Deterioration  of  Concrete  in  Alkali 
Soils:  The  appointment  of  C.  G.  MacKenzie  to  the 
Committee  of  The  Institute  investigating  the  deterioration 
of  concrete  in  alkali  soils  was  approved  and  note  was  made 
that  the  University  of  Saskatchewan  had  set  aside  one 
thousand  ($1,000)  dollars  for  this  investigation. 

Western  Professional  Meeting:  A  tentative  programme 
for  the  Western  Professional  Meeting,  submitted  by  the 
Secretary  of  the  Edmonton  Branch,  was  approved. 

Maritime  Professional  Meeting:  The  suggestion  of 
the  St.  John  and  Halifax  Branches  to  hold  the  general 
professional  meeting  in  St.  John,  on  September  10th, 
11th  and  12th  was  approved.  Note  was  made  that  both 
branches  have  committees  investigating  the  subject  of 
concrete  in  local  sea  water. 

Bureau  of  Education,  Washington:  An  invitation 
from  the  Chairman  of  the  Conference  Committee  on 
Commercial  Engineering  to  a  conference  on  commercial 
engineering,  to  be  held  in  the  New  Willard  Hotel,  Washing- 
ton, was  presented.  The  Secretary  was  instructed  to 
write  Eugene  Stern,  M.E.I. C,  of  New  York,  and  after 
receiving  suggestions,  to  forward  them  to  the  Chairman 
of  the  Conference. 

Royal  Commission  on  Industrial  Relations:  A  letter 
was  presented  from  the  Secretary  of  the  Halifax  Branch 


suggesting  that  the  Council  arrange  that  engineers  be 
represented  before  the  Royal  Commission  on  Industrial 
Relations.    No  action  was  taken. 

Bureau  of  Municipal  Research,  New  York:  Note  was 
made  that  R.  A.  Ross,  M.E.I.C.,  had  been  appointed  a 
member  of  an  advisory  committee  of  the  Bureau  of  Muni- 
cipal Research,  New  York. 

Canadian  Engineering  Standards  Assoc 'n:  A  suggested 
letter  to  be  sent  out  to  the  corporate  and  junior  members 
of  The  Institute,  on  behalf  of  the  Canadian  Engineering 
Standards  Association,  was  approved  and  the  Secretary 
authorized  to  have  the  same  sent  out  as  arranged  between 
himself  and  the  Secretary  of  the  Standards  Association. 

The  late  Ernest  Marceau:  In  recording  the  death  of 
Mr.  Ernest  Marceau,  it  was  resolved  to  place  on  record  the 
loss  sustained  by  The  Institute  in  the  death  of  Mr.  Marceau 
who  had  occupied  so  prominent  a  place  in  the  engineering 
profession  of  Canada  and  in  the  activities  of  The  Institute. 
The  Secretary's  action  in  forwarding  a  wreath  in  the 
name  of  the  President  and  the  Council,  was  approved. 
It  was  resolved  that  a  letter  of  sympathy  be  forwarded  to 
Mr.  Marceau's  family. 

Legislation — form  of  ballot:  The  Pro  and  Con  circular 
submitted  by  the  committee  of  Council  was  approved  and 
the  Secretary  instructed  to  send  it,  together  with  the 
letter  of  the  committee  and  a  ballot  asking  the  question 
"Are  you  in  favour  of  legislation  along  the  lines  proposed  in 
the  act  published  in  the  May  issue  of  The  Journal,  as 
prepared  by  the  special  committee  of  The  Institute  ?". 

Summer  Meetings  of  Council:  Owing  to  the  Secretary's 
proposed  absence  it  was  decided  that  no  regular  meeting 
of  the  Council  be  held  in  June  and  until  his  return,  except 
for  the  purposes  of  opening  the  ballot. 

Finances:  The  financial  situation  was  discussed. 
The  Secretary  presented  a  statement  showing  the  collec- 
tions and  overhead  expenses,  which  indicated  that  addi- 
tional revenue  would  be  required  to  finance  The  Institute 
during  the  current  year,  unless  a  greater  proportion  of 
arrears  of  dues  are  paid.  It  was  decided  that  the  Finance 
Committee  be  authorized  to  make  arrangements,  if 
necessary,  and  the  Secretary  was  instructed  to  prepare  a 
letter  to  be  sent  out  to  all  delinquents. 

Miscellaneous:  Note  was  made  of  considerable  corres- 
pondence dealing  with  miscellaneous  matters. 

Ballot:  A  ballot  was,  canvassed  and  the  following 
declared  elected: — 

Members. 

Robert  Archer  Baldwin,  of  Toronto,  Ont.,  asst.  engr., 
C.N.R.,  Richard  Lafontaine  Haycock,  of  Ottawa,  Ont., 
B.Sc.  (M.E.),  McGill  Univ.,  General  Supply  Company, 
William  Robert  Carnac  Morris  (M.I.C.E.),  of  Vernon, 
B.C.,  since  1915  on  munition  inspection,  Imperial  Min. 
of  Munitions,  Montreal,  Herbert  Phillips,  of  St.  John, 
N.B.,  div.  engr.,  St.  John  &  Que.  Ry.,  William  Nelson 
Smith,  M.E.,  Cornell  Univ.,  of  Winnipeg,  Man.,  consulting 
elec.  engr.,  Winnipeg  Elec.  Ry.,  James  W.  Tyrell,  of 
Hamilton,  Ont.,  general  engineering  work. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


523 


Associate  Members. 

Harold  Ernest  Radclyffe  Barnes,  A.M.I.M.E.,  of 
Dartmouth,  N.S.,  civilian  foreman,  i/c  of  gen.  constr. 
works,  M.  D.  Dept.,  Royal  Engrs.,  3rd  Div.  Officer, 
M.D.  6,  Halifax,  N.S.,  George  Claxton,  of  Shawinigan 
Falls,  Que.,  i/c  of  constr.  and  designing,  Belgo  Pulp  & 
Paper  Co.,  Allan  David  Watt  Cuthbert,  of  New  Glasgow, 
N.S.,  sr.  transitman,  Can.  Nat.  Rys.,  James  McNaughton 
Davidson,  of  Winnipeg,  Man.,  res.  engr.,  Can.  Nat.  Rys., 
Cecil  Earle  Joslyn,  B.Sc,  Queen's  Univ.,  of  Ottawa,  Ont., 
inspector  of  shell  components,  Im.  Min.  of  Munitions, 
Thomas  Kearney,  B.Sc,  B.E.,  asst.  engr.,  Can.  Nat. 
Rys.,  Thomas  Haider  Kirby,  B.Sc.  (C.E.),  McGill  Univ., 
of  Winnipeg,  Man.,  asst.  engr.,  Greater  Winnipeg  Water 
District,  David  Kyle,  M.E.,  of  Sault  Ste.  Marie,  Ont., 
Vice-Pres.,  i/c  of  operations,  Algoma  Steel  Corp., 
Joseph  Honore  Landry,  B.A.,  B.Sc.  (C.E.),  Laval  Univ., 
of  Montreal,  sr.  asst.  engr.,  P.W.D.,  Sidney  Guy 
MacDermot,  B.Sc,  McGill  Univ.,  of  Montreal,  supt. 
i/c  mechanical  and  electrical  depts.,  Canadian 
Johns  Manville  Co.  (Montreal  Branch);  Peter  James 
MacDonald,  of  Swift  Current,  Sask.,  member  of  firm, 
Martyn  and  MacDonald,  consulting  engineers,  Thomas 
Douglas  Mylrea,  B.Sc.  (C.E.),  Univ.  of  111.,  ch.  engr., 
Trussed  Concrete  Steel  Co.,  Toronto,  Frederick  Thomas 
Nichol,  B.A.Sc,  of  Toronto,  Ont.,  engr.,  Archibald  & 
Holmes,  Ltd.,  John  Henry  Porter,  of  Hamilton,  Ont., 
designing  engr.  and  estimator,  Hamilton  Bridge  Works 
Co.;  Hugh  Goffen  Randlesome,  of  Vancouver,  B.C., 
Lieutenant  Canadian  Engineers,  prior  to  enlistment,  in 
charge  of  party,  Government  Water  Rights,  Sydney 
Frank  Ricketts,  E.E.,  of  Winnipeg,  Man.,  apparatus 
sales  engineer  and  asst.  manager,  Canadian  General 
Electric,  Winnipeg  District,  Ernest  LeRoy  Tait,  of  New 
Westminster,  B.C.,  acting  engineer  of  construction  and 
way,  B.C.  Electric  Ry.,  Leonard  Thomas  Venney,  B.A.Sc, 
Univ.  of  Tor.,  D.L.S.,  of  Windsor,  Ont.,  Canadian  Steel 
Corp.,  Ojibway,  Ont,  James  Howard  Wheatley,  B.Sc. 
(M.E.),  McGill  Univ.,  of  Westmount,  Que.,  2  years 
(1916-18),  with  British  Munitions  Co.,  Verdun,  Que.,  at 
present  unemployed. 

Juniors. 

Charles  Sydney  Creighton,  B.Sc,  (C.E.)  Transitman 
for  R.  W.  McKenzie,  Crown  Land  Surveyor.  Atlee  James, 
Transitman,  C.  P.  R.,  Location  Party,  Wymark,  Sask. 
Harry  W.  Patterson,  engaged  by  Owen  McKay  at 
Walkerville,  Ford  and  Sandwich  in  various  capacities. 

Transferred  from  Associate  Member  to  Member. 

John  Davidson  Craig,  B.A.,  B.Sc,  D.L.S.,  Engr.  with 
Internat.  Boundary  Comm.,  Ottawa,  Ont.,  Ross  Leonard 
Dobbin,  B.A.Sc,  in  full  charge  of  water  supply  and  design, 
Peterboro  Utilities  Comm.,  Peterboro,  Ont.  William 
Flockhart  Drysdale,  B.Sc,  Special  Engr.,  Representative 
in  Europe,  American  Loco  Sales  Corp.,  Paris,  France. 
Ernest  Vivian  Moore,  B.Sc,  Consl.  Engr.,  Peat  Committee 
of  the  Ont.  and  Dom.  Govts.,  Montreal.  Emil  Andrew 
Wallberg,  C.E.,  Engr.,  designer  and  owner  of  Hydro 
Electric  Plants,  Toronto,  Ont. 

Transferred  from  Junior  to  Associate  Member. 

William  Dalziel,  B.Sc,  Mechanical  Supt.,  Caron 
Bros.,  Longue  Pointe.  Lawrence  James  Devereux,  Res. 


Engr.,  i/c  Constn.  and  Maintenance  at  different  western 
points,  Edson,  Alta.,  Donald  Francis  Mclsaac,  B.A.Sc, 
Engineer,  Dominion  Iron  &  Steel  Co.,  Sydney,  N.S. 
Walter  Corning  McLaren,  res.  engr.,  C.N.R.  &H.  &S.F. 
Railway,  Toronto,  Ont.  John  Evans  Milne,  Municipal 
engineer,  Corp.  of  Burnaby,  Edmonds,  B.C.  Stuart 
Erskine  Oliver,  B.Sc.  (C.E.),  res.  engr.  Quebec  & 
Saguenay  Ry.,  Quebec.  John  Strachan,  Jr.,  Hudson  Bay 
Junction,  Sask.  Stanley  Roy  Turner,  B.Sc,  engineer, 
William  Hamilton  Co.,  Peterborough,  Ont. 

Transferred  from  Student  to  Associate  Member. 

Louis  Joseph  Gustave  Boisseau,  B.A.Sc,  Supvr.  of 
Constn.,  of  Lake  Burle  Storage  Dam,  Montreal.  Geo. 
Oliver  Thorne,  B.Sc,  (C.E.),  Saskatoon,  Sask.,  awaiting 
discharge. 

Transferred  from  Student  to  Junior. 

Chas.  Albert  Boulton,  B.Sc,  Murphy  &  Underwood, 
Consulting  Engrs.,  Saskatoon.  William  James  LeClair, 
Ottawa,  Ont.  Harry  Elsmere  McCrudden,  B.Sc,  Assistant 
Director  Representative,  Soldiers'  Civil  Re-Establish- 
ment, Montreal.  Edwin  Harry  Scott,  B.A.Sc,  Canadian 
National  Railways,  Toronto,  Ont.  Jack  Northmore 
Williams,  B.A.Sc ,  Foundation  Company,  Limited, 
Montreal. 


A  second  adjourned  meeting  of  the  Council  was  held 
at  the  headquarters  of  The  Institute,  on  Monday,  June  9th. 

A.S.M.E.  Summer  Meeting:  Owing  to  the  inability 
of  General  Bertram  to  attend  the  summer  meeting  of  the 
American  Society  of  Mechanical  Engineers  to  be  held  in 
Detroit,  June  16th- 19th,  in  response  to  an  invitation  from 
President  Cooley,  it  was  decided  that  the  Chairman  of  the 
Border  Cities  Branch  be  asked  to  represent  The  Institute, 
together  with  the  Secretary,  who  had  planned  to  go  west 
via  Detroit  and  St.  Paul. 

Classifications:  Classifications  were  made  for  a  ballot 
returnable  in  July. 


In  accordance  with  the  ruling  of  the  last  meeting  of 
Council  that  no  regular  meeting  be  held  in  the  month  of 
June,  owing  to  the  Secretary's  absence,  except  for  the 
purpose  of  opening  the  ballot  for  the  election  of  members, ' 
the  local  Members  of  Council  met  at  headquarters  on 
Tuesday,  June  24th  at  5  o'clock.  The  ballot  was  can- 
vassed and  the  following  declared  elected: — 

Members. 

Watson  Lanley  Bishop,  of  Dartmouth,  N.S.,  District 
Engineer  of  Highways,  Province  of  Nova  Scotia;  Thomas 
Fawcett,  D.L.S.,  D.T.S.,  O.L.S.,  of  Ottawa,  Ont.,  engineer 
in  charge  of  Boundary  Commission. 

Associate  Members. 

Charles  Louis  Arcand,  of  Three  Rivers,  Que.,  assistant 
to  District  Engineer,  Department  of  Public  Works; 
James  G.  Campbell,  of  Windsor  Ont.,  structural  engineer, 
Canadian  Steel  Corpn.,  Ojibway;  Donald  John  Fraser, 
B.A.    (Queen's   Univ.),    D.L.S.,   of  Ottawa,   Ont.,   with 


524 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


Geodetic  Survey  of  Canada;  John  William  Macleod,  B.A., 
M.A.  (St.  Francois  Xavier  Univ.),  B.Sc.  (McGill  Univ.), 
Director  and  Secretary,  Greenwood  Coal  Co.;  Ralph 
Clinton  Purser,  B.A.Sc.  (Univ.  of  Toronto),  of  Ottawa, 
Ont.,  chief  on  Dominion  Land  Surveying  field  work; 
Edward  Green  Richards,  of  Edmonton,  Alta.,  since  1917 
with  Canadian  Railway  Troops,  France,  2nd  in  command 
of  "A"  Co.;  William  John  Shaw,  Jr.,  of  St.  Thomas, 
Ont.,  Divisional  Engineer,  Michigan  Central  Rly. ;  Phillip 
Sherrin,  of  Ottawa,  Ont.,  Supt.  Engr.,  Dept.  of  Nat.  Re- 
sources, Intelligence  Branch;  Barry  Wilson,  of  St.  John, 
N.B.,  city  electrician.     - 

Associate. 
Gerald  Moffat  Christie,  D.L.S.,  B.C.L.S.,  of  Kam- 
loops,  B.C.,  since  1914,  engaged  in  making  surveys  of  right- 
of-way  for  C.N.R.,  through  B.C. 

Juniors. 
Herbert  James  Freeman,  Lieut.,  of  Halifax,  N.S., 
on  active  service  since  1914.  At  present  instructor  in 
England;  Percy  W.  Freeman,  of  Halifax,  N.S.,  enlisted  in 
1914,  gazetted  Captain  in  March,  1918,  awaiting  demobili- 
zation; John  Bevan  Walcot,  of  Montreal,  with  Can.  Engrs., 
C.E.F.,  during  1918,  since  Jan.  1919,  with  Walter  J. 
Francis  &  Co. 

For  Transfer  from  the  Class  of  Associate  Member  to 
Member. 

Thomas  Richardson  Loudon,  B.A.Sc.  (Univ.  of 
Toronto),  of  Victoria,  B.C.,  since  May,  1916,  Major  with 
C.E.F.,  2nd  in  Command,  1st  Batt.,  Ry.  Troops,  at 
present,  C.R.C.E.,  Mil.  Dist.  No.  11;  George  Albert 
McCubbin,  O.L.S.,  of  Chatham,  Ont.,  municipal  engr., 
for  Lambton  County;  Lesslie  R.  Thomson,  B.A.Sc.  (Univ. 
of  Toronto),  of  Montreal,  Que.,  Secretary,  Lignite 
Utilization  Board  of  Canada;  Harvey  Thorne,  B.A. 
(Dalhousie  Univ.),  B.A.Sc.  (McGill  Univ.),  on  engineering 
staff  of  Canadian  Steel  Corpn.,  Ojibway,  Ont. 

For  Transfer  from  the  Class  of  Junior  to  Associate 
Member. 

Joseph  Marie  Hector  Cimon,  B.A.Sc.  (Laval  Univ.), 
of  Quebec,  Que.,  engineer  for  Price  Bros.  &  Co.;  Robert 
D.  Innes,  of  Woodman's  Point,  N.B.,  supt.,  N.S.  Construc- 
tion Co.,  Halifax.         

SPECIAL  NOTICE 
Civil  Service 

The  Ottawa  Branch  has  sent  the  following  notice  to 
the  Branch  Membership : — 

Members  of  The  Institute  who  are  affected  by  the 
new  classification  of  the  Civil  Service  are  asked  to  note 
the  information  given  to  the  Press  as  follows:  That  all 
suggestions  or  objections  in  reference  to  the  classification 
should  be  made  in  writing  to  the  Civil  Service  Commission 
through  the  Head  of  the  Branch  or  Deputy  Minister  of 
the  Department. 

Particulars  of  any  evident  omissions  or  inconsistan- 
cies  in  the  classification  as  they  affect  engineers  should 
also  be  sent  to  the  Secretary  of  the  Ottawa  Branch  for 
transmission  to  the  Committee  of  Council  which  has  been 
in  touch  with  the  Government  and  has  endeavoured  to 
safeguard  the  interests  of  the  engineers. 


BRANCH  NEWS 


Halifax  Branch 

Frederick  R.  Faulkner,  M.E.I.C,  Secy.-Treas. 

The  regular  monthly  meeting  of  the  Halifax  Branch 
was  held  at  the  Green  Lantern  on  Wednesday  evening, 
June  4th.  Following  the  custom  inaugurated  this  spring, 
this  was  a  supper  meeting. 

No  papers  were  presented  and  the  evening  was  devoted 
to  an  informal  discussion  of  the  proposed  legislation.  No 
objections  were  offered  to  the  general  principles  of  the 
Bill  and  the  discussion  was  entirely  on  the  details.  As  a 
result  two  resolutions  were  passed,  to  be  transmitted  to  the 
Council  and  to  be  published  in  The  Journal. 

Moved  by  F.  W.  W.  Doane,  M.E.I.C,  and  seconded 
by  F.  P.  Jennings,  A.M.E.I.C.,—  That  this  meeting  of  the 
Halifax  Branch  of  The  Engineering  Institute  of  Canada 
does  hereby  endorse  the  general  principles  of  the  proposed 
act  respecting  the  Engineering  Profession,  but  is  of  the 
opinion  that  after  the  Act  is  approved  by  The  Institute, 
another  general  meeting  of  the  Branch  should  be  called  to 
further  consider  the  details  of  the  Act  before  submitting 
the  Proposed  Act  to  the  local  legislature. 

Moved  by  W.  P.  Morrison,  M.E.I.C,  seconded  by 
F.  W.  W.  Doane,  M.E.I.C, — That  when  the  local  executive 
receives  notice  from  the  Council  that  the  Proposed  Act  has 
been  accepted  by  The  Institute,  the  executive  committee 
send  out  notices  to  this  effect  to  the  members  of  the 
Branch,  requesting  them  to  forward  to  the  secretary  of 
the  Branch,  any  recommendation  or  objections  they  wish 
to  make  in  connection  with  the  details  of  the  Bill  and  that 
a  general  meeting  of  the  Branch  be  called  to  discuss  these 
recommendations  and  objections  before  the  act  is  submit- 
ted to  the  local  Legislature. 

Montreal  Branch 

Frederick  B.  Brown,  Secy.-Treas. 

Banquet  to  Brigadier  General  Charles  Hamilton  Mitchell, 
C.B.,  C.M.G.,  D.S.O. 

The  event  of  the  season  in  Montreal  Branch  activities 
was  the  banquet  held  at  the  Ritz  Carlton  Hotel  on  June 
12th,  in  honor  of  Brigadier-General  Charles  Hamilton 
Mitchell,  C.B.,  C.M.G.,  D.S.O.,etc,  "on  the  occasion  of 
his  return  to  civil  life,  after  distinguished  service  with  the 
Allies  during  the  Great  War,  and  upon  assuming  the 
Deanship  of  the  Faculty  of  Applied  Science  and  Engineer- 
ing of  the  University  of  Toronto." 

General  Mitchell  only  arrived  in  Halifax  the  day 
before  the  banquet,  yet  by  means  of  wireless  and  telegraph, 
his  approval  of  the  arrangement  had  been  obtained.  The 
banquet  was  a  great  success  and  the  Montreal  Branch 
are  to  be  congratulated  on  the  completeness  of  their 
arrangements.  A  beautifully  engraved  four  leaf  menu 
card  was  provided,  the  first  two  pages  of  which,  reduced 
to  about  one  third  size,  are  reproduced  on  the  next  page. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


525 


There  was  a  large  assembly  of  engineers  to  welcome 
General  Mitchell,  including  many  of  the  leading  men  of 
the  profession.  The  chair  was  taken  by  Walter  J. 
Francis,  M.E.I.C.,  President  of  the  Montreal  Branch, 
and  with  him  at  the  table  of  honor  were  General  Mitchell ; 
Sir  John  Kennedy,  Hon.  M.E.I.C.;  Dean  Moyse,  of  the 
Arts  Faculty,  McGill  University;  Lt.-Col.  Arthur  E. 
Dubuc,  D.S.O.,  M.E.I.C.;  M.  H.  Ponsot,  French  Consul- 
General;  J.  M.  Robertson,  M.E.I.C;  Mgr  Choquette; 
Dr.  W.  H.  Ellis,  M.E.I.C,  Toronto  University;  Controller 
R.  A.  Ross,  M.E.I.C;  W.  F.  Tye,  M.E.I.C,  and  P.  H. 
Mitchell,  A.M.E.I.C 

The  other  members  and  friends  present  were  as  fol- 
lows : — 


Bertram  Sir  Alexander,  M.E.I.C. 
Bickerdike,  Lt.-Col.  Robert, 

M.E.I.C. 
Blaiklock,  M.S.,  M.E.I.C. 
Brown,  E.,  M.E.I.C. 
Brown,  Frederick  B.,  M.E.I.C. 
Burgoyne,  St.  George. 
Busfield,  J.  L.,  A.M.E.I.C. 

Cameron,  N.C.,  A.M.E.I.C. 
Campbell,  Norman  M., 

A.M.E.I.C. 
Caron,  J.  G.,  S.E.I.C. 


Chadwick,  R.E.C.,  A.M.E.I.C. 
Challies,  J.  B.,  M.E.I.C. 
Cowie,  Frederick  W.,  M.E.I.C. 
Crandall,  C.  F. 

Dickson,  G.  W. 
Doucet,  A.  E.,  M.E.I.C. 
Duchastel,  J.,  M.E.I.C. 
Duggan,  G.  H.,  M.E.I.C. 
Dundass,  C.  S. 

Fairbairn,  J.  M.  R.,  M.E.I.C. 
Fairlie,  H.  W. 


Farmer,  John  T.,  A.M.E.I.C. 
Flegg,  R.  L. 
Fortin,  S.,  M.E.I.C. 

Ghysens,  A.,  A.M.E.I.C. 
Goad,  V.  A.  E. 

Hannaford,  R.  M.,  M.E.I.C. 
Harkness,  A.  L.,  A.M.E.I.C. 
Henry,  A.  R.,  M.E.I.C. 
Herdt,  L.  A.,  M.E.I.C. 
Howard,  Major  Stuart, 

M.E.I.C. 

Jamieson,  J.  A.,  M.E.I.C. 
Johnston,  H.  C. 

Keith,  Fraser  S.,  A.M.E.I.C, 
Secretary,  The  Engineering 
Institute  of  Canada. 

Kendall,  G.  R.,  M.E.I.C. 

Kennedy,  Wm.  Jr.,  M.E.I.C. 

Kipp,  L.  F. 

Lash,  N.  M. 
Lea,  R.  S.,  M.E.I.C. 
Lefebvre,  O.,  A.M.E.I.C. 
Lemont,  Arthur. 
Leluau,  C,  M.E.I.C. 

Macdougall,  A.  C. 
MacKay,  H.  M.,  M.E.I.C. 


MacKinnon,  W.  C. 
Mackenzie,  A.  M. 
MacLeod,  G.  R.,  M.E.I.C. 
MacVicar,  Norman. 
Marshall,  S.  A. 
Massue,  H,  A.M.E.I.C. 
McKechnie,  F.  H.,  A.M.E.I.C. 
McKergow,  C.  M.,  A.M.E.I.C. 
McLeod,  C.  K,  Jr.  E.I.C. 

Nares,  B.  L.,  Jr.  E.I.C. 

Nicholson,  Dr.  J.  A. 

Palmer,  C.  E. 

Palmer,  E.  D. 

Papineau,  L.  G.,  A.M.E.I.C. 

Pearce,  K.  K,  A.M.E.I.C. 

Peden,  Alex.,  A.M.E.I.C. 

Pelletier,  Georges. 

Porter,  John  Bonsall,  M.E.I.C. 

Reynolds,  G.  B. 
Roberts,  J.  R.,  A.M.E.I.C. 
Rolph,  H.,  A.M.E.I.C. 
Ross,  J.  G. 
Ruttan,  Dr.  R.  F. 

Seton,  B.  W.,  Jr.  E.I.C. 
Seurot,  Paul  A.  N.,  M.E.I.C. 
Shearwood,  F.  P.,  M.E.I.C. 
Simard,  J.  W.,  A.M.E.I.C. 


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526 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


de  Sola,  C.  I. 

Squire,  G.  E. 

Steenbuch,  H.  L.,  A.M.E.I.C. 

Stephen,  Chas.,  A.M.E.I.C. 

St.  George,  P.  W.,  M.E.I.C. 

Surveyer,  Arthur,  M.E.I.C. 

Sutherland,  Wm.  H., 

A.M.E.I.C. 

Tarte,  E. 

Tennant,  D.  C,  M.E.I.C. 


Thornton,  K.  B.,  A.M.E.I.C. 
Turley,  E.  J,  A.M.E.I.C. 

Vaughan,  H.  H.,  M.E.I.C. 

Walker,  R.  Marshall,  Jr.  E.I.C. 

Watson,  J.  P.,  Jr.  E.I.C. 

White,  H.  M. 

Williamson,  F.  Stuart,  M.E.I.C. 

Wilson,  L.  R. 

Wright,  L.  A.,  Jr.  E.I.C. 

Zunini,  Chevalier. 


The  toast  to  "Our  Guest "  was  proposed  by  Walter 
J.  Francis,  M.E.I.C.,  Chairman,  who  touched  upon  the 
earlier  work  of  General  Mitchell  as  a  student  and  engineer, 
remarking  that  the  whole  course  of  his  life  had  been 
marked  by  two  watchwords,  duty  and  service,  which  he 
had  carried  to  such  conspicuous  success  during  his  years 
at  the  front  with  both  the  Canadian  Corps  and  the 
Imperial  Army. 

General  Mitchell,  when  he  rose  to  reply,  was  greeted 
with  prolonged  cheers.  It  was,  he  said,  a  surprise 
and  delight  to  him  to  meet  so  many  of  his  old 
colleagues  of  the  engineering  profession  immediately  after 
his  return  from  years  of  service  overseas.  This  was 
singularly  appropriate,  since  it  was  the  engineering  pro- 
fession that  had  carried  the  great  burdens  of  the  war, 
and  to  a  large  extent  made  its  victorious  end  possible. 

General  Mitchell,  in  personal  vein,  said  that  for 
years  before  the  war  he  had  studied  problems  in  connection 
with  the  intelligence  branch  of  the  work,  and  the  result 
was  that  he  concluded  in  time  of  peace  it  was  a  truly 
patriotic  duty  to  study  the  possible  problems  and  emer- 
gencies of  war.  "I  consider  that  the  studies  I  made  long 
before  the  war  were  not  lost,  and  my  experiences  at  the 
front  showed  me  their  value,  in  the  assistance  they  gave  to 
my  work,"  he  said. 

In  this  connection  General  Mitchell  paid  a  tribute  to 
the  general  efficiency  and  expert  knowledge  of  the  British 
staff  officers  wherever  he  had  served,  declaring  that  some 
of  the  aspersions  cast  upon  them  were  entirely  unfounded. 

He,  however,  pointed  out  that  at  the  beginning  of  the 
war  the  enemy  had  been  almost  uncannily  equipped  in  its 
intelligence  work,  learning  in  apparently  mysterious  ways 
everything  the  British  were  doing.  Later  it  was  found  how 
they  used  electrical  listening  devices  and  other  equipment 
to  collect  the  British  signals.  The  British  engineers  dis- 
covered these,  and  eventually  beat  the  Germans  at  their 
own  game,  not  only  on  land,  but  in  the  air,  so  that  in  the 
final  operations  the  enemy  could  not  do  anything  or  plan 
anything  without  the  British  knowing  and  preparing  for  it. 

In  this  work,  he  said,  the  Canadians  would  have  a 
lasting  place  in  the  history  of  the  war  for  the  manner  in 
which  they  devised  the  plan  of  raids  to  secure  evidence  of 
what  the  enemy  was  planning,  and  some  of  his  instances 
of  this  were  rather  grim,  especially  the  collection  of  infor- 
mation from  the  dead  during  these  raids. 

His  description  of  his  own  work,  as  intelligence  officer, 
20  miles  behind  the  lines,  at  the  end  of  a  field  telephone, 
in  a  battle  of  wits  with  a  German  intelligence  officer  doing 


the  same  thing  20  miles  back  of  their  lines,  gave  a  graphic 
idea  of  the  manner  in  which  information  was  collected 
and  collated,  so  that  enemy  plans  could  be  defeated,and  our 
own  attacks  made  with  success. 

In  concluding  General  Mitchell  gave  an  account  of  the 
operations  in  which  he  served  with  the  Allies  on  the  Piave 
front,  leading  to  the  overwhelming  defeat  of  the  Austrians 
and  Germans  there. 

"  Now,"  he  said,  "I  am  going  to  my  next  war,  to 
resume  my  duties  and  work  as  a  civilian,  at  Toronto 
University,  and  I  hope,  with  the  assistance  of  my  old 
friends  there,  that  I  shall  succeed." 

General  Mitchell  attended  in  uniform,  the  rows  of 
ribbon  on  his  breast  showing  the  many  honors  he  had  won 
on  various  European  battlefields. 

A  full  account  of  General  Mitchell's  remarkable  mili- 
tary career  appeared  in  Volume  II,  No.  5  of  The  Journal 


St.  John  Branch 

A.  R.  Crookshank,  M.E.I.C,  Secretary. 

The  St.  John  and  Halifax  Branch  committess  have 
started  active  work  in  preparation  for  the  General  Pro- 
fessional Meeting  to  be  held  in  St.  John  on  Sept.  10th, 
11th,  and  12th,  and  the  tentative  programme  promises  an 
interesting  and  enjoyable  time  for  all  who  attend. 

A  committee  of  the  Halifax  Branch,  under  the  con- 
venership  of  A.  F.  Dyer,  A.M.E.I.C,  is  working  in 
conjunction  with  our  committee,  under  chairmanship  of 
A.  Gray,  M.E.I.C,  in  the  study  of  the  subject  of  concrete 
in  sea  water,  and  it  is  hoped  that  they  will  be  able  to  give 
some  interesting  and  instructive  information  in  regard  to 
the  behaviour  of  concrete  in  local  waters  at  the  meeting 
next  fall. 

The  employment  bureau  under  the*  leadership  of 
G.  N.  Hatfield,  A.M.E.I.C,  has  been  doing  effective  work, 
in  close  co-operation  with  the  Soldier's  Civil  Re-establish- 
ment and  the  Dominion  Provincial  Labour  Bureaus. 
A  circular  letter  was  sent  to  the  employers  of  engineers  in 
this  Province  telling  of  the  formation  of  our  Bureau, 
offering  its  services  and  asking  for  their  co-operation. 
The  colleges  were  also  notified  and  a  number  of  engineering 
students  have  been  placed  in  positions.  The  Branch 
requests  the  co-operation  of  the  New  Brunswick  members, 
and  asks  thay  they  notify  Mr.  Hatfield,  City  Hall,  St. 
John,  when  they  hear  of  any  vacancies  in  engineering 
positions.  Applications  for  assistance  in  obtaining  em- 
ployment should  also  be  addressed  to  him.  Nearly  all 
the  Branches  have  offered  to  co-operate  with  our  Bureau 
and  it  is  hoped  that  in  time  through  close  organization, 
and  with  clearing  house  at  Headquarters,  this  line  of 
activity  will  prove  most  useful  to  the  engineers  of  Canada. 
In  this  connection,  the  publishing  of  the  up-to-date  record 
of  each  member  in  the  Year  Book  would  be  of  material 
service  to  the  Employment  Committees. 

The  committee  appointed  to  ascertain  the  salaries 
and   fees  received   by    The   Institute  members   in  New 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


527 


Brunswick,  so  that  minimum  schedules  may  be  drawn  up 
later,  has  started  work,  and  hopes  to  report  at  the  first  fall 
meeting. 

The  addition  of  a  department  of  Vocational  Training 
in  connection  with  the  High  School  of  the  City  of  St. 
John  is  being  advocated,  and  the  Branch  has  appointed 
representatives  to  the  Committee  backing  this  project. 

The  last  meeting  of  the  Branch  was  held  in  the 
laboratory  of  Frank  P.  Vaughan,  A.M.E.I.C.,  who  read 
an  interesting  paper  on  Experiments  with  High  Potential 
High  Frequency  Electric  Currents,  and  gave  a  spectacular 
demonstration  of  the  wonderful  effects  that  can  be  pro- 
duced with  these  currents. 

Mr.  Vaughan,  who  is  the  pioneer  in  this  district  in 
wireless  telephony  and  telegraphy  experiments,  has  built 
a  very  complete  set  of  high  tension  electrical  experimental 
apparatus,  the  equivalent  of  which  it  would  be  hard  to 
find  in  Canada.  The  ordinary  110  volt  current  of  60 
cycles,  or  120  frequency,  is  stepped  up  by  his  machines  to 
a  maximum  of  over  half  a  million  volts,  with  a  frequency 
of  over  one  million  impulses  or  vibrations  per  second. 
With  this  apparatus  anything  in  the  line  of  wireless  tele- 
graphy and  telephony,  X-Ray  work,  therapeutic  treat- 
ments, and  separation  of  mixed  gases  as  is  now  being 
used  commercially  in  the  metal  industries,  is  possible. 

In  1906,  Mr.  Vaughan  talked  by  wireless  to  Partridge 
Island,  three  miles  away,  but  as  it  was  found  necessary  to 
use  damped  oscillations  with  his  apparatus,  and  these 
would  not  allow  of  a  high  enough  spark  frequency  to  give 
uniform  satisfactory  results,  it  was  limited  to  laboratory 
use.  It  was  not  until  the  discovery  of  the  so-called  valve 
in  recent  years,  that  allowed  the  use  of  undamped  oscilla- 
tions, that  wireless  telephony  became  commercially 
successful. 

Among  the  number  of  interesting  experiments  shown 
was  the  burning  of  a  32  candlepower  lamp,  while  held  in 
the  hand,  the  current  passing  through  the  body,  the  wire 
from  the  central  terminal  being  held  several  inches  from 
the  machine.  Also  the  passing  of  a  current  of  electrical 
sparks  from  six  to  eight  inches  long,  requiring  a  current 
of  up  to  three-quarters  of  an  ampere  with  a  pressure  of 
from  250,000  to  300,000  volts;  the  momentary  dissipa- 
tion of  energy  being  at  the  rate  of  500  to  600  horsepower. 
When.it  is  taken  into  consideration  that  only  one-tenth 
ampere  at  2,300  volts,  at  ordinary  frequency,  is  used  in 
the  execution  of  criminals  in  the  United  States,  the 
difference  between  the  low  and  high  frequency  currents  is 
manifest.  Suggested  reasons  for  this  partial  immunization 
is  that  the  latter  currents  tend  to  remain  on  the  surface 
of  an  object,  and  that  the  rate  of  vibration  is  beyond  the 
capacity  of  the  nerves  to  respond  to.  Mr.  Vaughan 
plans  on  repeating  the  demonstration  at  the  General 
Professional  Meeting  next  fall. 

At  a  previous  meeting  another  interesting  paper  was 
read  by  G.  S.  Macdonald,  A.M.E.I.C,  Resident  Engineer 
of  the  Marine  &  Fisheries  Department  in  this  district,  on 
Aids  to  Navigation  in  New  Brunswick  Waters.  Mr. 
Macdonald  described  the  different  types  of  lighthouses, 
foghorns  and  buoys,  and  dealt  with  the  development  of 
the  various  oil  and  acetylene  burning  lamps,  with 
different  types  of  lens,  prisms  and  reflectors  attached 


to  both  the  stationary  and  flashing  lamps.  There  were, 
he  said,  three  types  of  foghorns,  the  old  fashioned 
steam  whistle ;  the  trumpet  type,  operated  by  a 
stream  of  air  acting  on  a  vibratory  lip;  and  the  new 
diaphone  type  operated  by  a  rapid  series  of  gusts  of  air 
blown  through  slots  in  the  inner  circumference  of  the  horn. 
The  diaphone  can  be  heard  several  miles  farther  than  the 
other  types  of  the  same  size.  By  use  of  gasoline  or  oil 
engines  and  air  compressors,  the  cost  of  foghorn  operation 
has  been  reduced  to  about  one-sixth  the  cost  of  the  steam 
whistle. 

A  marked  improvement  in  buoys  has  taken  place  in 
recent  years.  Many  are  lighted  by  acetylene  generated 
from  carbide,  but  the  latest  types  are  operated  by  com- 
pressed gas  in  cylinders,  and  will  burn  for  over  a  year  with- 
out attention.  Some  of  these  are  now  equipped  with 
light  operated  automatic  valves  which  shut  off  the  main 
light  during  the  daylight  period,  leaving  only  the  small 
pilot  flame  burning. 

An  interesting  discussion  on  the  behaviour  of  the 
concrete  of  the  various  structures  described  by  Mr. 
Macdonald  brought  the  meeting  to  a  close. 


Toronto  Branch 

W.  S.  Harvey,  A.M.E.I.C,  Secy-Treas. 

A  special  general  meeting  of  the  Toronto  Branch  was 
held  in  the  lecture  room  of  the  Engineers'  Club  on  June 
12th.  This  meeting  was  called  by  special  request  from 
several  of  the  younger  members  of  the  Branch  to  continue 
the  discussion  of  the  Draft  Bill  of  the  proposed  legislation. 

Clause  7  (i),  dealing  with  assistants  working  under  a 
professional  engineer,  appeared  to  be  the  principal  clause 
in  the  Bill  to  which  objection  was  taken.  J.  C.  Krumm, 
A.M.E.I.C,  expressed  the  view  that  if  the  Bill  were  passed 
with  Clause  7  (i)  in  its  present  wording  it  would  mean 
that  all  engineers  other  than  chiefs  of  departments  would 
not  be  considered  as  professional  engineers.  H.  A. 
Goldman,  Jr.  E.I.C.,  stated  that  Clause  7  (i).  has  been 
defended  by  some  engineers  on  the  ground  ■  that  other 
professions  do  not  require  assistants  to  be  professional 
men.  He  argued  such  defence  cannot  be  admitted,  the 
very  nature  of  the  engineering  profession  and  the  magni- 
tude of  the  engineering  organizations  not  permitting  it  to 
be  handled  in  the  same  way  as,  for  instance,  the  legal  or 
medical  professions.  It  must  be  realized  that  the  engin- 
eering profession  differs  from  the  others  in  this  respect, 
that  while  the  great  majority  in  the  case  of  the  other  pro- 
fessions are  in  private  practice  dealing  directly  with  the 
public,  in  engineering,  the  great  majority  are  salaried 
men  reporting  to  superiors  and,  therefore,  any  Bill  passed 
on  behalf  of  engineers  should  be  to  the  benefit  of  the 
majority.  He  believed  that  in  the  future  greater  recogni- 
tion will  have  to  be  given  by  our  engineering  societies 
to  the  salaried  engineer  than  has  been  the  case  in  the  past. 
He  drew  attention  to  the  fact  that  even  the  code  of  ethics 
of  The  Engineering  Institute  does  not  contain  a  single 
clause  which  would  apply  to  a  salaried  engineer.  This 
was  the  opinion  of  those  who  took  part  in  the  discussion. 


528 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


Frank  Barber,  A.M.E.I.C.,  thought  that  the  Bill  in 
its  present  form  does  not  exclude  all  salaried  engineers  from 
becoming  professional  engineers. 

Willis  Chipman,  M.E.I.C,  read  several  letters  from 
the  members  of  the  Legislation  Committee  stating  that 
young  graduates  cannot  expect  to  be  considered  profes- 
sional engineers  immediately  upon  graduation.  E.  T. 
"Wilkie,  M.E.I.C,  believed  that  the  Committee  deserved 
considerable  credit  for  drafting  this  Bill,  and  is  of  the 
opinion  that  it  should  be  supported. 

It  was  moved  by  J.  C.  N.  B.  Krumm,  A.M.E.I.C, 
seconded  by  Frank  Barber,  A.M.E.I.C,  and  carried— 
"that  a  committee  of  five  members  be  elected  to  carefully 
consider  the  Draft  Bill,  in  detail,  and  to  submit  recom- 
mendations at  a  general  meeting  to  be  called  at  a  later 
date  for  that  purpose;  the  committee  to  meet  weekly." 
The  following  members  were  nominated  to  this  com- 
mittee:—  W.  Chipman,  M.E.I.C,  convener;  Professor 
H.  E.  T.  Haultain,  M.E.I.C,  T.  H.  Hogg,  A.M.E.I.C, 
J.  C  N.  B.  Krumm,  A.M.E.I.C,  and  H.  A.   Goldman, 

Jr.  E.I.C 

*  #     * 

Brigadier  General  Charles  Hamilton  Mitchell,  C.B., 
C.M.G.,  D.S.O.,  after  a  most  distinguished  career  in 
France  and  Italy,  having  returned  to  Toronto,  was  enter- 
tained at  an  informal  dinner  by  the  Engineers'  Club  and 
The  Engineering  Institute  of  Canada  on  the  17th  instant, 
and  was  given  a  very  hearty  welcome  home. 

*  *     * 

An  employment  bureau  has  been  appointed  in  con- 
nection with  this  Branch  for  the  purpose  of  bringing  the 
members  in  touch  with  vacancies  in' the  engineering  pro- 
fession and  to  assist  engineers  seeking  advancement. 
The  members  are  asked  to  notify  the  Secretary  of  The 
Employment  Bureau  Committee  of  any  vacancies  or 
possible  vacancies  which  come  to  their  notice. 

Hamilton  Branch 

C  F.  Whiiton,  A.M.E.I.C,  Sec'y.-Treas. 

The  Annual  Meeting  of  the  Hamilton  Branch  was 
held  on  May  30th.  Though  one  of  the  newer  Branches  of 
The  Institute,  it  is  nevertheless  in  a  very  flourishing  con- 
dition. The  officers  elected  for  the  coming  year  are  as 
follows: — 

Chairman R.  K.  Palmer,  M.E.I.C 

Sec'y.-Treas C.F.  Whitton,  A.M.E.I.C. 

Executive E.  H.  Darling,  M.E.I.C. 

J.  A.  McFarlane,  A.M.E.I.C. 

Niagara  Peninsula  Branch 

R.  P.  Johnson,  S. E.I.C,  Sec'y.-Treas. 

A  meeting  was  held  at  the  Engineers'  Club,  Thorold, 
on  June  12th,  1919,  for  the  purpose  of  discussing  the  Act 
Respecting  the  Engineering  Profession  prepared  by  the 
Special  Legislation  Committee,  when  E.  R.  Gray, 
A.M.E.I.C,  Chairman  of  the  Hamilton  Branch  and 
member  of  the  Special  Legislation  Committee,  outlined 
the  history  and  context  of  the  Draft  Bill.    Mr.  Gray  told 


of  the  work  of  the  Special  Legislation  Committee  and  of 
some  of  the  problems  confronting  them.  He  explained 
that  the  Committee  had  considered  that  it  would  be 
necessary  to  form  an  association  of  engineers  in  each  pro- 
vince in  order  to  administer  the  Act  in  an  impartial  manner, 
these  provincial  associations  to  be  in  no  way  connected  with 
The  Engineering  Institute.  This  scheme  was  considered 
necessary  in  order  to  obtain  the  co-operation  of  The 
Canadian  Mining  Institute  and  other  technical  bodies  in 
Canada. 

The  Draft  Bill  was  then  gone  over  by  Mr.  Gray, 
clause  by  clause,  and  various  points  explained  and  dis- 
cussed in  order  of  occurrence  as  follows: — 

Section  (7) — Clause  (e): — 

In  view  of  the  fact  that  each  provincial  association 
would  be  at  liberty  to  revise  the  draft,  or  any  other  bill, 
the  question  arose  as  to  whether  one  provincial  associa- 
tion might  exclude  engineers  of  another  provincial  associa- 
tion. After  some  discussion  it  was  decided  that  there 
was  no  way  to  prevent  this,  but  the  consensus  of  opinion 
was  that  this  would  be  so  manifestly  injurious  to  the  pro- 
fession that  no  such  situation  would  ever  arise. 

Section  (7) — Clause  (f): — 

This  concerns  American  and  foreign  engineers  em- 
ployed or  practicing  in  Canada. 

Some  members  thought  that  all  foreign  engineers 
should  not  be  excluded  from  Canada  and  that,  in  some 
cases,  it  would  be  extremely  difficult  to  do  this,  as  for 
instance,  the  M.C.R.  engineers  with  headquarters  at 
St.  Thomas,  Ont. 

The  opinion  was  expressed  that  this  clause  would 
react  upon  Canadian  engineers  in  the  States.  The  opinion 
was  expressed  that  clause  (i) — Section  (7),  left  the  junior 
field  open  to  foreign  engineers  in  Canada  as  it  proposed 
that  the  act  should  apply  only  to  chief  engineers,  con- 
sulting engineers  and  engineers  in  private  practice. 

The  question  arose  as  to  the  meaning  of  the  term 
resident  as  used  in  the  clause. 

The  acting  chairman  called  for  a  show  of  hands  as  to 
whether  the  clause  was  satisfactory  as  it  stood  or  should 
be  amended.  Four  members  expressed  satisfaction  with 
the  clause  as  drafted.  The  large  majority  of  those  present 
believed  that  the  term  resident  must  be  defined  before  the 
meaning  of  the  clause  is  clear. 

Section  (7) — Clause  (i): — 

This  clause,  concerning  those  to  whom  the  act  should 
apply,  provoked  considerable  discussion  and  dissatis- 
faction. 

Almost  unanimous  exception  was  taken  to  the  clause 
on  account  of  the  narrow  application  of  those  to  whom  the 
act  would  apply.  As  it  stands,  the  clause  makes  the  bill 
apply  to  only  chief  engineers,  consulting  engineers  and 
engineers  in  private  practice. 

The  point  was  made  that  all  members  of  any  one 
provincial  association  should  come  within  the  application 
of  the  Bill. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


529 


It  was  the  opinion  of  the  majority  of  those  present 
that  the  meaning  which  was  manifestly  conveyed  in  the 
clause  was  not  intended  by  the  committee  which  drew 
the  Bill  and  this  belief  was  confirmed  when  Mr.  Gray 
explained  that  the  clause  was  designed  only  for  the  pur- 
pose of  providing  that  extreme  juniors,  such  as  rodmen  and 
chainmen,  might  be  employed  on  an  engineering  staff 
without  the  necessity  of  taking  membership  in  the  pro- 
vincial association  of  engineers. 

The  suggestion  was  made  that  the  word  responsibility 
used  in  the  clause  should  be  defined  and  that  the  difficulty 
would  then  be  cleared  up. 

Some  members  thought  that  the  clause  under  dis- 
cussion conflicted  with  clause  (b) — Section  2.  The 
latter  set  forth  the  qualifications  required  of  a  professional 
engineer  and  the  former  set  severe  limitations  upon  those 
who  should  be  legally  constituted  professional  engineers 
and  is  based  upon  position  rather  than  qualifications. 

The  suggestion  was  made  that  those  not  intended  to 
come  under  the  Bill  should  be  defined  but  it  was  pointed 
out  by  Mr.  Gray  that  this  would  be  extremely  difficult  on 
account  of  the  great  variety  of  the  minor  engineering 
employees. 

Some  members  thought  that  the  clause  would  be 
satisfactory  if  the  following  words  were  eliminated  : — 
"other  than  to  their  direct  superiors." 

It  was,  however,  moved  by  E.  P.  Johnson,  A.M.E.I.C., 
seconded  by  F.  S.  Lazier,  A.M.E.I.C.,  and  carried,  that:— 
"in  the  opinion  of  the  Niagara  Peninsula  Branch  of 
The  Engineering  Institute  of  Canada  clause  (i)  of  Section  (7) 
should  be  struck  out  of  the  Bill." 

Saskatchewan  Branch 

J.  N.  deStein,  M.E.I.C.,  Sec'y.-T'-eas.     . 

The  third  Annual  Summer  Meeting  of  the  Saskat- 
chewan Branch  was  held  on  Saturday,  June  21st,  at 
Regina,  the  preceeding  two  meetings  having  taken  place 
at  Moose  Jaw  (1917),  and  Saskatoon  (1918).  The  date 
was  set  this  year  to  coincide  with  the  promised  visit  of 
Brigadier  General  Sir  Alexander  Bertram,  K.B.,  M.E.I.C., 
and  our  members  were  very  disappointed  to  hear  that 
General  Bertram  was  prevented  from  joining  our  General 
Secretary,  Fraser  S.  Keith,  A.M.E.I.C.,  on  his  Western 
trip. 

Our  Branch  has  had  the  privilege  of  welcoming  Mr. 
Keith  at  every  one  of  our  summer  meetings,  and  the 
reception  committee  was  present  at  the  station  this 
year,  and  gave  Mr.  Keith  a  very  hearty  welcome.  A 
luncheon  at  the  Parliament  Buildings  opened  the  pro- 
gramme for  the  day  which  was  followed  by  an  inspection 
of  the  buildings,  and  later  by  a  visit  to  the  Imperial 
Oil  Company's  plant,  the  City  power  house,  and  other 
places  of  interest.  A  dinner  was  served  in  the  evening 
at  which  a  large  number  of  members  were  present.  Among 
the  guests  of  the  evening  were,  Hon.  W.  M.  Martin, 
Premier  of  Saskatchewan;  Col.  J.  A.  Cross,  D.S.O., 
O.C.,  M.D.  No.  12;  Col.  J.  L.  R.  Parsons,  C.M.G., 
D.S.O.,  etc;   and  D.  M.  Balfour,  President  of  the  local 


Board  of  Trade.  The  dinner  was  followed  by  a  short 
business  meeting,  after  which  a  number  of  the  guests 
delivered  addresses. 

The  Hon.  W.  M.  Martin  spoke  on  proposed  legisla- 
tion and  stated  that  he  could  not  see  any  reason  why 
engineers  should  not  be  protected  by  legislation,  and 
promised  the  earnest  consideration  of  his  government 
whenever  we  deemed  it  expedient  to  approach  them  in 
this  matter. 

Mr.  Keith  gave  a  short  outline  of  the  activities  of 
The  Institute  and  of  its  splendid  organization,  which  is 
being  taken  as  a  model  in  other  countries,  and  expressed 
great  satisfaction  that  the  government  of  this  Province 
recognizes  the  services  of  the  engineer.  He  also  spoke  on 
the  subjects  of  legislation,  remuneration  and  the  strained 
relations  existing  between  capital  and  labor,  and  expressed 
his  belief  that  the  engineer  is,  by  virtue  of  his  training, 
pre-eminently  fitted  to  settle  this  dispute. 

Colonel  Cross  urged  that  immediate  steps  be  taken  for 
the  betterment  of  the  profession,  which  he  described  as 
one  of  the  most  valuable  national  assets.  He  was  anxious, 
he  said,  to  see  Saskatchewan  develop  from  a  shipper  of 
raw  material  to  a  manufacturing  province,  which  could  be 
done  with  the  co-operation  of  the  engineering  profession. 

Colonel  Parsons  dwelt  upon  the  work  done  by  the 
Canadian  Engineers  in  the  overseas  corps,  and  the  great 
and  valuable  assistance  given  by  them  to  the  Allies. 

Mr.  Balfour  then  addressed  the  meeting  and  promised 
the  hearty  co-operation  of  the  Board  of  Trade. 

The  Chairman,  H.  S.  Carpenter,  A.M.E.I.C,  extended 
a  hearty  welcome  home  from  overseas  to  Major  A.  J. 
McPherson,  A.M.E.I.C,  Major  W.  T.  Daniel,  A.M.E.I.C, 
Captain  R.  H.  Murray,  A.M.E.I.C,  Captain  H.  J. 
McBean,  A.M.E.I.C,  and  Lieut.  Wm.  Longworthy, 
S.E.I.C 

Calgary  Branch 

C.  M.  Arnold,  M.E.I.C.,  Sec'y.-Treas. 

A  meeting  of  the  Executive  Committee  was  held  at 
the  Board  of  Trade  rooms  at  8.30  P.M.,  on  May  8th,  1919. 

The  tentative  programme  of  the  summer  meeting 
at  Edmonton  was  read  by  G.  N.  Houston,  M.E.I.C, 
and  was  then  discussed.  It  was  decided  to  appoint  a 
committee  consisting  of  G.  W.  Craig,  M.E.I.C,  G.  N. 
Houston,  M.E.I.C,  and  C  M.  Arnold,  M.E.I.C,  to  act 
in  conjunction  with  the  Edmonton  Branch  in  arranging 
the  final  programme.  On  the  suggestion  of  A.  S.  Dawson, 
M.E.I.C,  it  was  arranged  to  send  invitations  to  the 
Mining  Institute  and  other  allied  organizations,  and  on 
the  suggestion  of  F.  H.  Peters,  M.E.I.C,  the  meeting 
decided  to  extend  an  invitation  to  Sir  Alexander  Bertram, 
who  would  be  present  at  the  meeting,  to  give  an  address. 
C  M.  Arnold,  M.E.I.C,  suggested  that  a  paper  bearing 
on  the  economic  side  of  Irrigation  would  be  of  particular 
interest  at  the  present  moment  in  view  of  the  prevalent 
skepticism  regarding  its  benefits.    The  special  committee 


530 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


was  asked  to  deal  with  these  matters  when  considering 
the  final  programme. 


A  general  meeting  of  the  Branch  was  held  on  May 
15th,  1919,  at  the  Board  of  Trade  rooms,  when  a  very 
interesting  paper  was  contributed  by  G.  W.  Craig, 
M.E.I.C,  and  A.  S.  Chapman,  A.M.E.I.C,  dealing  with 
the  latest  developments  in  Sewage  Disposal  and  was 
followed  by  an  active  discussion. 

Vancouver  Branch 

A.  G.  Dalzell,  A.M.E.I.C,  Secy-Treas. 

The  following  members  were  elected  to  the  offices 
noted  at  the  Annual  Meeting: — Chairman,  E.  G.  Matheson; 
Vice-Chairman,  Newton  J.  Ker;  Secretary-Treasurer, 
A.  G.  Dalzell;  Acting  Secretary-Treasurer,  C.  Braken- 
ridge;  Executive  Committee,  C.  Brakenridge,  Major 
W.  G.  Swan,  D.S.O.,  Major  G.  A.  Walkem,  Wm.  Anderson. 


The  following  resolution  was  passed  at  our  last 
general  meeting  on  Friday,  June  13th  :— 

"At  a  well  attended  gathering  of  professional  engineers 
called  by  the  Executive  Committee  of  the  Vancouver 
Branch  of  The  Engineering  Institute  of  Canada,  formerly 
known  as  the  Canadian  Society  of  Civil  Engineers,  to 
discuss  the  attitude  to  be  adopted  by  the  Vancouver 
Branch  in  reference  to  the  present  industrial  situation,  the 
following  resolution  was  heartily  endorsed: — 

'We,  the  members  of  the  Vancouver  Branch  of  The 
Engineering  Institute  of  Canada  absolutely  condemn  the 
sympathetic  strike  now  in  progress  in  the  city  of  Van- 
couver as  being  opposed  to  the  true  interests  of  the 
labouring  men,  as  being  opposed  to  to  all  the  teachings  of 
true  unionism  and  as  being  absolutely  antagonistic  to  the 
best  interests  of  the  community  and  that  we  as  a  body  do 
pledge  ourselves  to  give  our  support  to  the  Civic  and 
other  authorities  if  called  upon  and  we  offer  our  services 
as  engineers  to  assist  in  keeping  the  public  utilities  in 
operation  or  to  do  any  other  work  which  may  help  to 
protect  the  lives  and  food  supply  of  the  citizens.'  " 


Personals 


G.  H.  Duggan,  M.E.I.C,  past  president  of  The 
Engineering  Institute  of  Canada,  has  been  elected  a  Director 
of  The  Steel  Company  of  Canada. 

* 

Lieut.  J.  D.  McBeath,  A.M.E.I.C,  who  recently 
returned  from  overseas,  has  been  appointed  Assistant  City 
Engineer,  of  Moncton,  N.B. 


J.  C  Ball,  A.M.E.I.C 
and  rejoined  the  staff  of 
Section  No.  3  at  Thorold. 


,  has  returned  from  the  front 
the  Welland  Ship  Canal  on 


Eugene  W.  Stern,  M.E.I.C,  late  Major  of  Engineers 
in  the  United  States  Army  has  returned  from  France  and 
has  resumed  his  practice  as  consulting  engineer  with  offices 
at  156  West  45th  Street,  New  York. 


A.  J.  Gayfer,  M.E.I.C,  returned  from  France  on 
April  8th  and  has  been  placed  on  the  retired  list  with  the 
rank  of  Major.  Mr.  Gayfer  has  been  appointed  Divis- 
ional Engineer  of  Construction,  Canadian  National 
Railways,  Hanna,  Alta. 


C  Collingwood,  A.M.E.I.C,  has  recently  returned 
from  overseas.  Mr.  Collingwood  served  with  the  12th 
Canadian  Railway  Troops  in  France. 

* 

F.  W.  Teele,  M.E.I.C,  has  been  appointed  General 
Manager,  of  the  Mexican  Light  &  Power  Company, 
Mexico  Tramway  Co.,  and  allied  interests  of  Mexico  City. 

* 

L.  C  Dupuis,  Jr.,  E.I.C,  has  been  appointed 
Division  Engineer,  Saguenay  Division,  Canadian  National 
Railways,  with  headquarters  at  Quebec. 

* 

E.  P.  Muntz,  S. E.I.C,  has  just  returned  from  the 
front  and  rejoined  the  staff  of  the  Welland  Ship  Canal 

on  Section  No.  2. 

* 

H.  H.  Vaughan,  M.E.I.C,  Past  President  of  The 
Engineering  Institute  of  Canada  has  been  elected  a  Director 
of  The  Armstrong- Whitworth  Company. 

* 

C  H.  N.  Connell,  A.M.E.I.C,  has  been  appointed 
District  Engineer  of  the  Montreal  and  Saguenay  Division 
of  the  Canadian  National  Railways,  with  headquarters  at 
Cjuebec. 


Lieut.-Col.  Blair  Ripley,  D.S.O.,  M.E.I.C,  who 
returned  to  Canada  about  two  months  ago  and  resumed  his 
position  with  the  Canadian  Pacific  Railway  Company, 
has  recently  received  further  recognition  of  the  splendid 
services  he  rendered  with  the  Canadian  Railway  Troops  in 
France  by  having  bestowed  upon  him  the  title,  Commander 
of  the  British  Empire. 

* 

T.  Linsey  Crossley,  A.M.E.I.C,  who  has  been 
associated  for  a  number  of  years  with  Doctor  J.  T.  Donald, 
of  Montreal,  and  who  established  the  Toronto  laboratory 
of  J.  T.  Donald  and  Company,  consulting  chemists,  has 
taken  over  the  Toronto  office  and  laboratory  of  that  firm 
at  43  Scott  Street,  and  will  there  carry  on  the  business  of 
consulting  chemist  and  chemical  engineer. 


J.  E.  Pringle,  B.A.Sc,  S.E.I.C,  has  returned  to 
Canada  after  service  in  the  Canadian  Army  with  the 
Queen  Victoria's  Own  Sappers  and  Miners,  having  seen 
service  both  in  India  and  Palestine.  In  both  of  these 
countries  he  was  engaged  in  engineering  work  and  in 
Palestine  the  work  of  the  engineers  was  devoted  largely 
to  water  development  and  securing  a  constant  supply  for 
British  purposes. 


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531 


Captain  E.  A.  Earl,  R.E.,  A.M.E.I.C,  who  previous 
to  the  war  was  engaged  in  private  practice  in  Vancouver, 
and  who  joined  the  Canadian  Engineers  in  October  1914, 
has  gone  to  Vladivostok  in  the  capacity  of  Army  Inter- 
preter. Captain  Earl  was  commissioned  in  January, 
1916,  and  spent  two  years  in  France  with  the  84th  Field 
Company,  R.E.  He  was  wounded  in  June,  1916,  and 
again  in  February,  1918.  In  May,  1918,  he  was  appointed 
an  instructor  in  engineering,  which  position  he  still  held 
on  leaving  for  Vladivostok. 

* 

Robert  L.  C.  Pinget,  A.M.E.I.C,  has  lately  returned 
from  France.  Lieutenant  Pinget  left  Canada  early  in 
1914  and  was  demobilized  about  two  months  ago.  He  won 
the  Croix  de  Guerre  and  5  "  citations"  from  the  French 
Government  and  the  Cross  of  St.  John  of  Jerusalem  from 
the  English  Government.  He  is  returning  to  France  but 
he  wishes  to  keep  his  connection  with  The  Institute. 
His  address  will  be: 

Robert  Pinget, 

17,  rue  de  l'Yvette, 

Paris,  16ieme,    France. 

* 

Lieut.-Col.    H.    J.    Lamb,    D.S.O.,    M.E.I.C,  who 

recently  returned  from  overseas  has  been  promoted  to 
the  position  of  Supervising  Engineer  for  the  Province  of 
Ontario,  in  which  capacity  he  will  supervise  all  harbours 
and  rivers  in  Ontario,  with  offices  in  the  Equity  Chambers, 
Adelaide    Street,    Toronto.    Colonel    Lamb    has    been 


Lieut.-Col.  H.  J.  Lamb,  D.S.O.,  M.E.I.C. 

nineteen  years  with  the  Government  and  during  the 
construction  of  the  international  tunnel  under  the  Detroit 
River  he  represented  the  Dominion  Government  as 
Engineer-in-Charge.  An  account  of  Colonel  Lamb's 
military  career  appeared  in  the  June  issue  of  The  Journal. 


Lieut.-Col.  H.  L.  Trotter,  D.S.O.,  A.M.E.I.C, 
Officer  Commanding  the  11th  Battalion  of  Canadian 
Engineers,  arrived  with  his  battalion,  on  board  the  liner 
Olympic,  in  Halifax  on  June  11th.  Colonel  Trotter  has 
had  a  remarkable  career  at  the  front  and  has  brought 
distinction  to  himself,  his  country  and  his  profession. 


•"▼ 


Lt.-Col.  H.  L.  Trotter,  D.S.O.,  A.M.E.I.C, 
Comanding  11th  Battalion, 
Canadian  Engineers,  B.E.F. 

The  following  are  some  of  the  engagements  in  which 
the  11th  Canadian  Engineers  participated: — The  Somme, 
Sept.  to  Nov.,  1916;  Desire  Trench,  Nov.  17th  and  18th, 
1916;  Vimy  Ridge,  April  9th  to  13th,  1917;  Arleux  and 
Fresnoy,  April  28th  to  30th,  1917;  Lens,  begun  June 
11th,  1917;  Hill  70,  August  15th;  Passchendaele,  Oct. 
25th  to  Nov.  10th,  1917;  second  battle  of  the  Somme, 
March  and  April  1918;  Arras,  August  26th-28th;  Queant- 
Drocourt  Line,  Sept.  3rd-5th;  Canal  du  Nord,  Sept. 
27th-29th;  Denain,  Oct.  20th;  Valenciennes,  Oct.  25th- 
Nov.  2nd;  advance  towards  Mons,  Nov.  11th.  The 
Battalion  greatly  distinguished  itself  at  Canal  du  Nord. 

The  Institute  extends  to  Colonel  Trotter  a  very 
hearty  welcome  home. 


Gordon  L.  Shanks,  A.M.E.I.C,  has  returned  to 
Canada  on  the  Royal  George,  which  arrived  at  Halifax  on 
June  17th.  Mr.  Shanks  enlisted  with  the  Canadians  in 
1917,  and  was  later  transferred  to  the  Royal  Engineers, 
with  which  unit  he  took  the  road  engineering  cadet 
course  at  Newark  and  obtained  his  commission  in 
November  1917.  He  went  to  France  with  G.  H.  Q. 
on  the  strength  of  the  Inundation  Section  of  the  R.  E., 
on  water  defence  schemes.  Until  October  1918  he  was 
attached   to  the   Canadian   Headquarters'   Staff   under 


532 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


General  Lindsay  as  laison  officer  on  canal  work,  locks  and 
floods  on  the  Scarpe  and  Escaut  Rivers.  After  the  armis- 
tice was  signed  Mr.  Shanks  was  on  the  staff  engaged  in 
canal  reconstruction  in  British  areas. 

* 

It  is  gratifying  to  note  that  so  many  of  the  younger 
engineers  returning  from  overseas  are  losing  no  time  in 
applying  for  admission  to  The  Institute. 

Among  recent  applications  are  those  of  Major 
Harvey  W.  L.  Doane,  son  of  Major  F.  W.  W.  Doane, 
M.E.I.C.  Major  Harvey  Doane  was  one  of  the  organi- 
zers of  the  famous  10th  Siege  Battery.  He  crossed  with 
a  draft  to  England  and.  unable  to  get  to  France,  imme- 
diately transferred  to  the  Imperial  forces.  His  promo- 
tion was  rapid  and  he  was  sent  to  Egypt  as  O.  C.  420th 
Siege  Battery.  He  is  at  present  assistant  to  the  City 
Engineer  of  Halifax. 

Another  applicant  is  Capt.  F.  H.  Palmer,  M.C.  He 
also  was  one  of  the  organizers  of  the  10th  Siege  Battery, 
and  after  accompanying  his  battery  to  England  he  reverted 
to  the  rank  of  Lieutenant  in  order  to  get  to  France,  and 
was  in  the  thick  of  the  heavy  fighting.  He  is  at  present 
connected  with  the  Nova  Scotia  Highway  Board. 

* 

Prof.  H.  E.  T.  Haultain,  M.E.I.C,  of  Toronto 
University,  was  recently  presented  with  a  touring  car  by 
five  hundred  members  of  his  vocational  staff  at  the 
Armoury  on  the  occasion  of  his  retirement  from  the 
position  of  Vocational  Officer  for  Ontario.  The  presenta- 
tion was  made  the  occasion  of  a  striking  tribute  from  those 
who  had  worked  under  the  Professor  and  who  expressed 
their  keen  regret  that  his  active  connection  with  the 
Ontario  Vocational  Branch  of  the  Department  of  Soldiers' 
Civil  Re-Establishment  had  terminated.     It  was  pointed 


out  that  over  92  per  cent  of  the  male  vocational  staff  in 
Ontario  were  returned  officers  and  men,  who  had  learned 
to  look  on  the  retiring  chief  as  a  personal  friend. 

In  presenting  the  car  on  behalf  of  the  members  of  the 
Ontario  Vocational  Branch,  D.  D.  Eppes,  head  of  the 
After-Care  Department  for  Ontario,  emphasized  that 
Professor  Haultain  had  earned  the  confidence  of  the 
disabled  soldier  and  the  respect  and  affection  of  his  own 
subordinates.  The  speaker  recalled  that  the  retiring 
vocational  officer  had  entered  the  retraining  movement 
in  its  early  days  and  had  seen  it  grow  to  its  present-day 
tremendous  proportions.  He  paid  tribute  to  the  part  the 
Professor  had  played  in  the  development  of  the  retraining 
movement  and  lauded  his  sympathetic  handling  of  the 
returned  men.  The  staff  also  presented  a  gold  wrist  watch 
to  Professor  Haultain's  little  daughter,  and  a  bouquet  of 
roses  to  Mrs.  Haultain. 

Professor  Haultain,  who  was  taken  completely  by 
surprise,  accepted  the  presentation  with  a  few  suitable 
words. 


OBITUARY 


I 

■•4 


Ernest  Marceau,  B.Ap.Sc.  M.E.I.C,  Past  President 
of  The   Institute. 
The   engineering   profession   lost   one   of  its   noted 
members  on  May  24th  in  the  death,  at  his  home  at  Sault 
aux  Recollets  of  Ernest  Marceau  who  for  the  past  twenty- 
five  years  had  occupied  a  prominent  place  in  its  activities. 
Mr.    Marceau    was    born    at    Danville,    Que.,    on 
December   2nd,    1852,    and   graduated    from   the   Ecole 


Professor  H.  E.  T.  Haultain,  M.E.I.C. 


Late  Ernest  Marceau,  B.Ap.Sc,  M.E.I.C. 

Past  President, 
The  Engineering  Institute  of  Canada. 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


533 


Polytechnique  of  Montreal,  with  honors,  in  1877.  During 
his  entire  engineering  career  he  has  been  associated  with 
the  canals  of  Eastern  Canada,  and  for  the  greater  portion 
of  that  time  he  has  been  Superintending  Engineer  of 
Canals  in  the  Province  of  Quebec. 

During  the  years  1897,  1898  and  1899,  Mr.  Marceau 
was  a  Member  of  Council,  in  1901  he  was  elected  Vice- 
President  for  three  years,  in  1905  he  was  elected  President, 
and  in  1909  was  appointed  Treasurer  of  The  Institute, 
which  office  he  held  at  the  time  of  his  death.  The 
Gzowski  Medal  was  awarded  to  Mr.  Marceau  in  1901  for 
his  paper  on  the  Cariilon  Canal,  Dam  and  Slide. 

Mr.  Marceau  was  a  member  of  La  Societe  des 
Ingenieurs  Civils  de  France.  In  1904  he  was  appointed 
head  of  the  Ecole  Polytechnique  of  Montreal,   and  in 


1909  went  to  Europe  to  engage  professors  for  this  institu- 
tion, now  associated  with  Laval  University,  in  which 
institution  Mr.  Marceau  was  professor  of  industrial 
economy.  Besides  his  professional  and  educational 
activities,  he  devoted  some  time  to  literature  and  was  a 
contributor  to  foreign  as  well  as  home  periodicals. 

In  1879  Mr.  Marceau  married  Miss  Elzine  Tasse, 
daughter  of  the  late  Dr.  F.  Z.  Tasse,  of  St.  Vincent  de 
Paul,  who  died  in  1909.  He  had  been  in  weakened  health 
for  some  years  and  his  death  will  be  regretted  by  a  large 
circle  of  professional  and  personal  friends  by  whom  he 
was  held  in  deserved  respect. 

The  President  and  Council  of  The  Institute  sent  a 
floral  wreath,  and  The  Institute  was  represented  at  the 
funeral  by  a  large  number  of  Members. 


Employment  Bureau 


Situations  Vacant 

Civil  Service 

The  Civil  Service  Commission  of  Canada  hereby 
gives  public  notice  that  applications  will  be  received  from 
persons  qualified  to  fill  the  following  positions  in  the  Civil 
Service  of  Canada :  — 

A  Seismologist  for  Dominion  Astronomical  Observatory, 
Salary  $2,000  per  Annum. 

1.  A  Seismologist  for  the  Dominion  Astronomical 
Observatory,  Department  of  the  Interior,  at  an  initial 
salary  of  $2,000  per  annum. 

Duties:  To  perform  research  work  in  seismology  under 
direction,  in  connection  with  the  work  of  the  Dominion 
Astronomical  Observatory;  to  take  readings  of  seismolo- 
gical  instruments  and  maintain  such  instruments  in 
efficient  working  condition;  to  record,  compare,  compute, 
and  prepare  such  readings  and  the  results  of  seismological 
research  for  publication;  to  correlate  microseisms  and 
weather  conditions;  to  test  seismological  instruments; 
to  carry  on  investigations  with  reference  to  the  interior  of 
the  earth;  and  to  perform  other  related  work  as  required. 

Qualifications:  Graduation  from  a  university  of 
recognized  standing  with  specialization  in  mathematics 
and  physics;  at  least  three  years  of  experience  with 
physical  apparatus  and  instruments;  a  knowledge  of 
modern  languages'is  desirable. 

Applications  for  this  position  will  be  received  until 
July  the  2nd. 

An  Assistant  Astronomer  fo  r  the  Dominion  Astronomical 
Observatory.  Salary  $1,800  per  Annum. 

2.  An  Assistant  Astronomer  for  the  Dominion 
Astronomical  Observatory,  Department  of  the  Interior, 
at  a  salary  of  $1,800  per  annum. 

Duties:  To  assist,  under  direction  of  an  Astronomer 
in  making  telescopic  observations  for  the  determination  of 
time,  latitude,  longitude,  and  star  positions;  to  assist  in 
research  work  in  solar  physics,  spectros-copy,  and  other 
astronomical  and  astrophysical  work;  to  make  necessary 
computations  in  connection  with  such  observations;  to 
assist  in  comparing  and  regulating  primary  clocks  of  the 


time  service;  and  to  perform  other  related  astronomical 
and  mathematical  work  as  required. 

Qualifications:  Graduation  from  a  university  of 
recognized  standing,  with  specialization  in  astronomy, 
mathematics  and  physics;  at  least  three  years  of  experience 
as  an  observer  or  as  a  post-graduate  student  in  astronomical 
research;  exactitude;  steady  nerves;  good  eyesight. 

Application  forms  properly  filled  in.  must  be  filed  in 
the  office  of  the  Civil  Service  Commission  not  later  than 
June  26th. 

A  Power  Plant  Superintendent,  Salary  $200  to  $230 
per  month. 

3.  A  Power  Plant  Superintendent  for  the  power  plant 
at  the  new  Champlain  Dry  Dock  at  Lauzon,  P.Q., 
Department  of  Public  Works,  at  a  salary  of  $200  to  $230 
per  month;  to  have  charge  of  a  steam-electric  generating 
plant;  to  supervise  the  employees  engaged  in  operating  the 
plant  and  the  necessary  maintenance  and  repair  work; 
and  to  perform  other  related  work  as  required;  to  super- 
vise the  operation,  repair  and  maintenance  of  steam 
boilers  of  different  types,  automatic  stokers,  feed  pumps, 
valves,  steam  turbines,  alternating  and  D.  C.  generators 
and  motors,  electrical  controlling  apparatus,  centrifugal 
pumps,  automatic  high  pressure  valves  and  other  mechani- 
cal and  electrical  equipment  found  in  such  plants. 

Qualifications:  Education  equivalent  to  high  school 
graduation;  either  graduation  in  electrical  or  mechanical 
engineering  from  a  school  of  Applied  Science  of  recognized 
standing  with  three  years  of  experience  with  large  steam- 
electric  power  plants,  two  years  of  which  shall  have  been 
in  a  position  of  professional  responsibility;  or  five  years 
of  experience  in  large  steam-electric  power  plants,  two 
years  of  which  shall  have  been  in  a  position  of  professional 
responsibility;  a  thorough  knowledge  of  the  production  of 
electricity  by  steam  power  and  of  the  various  equipment 
used  in  such  work  ;  tact,  good  judgment  and  ability  to 
manage  men.  Applicants  must  be  residents  of  the  Pro- 
vince of  Quebec. 

Application  forms  properly  filled  in,  must  be  filed  in 
the  office  of  the  Civil  Service  Commission  not  later  than 
June  26th. 


534 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


General  Directions. 

Selections  for  eligible  lists  of  applicants  qualified  to 
fill  similar  vacancies  which  may  occur  in  future  may  be 
made  from  applications  for  these  positions. 

According  to  law,  preference  is  given  to  returned 
soldier  applicants,  possessing  the  minimum  qualifications. 
Returned  soldier  applicants  should  furnish  a  certified 
copy  of  their  discharge  certificate,  or,  in  the  case  of 
Commissioned  Officers,  a  certified  statement  of  their 
services. 

Application  forms  may  be  obtained  from  the  Do- 
minion-Provincial Employment  Officer,  or  the  Secretary 
of  the  Civil  Service  Commission,  Ottawa. 
By  order  of  the  Commission, 

Wm.  Foran.  Secretary. 


Mechanical  Draughtsman 

Mechanical  Draftsmen  wanted, 


Box  44. 


Drawing  Instructor 

Assistant  instructor  of  engineering  and  architectural 
drawing  wanted  for  the  Ottawa  Vocational  School  of  the 
Soldiers'  Civil  Re-Establishment.  Returned  soldier  pre- 
ferred. Apply  H.  Etches,  Architectural  drawing  ins- 
tructor, Soldier'  Aid  Commission,  327  Wellington  Street, 
Ottawa. 

Teacher 

Teacher  of  Physics  and  Chemistry  wanted  for 
Montreal  Technical  School,  duties  to  commence  in 
September  next.  Salary  $1500  per  year.  Apply  to 
Mr.  McLeish,  1015  Decarie  Blvd.,  N.  D.  G. 

Railway  Engineer  snd  Surveyor 

J.  C.  Broderick,  Engineer,  402  Transportation  Bldg., 
Main  8773,  requires  an  experienced  engineer  and  surveyor 
for  railway  location  work.    The  Rouge  River  Railway  Co. 

Locating  Engineer 

Engineer  and  surveyor  experienced  on  railway  loca- 
tion work  required  to  locate  a  new  line  of  railway  near  the 
Ottawa.    Box  43. 

Highway  Supervisor 

Returned  soldier,  preferably  an  engineering  graduate, 
wanted  for  highway  supervision.  At  present  the  position 
is  temporary  but  may  lead  to  permananence.  Salary 
$125  per  month.     Box  No.  42. 

Designing  Draftsman 

Thoroughly  competent  draftsman  for  general  civil 
engineering  and  construction  work,  capable  of  designing 
both  steel  and  concrete  to  work  under  the  chief  draftsman 
of  a  large  corporation.    Address  Box  41. 

Situations  Wanted 
Mechanical  Engineer 

McGill  graduate  desires  position  with  industrial 
firm.  Good  practical  and  technical  knowledge  of  steam 
plants  and  ability  for  industrial  organization.    Box  6  P. 

Municipal  Engineer 

Lieut.  C.  E.  (Reserve),  A.M.E.I.C,  is  desirous  of 
securing  a  position  as  municipal  engineer.  Has  had 
splendid  contracting,  railroad  and  general  engineering 
experience.    Apply  Box  4  P. 


Mechanical  Engineer 

Mechanical  engineer  as  general  or  mechanical  super- 
intendent A-l  mechanic,  technical  graduate,  twenty-five 
years  in  mechanical  industries,  steam  and  petrol  marine 
engines,  weaving  machinery,  reciprocating  and  centrifugal 
pumps,  fundry  practice;  sixteen  years  in  electrical  machi- 
nery construction,  good  tool  designer,  and  thoroughly  up- 
to-date  in  every  phase  of  manufacturing.     Box  7  P. 

Newfounland  Railways 

The  Reid-Newfoundland  Company  which  operates 
the  Newfoundland  Railway  under  contract  with  the 
Government,  has  had  one  of  the  most  successful  years  in 
its  history,  both  from  the  standpoint  of  freight  and  pas- 
senger traffic. 

When  in  1875  the  idea  of  constructing  a  railway  in 
Newfoundland  first  assumed  shape,  a  survey  was  made 
from  St.  John's  to  St.  George's  Bay  by  the  late  Sir  Sanford 
Fleming  with  the  intention  of  building  a  railway  system 
across  Canada  with  St.  John's,  Nfld.,  as  the  eastern  sea 
port  terminal. 

In  those  early  days,  even  the  most  optimistic  New- 
foundlander did  not  think  the  railway  would  be  anything 
more  than  a  line  of  steel  that  would  help  to  open  the 
natural  resources  of  the  Colony;  hence  a  narrow  guage 
road  was  deemed  adequate  for  all  requirements. 

In  recent  years,  however,  that  narrow  guage  railway 
with  its  light  rails,  has  been  forced  to  carry  more  traffic 
than  was  ever  dreamed  of  by  the  originators  of  the 
scheme.  It  is  hard  pressed  with  its  present  rolling  stock 
to  handle  the  increased  volume  of  freight,  for  in  the  year 
1918  it  carried  approximately  53,000  tons,  as  compared 
with  21,000  tons  in  1914;  that  is,  more  than  two  and  a  half 
times  the  volume  in  1918,  as  compared  with  1914.  The 
surplus  not  handled  by  the  railway  which  amounted  to 
1325  car  loads,  which  are  tv/ice  as  big  as  the  Newfoundland 
car  loads,  had  to  be  taken  from  Halifax  and  Sydney, 
Canada,  by  sea  to  Newfoundland.  A  daily  railway 
express  service  has  been  run  across  Newfoundland,  in 
order  to  cope  with  the  passenger  traffic.  Thus  it  has  been 
that  freight  and  passenger  records  have  more  than 
doubled  during  the  past  four  years  and  the  indications  are 
that  a  radical  change  will  soon  have  to  be  made  in  the 
road-bed  of  the  railway  itself  to  accommodate  the  travel- 
ling public  and  the  increasing  trade  of  the  Colony. 

When  the  railway  was  built  the  contract  called  for 
25  ton  locomotives.  The  Reid-Newfoundland  Company 
found  several  years  ago  that  it  was  necessary  to  have  65 
ton  engines  to  do  the  work,  yet  this  increased  weight  in 
rolling  stock  was  imposed  on  a  road-bed  and  a  rail  that 
were  originally  laid  down  to  do  not  more  than  20%  of 
the  traffic  that  has  been  done  yearly  during  the  past 
four  years. 

It  is  prophesied  that  the  trade  of  Canada  and  New- 
foundland, which  in  1918  had  a  value  to  Canada  of 
$11,000,000,  will  continue  to  grow  in  the  future  and  that 
passenger  traffic  will  also  increase.  These  facts  point 
to  the  necessity  of  improvement  in  the  railway  rolling 
stock  and  road-bed,  in  order  to  bring  them  up  to  modern 
requirements. 

Judge  F.  J.  Morris,  of  the  Court  of  Inquiry,  that 
investigated  the  railway  accident  that  took  place  in 
September  23rd,  1918,  in  a  written  judgment  just  pub- 
lished, recommends  to  the  Government  of  Newfoundland 
that  they  relay  the  railway. 


JOURNAL      OF      THE      ENGINEERING      INSTITUTE      OF      CANADA 


535 


jfflember*  of  Council  for  1919 

PRESIDENT 
Lieut. -Col.  R.  W.  LEONARD,  St.  Catharines,  Ont. 


VICE-PRESIDENTS 
{WALTER  J.  FRANCIS,  Montreal  *R.  F.  HAYWARD,  Vancouver 

*Prof.  H.  E.  T.  HAULTAIN,  Toronto  JD.  O.  LEWIS,  Victoria 


G.  H.  DUGGAN,  Montreal 


JBrig.-Gen.  SIR  ALEX  BERTRAM, 

Montreal 
JW.  P.  BRERETON,  Winnipeg 
tN.  E.  BROOKS,  Sherbrooke 
fProf.  ERNEST  BROWN,  Montreal 
*A.  R.  DECARY,  Quebec 
{L.  B.  ELLIOT,  Edmonton 
tG.  GORDON  GALE,  Ottawa 
tJ.  E.  GIBAULT,  Quebec 
tProf.  PETER  GILLESPIE,  Toronto 
tALEX  GRAY,  St.  John,  N.B. 

*  For  1919 


PAST  PRESIDENTS 
Col.  J.  S.  DENNIS,  Montreal 
COUNCILLORS 
*Prof.  A.  R.  GREIG,  Saskatoon 
*J.  H.  KENNEDY,  Vancouver 
*H.  LONGLEY,  Halifax,  N.S. 
}G.  D.  MACKIE,  Moose  Jaw 
}R.  W.  MacINTYRE,  Victoria 
tM.  H.  MacLEOD,  Toronto 
tE.  G.  MATHESON,  Vancouver 
*G.  A.  MCCARTHY,  Toronto 
fD.  H.  McDOUGALL,  New  Glasgow,  N.S. 
JW.  A.  McLEAN,  Toronto 

t  For  1919-20 


H.  H.  VAUGHAN,  Montreal 


tJOHN  MURPHY,  Ottawa 

fWm.  PEARCE,  Calgary 

*F.  H.  PETERS,  Calgary 

tJ.  M.  ROBERTSON,  Montreal 

*R.  A.  ROSS,  Montreal 

*JULIAN  C.  SMITH,  Montreal 

tJ.  G.  SULLIVAN,  Winnipeg,  Man. 

tL.  A.  THORNTON,  Regina 

*JAMES  WHITE,  Ottawa 

{ARTHUR  SURVEYER,  Montreal 

tFor  1919-20-21 


SECRETARY 
FRASER  S.  KEITH,  Montreal 


HALIFAX 

Chairman,      F.  A.  BOWMAN 
Sec.-Treas.,     FRED.  R.  FAULKNER 
Nova  Scotia  Technical  College, 

Halifax,  N.S. 
Executive,       L.  H.  WHEATON 
W.  P.  MORRISON 
P.  A.  FREEMAN 
J.  LORNE  ALLAN 
HIRAM  DONKIN 
RODERICK  McCOLL 

ST.  JOHN 

Chairman,  C.  C.  KIRBY 
Secretary,    A.  R.  CROOKSHANK 

Box  1393,  St.  John,  N.B. 
Executive,   G.  G.  HARE 
C.  O.  FOSS 
G.  G.  MURDOCH 
A.  GRAY 

QUEBEC 

Chairman,  A.  R.  DECARY 
Secretary,    J.  A.  BUTEAU 
10  Aberdeen  St.,  Quebec 
Executive,   F.  T.  COLE 

J.  E.  GIBAULT 

A.  E.  DOUCET 

S.  S.  OLIVER 

A.  AMOS 

W.  LEFEBVRE 

MONTREAL 

Chairman,  WALTER  J.  FRANCIS 
Vice-Chair.,  ARTHUR  SURVEYER 
Sec.-Treas.,  FREDERICK  B.  BROWN 

260  St.  James  St.,  Montreal 
Executive,   F.  P.  SHEARWOOD 

W.  CHASE  THOMSON 
H.  G.  HUNTER 
K.  B.  THORNTON 
de  M.  J.  DUCHASTEL 
S.  F.  RUTHERFORD 
and  local  councillors. 

OTTAWA 

Chairman,  R.  de  B.  CORRIVEAU 
Secretary,    M.  F.  COCHRANE 

Dept.  of  Interior,  Ottawa 
Executive,   J  BLIZARD 

J.  B.  CHALLIES 

G.  B.  DODGE 

E.  B.  JOST 

A.  F.  MACALLUM 

Col.  C.  N.  MONSARRAT 


OFFICERS  OF  BRANCHES 

TORONTO 

Chairman,  A.  H.  HARKNESS 
Secretary,    W.  S.  HARVEY 
324  Glen  Road,  Toronto 
Executive,   J.  R.  W.  AMBROSE 
WILLIS  CHIPMAN 
H.  G.  ACRES 
H.  E.  T.  HAULTAIN 
W.  A.  BUCKE 
R.  O.  WYNNE-ROBERTS 
P.  GILLESPIE 
HAMILTON 

Chairman,  R.  K.  PALMER 
Sec.-Treas.,C.  F.  WHITTON 

10  Turner  Ave.,  Hamilton 
Executive,   E.  H.  DARLING 

J.  A.  McFARLANE 
KINGSTON 

Activities  discontinued  until  the 
close  of  the  war. 
NIAGARA  PENINSULA 

Chairman,  A.  C.  D.  BLANCHARD 
Vice-Chair.,  W,  P.  NEAR 
Secretary,       R.  P.  JOHNSON 

Box  245,  Niagara  Falls,  Ont. 
Executive,       J.  A.  GRANT 
H.  L.  BUCKE 
W.  H.  SULLIVAN 
N.  R.  GIBSON 
H.  M.  BELFOUR 
Lt.  Col.  R.  W.  LEONARD, 
ex-officio. 
BORDER  CITIES 

Chairman,  JOHN  A.  BROWN 

Secretary,     G.  C.  WILLIAMS 

c/o  Canadian  Bridge  Co., 

Walkerville,  Ont. 
Treasurer,    F.  J.  BRIDGES 
Executive,     M.  E.  BRIAN 
H.  THORN 

A.  J.  STEVENS 
SAULT  STE.  MARIE 

Chairman,  J.  W.  LeB.  ROSS 
Sec.-Treas., NEWTON  L.  SOMERS 

Box  412,  Sault  Ste.  Marie,  Ont. 
Executive,   R.  S.  McCORMICK 

B.  E.  BARNHILL 
A.  G.  TWEEDIE 
J.  H.  RYCKMAN 

MANITOBA 

Chairman,      W.  P.  BRERETON 
Sec.-Treas.,     GEO.  L.  GUY 

300  Tribune  Bldg.,  Winnipeg 
Executive,       J.  C.  HOLDEN 
W.  M.  SCOTT 


SASKATCHEWAN 

Chairman,  H.  S.  CARPENTER 

Vice-Chair., C.  J.  YORATH 

Sec.-Treas.  J.  N.  deSTEIN 

2123  Retallack  St.,  Regina,  Sask. 

Executive,   L.  A.  THORNTON 
H.  R.  MACKENZIE 
W.  R.  WARREN 
G.  D.  MACKIE 
J.  R.  C.  MACREDIE 
Prof.  A.  R.  GREIG 
H.  McIVOR  WEIR 

EDMONTON 

Chairman,       A.  W.  HADDOW 
Vice-Chair.,    J.  L.  COTE 
Secretary,        R.  J.  GIBB 

c/o  City  Engineer,  Edmonton 
Executive,        R.  CUNNINGHAM 
D.  J.  CARTER 

A.  W.  HADDOW 
R.  P.  GRAVES 
L.  B.  ELLIOT 

CALGARY 

Chairman,      G.  W.  CRAIG 
Secretary,        C.  M.  ARNOLD 

513  -  8th  Ave.  West,  Calgary 
Executive,       A.  S.  DAWSON 
F.  H.  PETERS 

B.  L.  THORNE 
A.  S.  CHAPMAN 

VICTORIA 

Chairman,  W.  M.  EVERALL 
Vice-Chair.,R.  A.  BAINBRIDGE 
Secretary,    J.  B.  HOLDCROFT 

610  Belmont  House,  Victoria,  B.C. 
Treasurer,  E.  DAVIS 
Executive,    E.  N.  HORSEY 
N.  A.  YARROW 
D.  O.  LEWIS 
R.  W.  MACINTYRE 

VANCOUVER 

Chairman,  E.  G.  MATHESON 
Sec.-Treas.,  A.  G.  DALZELL 

647  -  12th  Ave.  E.,  Vancouver,  B.C. 
Acting  Sec.-Treas., 

C.  BRAKENRIDGE 
Executive,   C.  BRAKENRIDGE 

W.  G.  SWAN,  D.S.O. 

G.  A.  WALKEM 

WILLIAM  ANDERSON 


536 


JOURNAL    OF    THE    ENGINEERING     INSTITUTE    OF    CANADA 


Preliminary   Notice 

of  Application  for  Admission  and  for  Transfer 


20th  June,  1919. 

The  By-laws  now  provide  that  the  Council  of  the  Institute  shall 
approve,  classify  and  elect  candidates  to  membership  and  transfer 
from  one  grade  of  membership  to  a  higher. 

It  is  also  provided  that  there  shall  be  issued  to  all  corporate  members 
a  list  of  the  new  applicants  for  admission  and  for  transfer,  containing 
a  concise  statement  of  the  record  of  each  applicant  and  the  names  of  his 
references. 

In  order  that  the  Council  may  determine  justly  the  eligibility  of 
each  candidate,  every  member  is  asked  to  read  carefully  the  list 
submitted  herewith  and  to  report  promptly  to  Secretary  any  facts 
which  may  affect  the  classification  and  election  of  any  of  the  candidates. 
In  cases  where  the  professional  career  of  an  applicant  is  known  to  any 
member,  such  member  is  specially  invited  to  make  a  definite  recom- 
mendation as  to  the  proper  classification  of  the  candidate.* 

If  to  your  knowledge  facts  exist  which  are  derogatory  to  the  personal 
reputation  of  any  applicant,  should  be  promptly  communicated. 

Communications  relating  to  applicants  are  considered  by 
the  Council  as  strictly  confidential. 


The  Council   will   consider  the  applications  herein   described   in 
July,  1919. 

Fraser  S.  Keith,  Secretary. 


An/r—  HERBERT  WILLIAM,  of  Ottawa,  Ont.  Born  at  Wrexham,  N.  Wales, 
March  17th,  1871.  Educ,  privaU1  tuition  Grammar  School,  Wrexham.  1888-89, 
on  air  compressors  and  pneumatic  pumps  in  eng.  dept.  of  Hughes  &  Lancaster,  Chester, 
Eng.;  1889-1902,  with  Shone  &  Ault.  London,  Eng..  as  follows:— 1889-93,  articled 
pupil;  1893-91,  in  office  and  field  in  connection  with  drainage  of  various  towns  in  the 
Thames  Valley;  1894-96,  in  chg.  of  carrying  out  town  drainage  and  waterworks; 
1897-1902,  in  office  and  field  on  drainage  schemes;  1905-07,  with  H.  B.  Proudfoot, 
Saskatoon,  on  timber  berths  and  town  suhdivs  ;  1908-19,  surveys  examiner,  Topo- 
graphical Survey,  at  present  ch.  dftsman.,  Reclamation  Service,  Ottawa. 


References:  II.  .1.  Burley,  G. 
A.  Davy. 


B.  Dodge,  ,1.  S.  Tempest.  B.  E.  Norrish ,  W.  C.  Gillis, 


B  VRN.IUM  —  HAROLD  FREDERICK  GUILD,  of  Prince  Rupert,  B.C.  Born  at 
Montreal,  Quo.  June  19th.  1880.  Educ.  Montreal  High  sch.  and  I.C.S.  1900-17 
with  G.T.P.  Ry.  as  follows:  — 1906-08  dftsman  on  preliminary  and  location  surveys; 
1909  (0  inns.)  dftsman  on  location;  191)!)- 1 2  dftsman,  div.  engrs.  office  Mt.  div.;  1912-14, 
ch.  dftsman  div.  engrs  office  Mt.  div.;  1914-10,  dftsman,  asst.  engrs.  office.  Prince 
Rupert:  1917-18,  in  chg.  of  field  party  on  location,  etc.,  Narrow  and  Broad  Gauge 
Army  railways  in  France;  1908  (0  mos.)  transitman  on  location;  1919  to  date  instr'man 
in  chg.  of  res.  engrs  office,  Prince  Rupert. 

References:  W.  H.  Tobey,  .1.  McGregor,  A.  L.  Ford,  M.  A.  Roby. 

BARTH AM— VIVIAN  TURNILL,  of  Toronto.  Ont.  Born  at  Ottawa,  Ont  , 
Aug.  2nd.  1878.  Educ,  Coll.  Inst.  1895-1905,  Becy.  and  gen.  mgr.,  Can.  Atlantic 
Ry.,  Ottawa;  1905-06,  eh.  clerk,  purchasing  dept..  C.P.R.,  Montreal;  1906-09,  purchas- 
ing agent  and  gen.  storekeeper,  T,  &  N.  O.  Ry..  North  Bay;  1909,  in  constrn.  business 
with  Denis  Murphy,  later  in  same  business  alone,  at  present  is  vice-pres.,  National 
Shipbuilding  Co.  Ltd.,  Goderick.  Ont.;  pres.,  Bartram  &  Ball  Lumber  Co.,  Montreal; 
pres  ,  Spardon  Elec.  Products  Ltd.,  Ottawa. 


References: 
Wood 


G.    A.    Mountain,    E,    D.    Lafleur,  .1.  .1.  Collins,  C.  H.  Reefer,  C.   O. 


•The  professional  requirements  are  as  follows: — 

Every  candidate  for  election  as  MEMBER  must  be  at  least  thirty  years  of  age, 
and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  twelve  years, 
which  period  may  include  apprenticeship  or  pupilage  in  a  qualified  engineer's  office 
or  a  term  of  instruction  in  some  school  of  engineering  recognized  by  the  Council.  The 
term  of  twelve  years  may,  at  the  discretion  of  the  Council,  be  reduced  to  ten  years 
in  the  case  of  a  candidate  who  has  graduated  in  an  engineering  course.  In  every  case 
the  candidate  must  have  had  responsible  charge  of  work  for  at  least  five  years,  and  this 
not  merely  as  a  skilled  workman,  but  as  an  engineer  qualified  to  design  and  direct 
engineering  works. 

Every  candidate  for  election  as  an  ASSOCIATE  MEMBER  must  be  at  least 
twenty-five  years  of  age,  and  must  have  been  engaged  in  some  branch  of  engineering 
for  at  least  six  years,  which  period  may  include  apprenticeship  or  pupilage  in  a  qualified 
engineers'  office,  or  a  term  of  instruction  in  some  school  of  engineering  recognized  by 
the  Council.  In  every  case  the  candidate  must  have  held  a  position  of  professional 
responsibility,  in  charge  of  work  as  principal  or  assistant,  for  at  least  two  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  shall  be  required  to  pass  an  examination  before  a  Board  of  Examiners 
appointed  by  the  Council,  on  the  theory  and  practice  of  engineering,  and  especially 
inoneof  thefollowingbranchesathisoption  Railway,  Municipal,  Hydraulic,  Mechanical, 
Mining,  or  Electrical  Engineering. 

This  examination  may  be  waived  at  the  discretion  of  the  Council  if  the  candidate 
has  held  a  position  of  professional  responsibility  for  five  years  or  more  years. 

Every  candidate  for  election  as  JUNIOR  shall  be  at  least  twenty-one  years  of 
age,  and  must  have  been  engaged  in  some  branch  of  engineering  for  at  least  four  years. 
This  period  may  be  reduced  to  one  year,  at  the  discretion  of  the  Council,  if  the  candidate 
is  a  graduate  of  some  school  of  engineering  recognized  by  the  Council.  He  shall  not 
remain  in  the  class  of  Junior  after  he  has  attained  the  age  of  thirty-five  years. 

Every  candidate  who  is  not  a  graduate  of  some  school  of  engineering  recognized 
by  the  Council,  or  has  not  passed  the  examinations  of  the  first  year  in  such  a  course, 
•hall  be  required  to  pass  an  examination  in  the  following  subjects  Geography,  History 
(that  of  Canada  in  particular),  Arithmetic,  Geometry  Euclid  (Books  I.-1V.  and  VI.), 
Trigonometry,  Algebra  up  to  and  including  quadratic  equations. 

Every  candidate  for  election  as  ASSOCIATE  shall  be  one  who  by  his  pursuits, 
scientific  acquirements,  or  practical  experience  is  qualified  to  co-operate  with  engineers 
in  the  advancement  of  professional  knowledge. 


The  fact  that  candidates  give  the  names 
of  certain  members  as  references  does  not 
necessarily  mean  that  their  applications 
are  endorsed  by  such  members. 


FOR  ADMISSION 


BOWEN  -SYDNEY,  of  Morrisburg,  Ont.  Born  at  Llanelly.  S.  Wales.  Dec. 
2nd.  1882.  Educ,.  associate'.  City  &  Guilds  Inst.,  London  Univ.  1904.  1904  (3  mos.) 
dftsman  Nevills  Eng  works;  1904-00,  sectional  engineer  on  Charing  Cross.  Euston  <fe 
Hampstead  Tubular  Ry..  in  chg.  of  shafts,  stations,  etc.;  1907-08,  parliamentary 
and  constrn.  surveys  for  motor  roads  and  tramways,  and  ch.  asst.  engr.  on  railway 
in  Ireland;  1909-11.  on  various  eng.  works,  including  direct  chg.  of  constrn.  surveys 
and  plans  for  waterworks,  etc.;  1912-14,  inst'man  and  acting  res.  engr.  on  constrn., 
C.P.R.;  1914-18,  res.  engr  ,  on  Trent  Valley  Canal;  1918  (4  mos.)  res.  engr.,  C.N.R., 
on  maintenance  work;  Aug.  1918  to  date,  first  asst  engr.  on  St.  Lawrence  River  survey 
for  Hydro  Elec,  Power  Comm. 

References:  A  .1  Grant.  .1  B  M.Rea.  .1  H.  McLaren,  F.  S.  Lazier,  M.  C. 
Henderson. 

BUCKLEY— REX  ELMER,  of  Niagara  Falls,  Ont.  Born  at  Niagara  Falls, 
Nov.  17th,  1889.  Educ,  2  yrs.  eng.  Valparaiso  Univ.  1900-08,  in  city  engr's  office, 
Niagara  Falls,  as  transitman,  etc.,  on  O.L.S.;  1908-09,  transitman  in  city  engr's  office, 
St  Petersburg,  Florida:  1909  '7  mos),  1910  (8  mos.).  1912  (6  mos.),  in  chg.  of  field 
work  for  J.  C.  Gardner.  Niagara  Falls,  on  municipal  work;  1909-10  (5  mos.)  in  chg.  of 
field  party  from  city  engr's  office,  Aberdeen,  Wash.;  1911-14,  instrument  work  and  ins- 
pection of  concrete,  steel,  etc.,  Ont.  Power  Co. ;  1914-10,  in  chg.  of  field  party  on  Welland 
Ship  Canal;  1910-18,  with  Can  Niagara  Power  Co.,  in  chg.  of  field  work  and  estimates; 
Dec.  1918  to  date,  with  Niagara  Falls  Power  Co.,  eng.  and  inspection  of  substation 
at  Echota,  N.Y. 

References:  J.  H.  Jackson,  .1  C.  Gardner,  G.  C.  Hoshal.  W.  Jackson,  J.  L.  Weller, 
W.  H.  Sullivan.  F.  N.  Rutherford.  T.  H.  Hogg. 

CHAPMAN— EDWARD  WILLARD  GORDON,  of  Halifax,  N.S.  Born  at 
Dartmouth,  N.S.  Sept.  17th.  1890.  Educ.  B.Sc.  (C.E.)  N.S.  Tech.  Coll.  1914. 
1912-13.  transitman  ry  constr.  C.N.O.  Ry.  Port  Arthur  dist.;  1914-10  transitman 
ry.  constr.  C.G.R.  Halifax,  to  St  St.  John,  subdiv.;  1910-18  Quartermaster-Serg. 
of  the  30th  Battery;  1918  to  date  industrial  surveyor  with  Dept.  of  Soldiers  Civil 
Re-establishment,  Halifax,  N.S. 

References:  C.  W.  Archibald,  C.  E.  W.  Dodwell,  F.  R.  Faulkner,  O.  S.  Cox. 

CRAIG— JOHN,  of  Nelson,  B.C.  Born  at  Toronto,  Ont.,  Sept.  20th.  1877. 
Educ  ,  B.A.Sc,  Toronto  Univ.,  1901.  1899-1900.  with  Toronto  street  ry.  shops; 
1901-02,  dftsman  in  switchboard  dept  ,  Westinghouse  Co..  Pittsburgh,  Pa.;  1902-03, 
Fellow  at  School  of  Science;  1903-08,  asst.  engr.,  with  Willis  Chipman,  on  water, 
sewer  and  municipal  work;  1908-14,  contractor  in  municipal  work;  1915-17,  asst.  engr. 
with  Chipman  &  Power;  1917-18,  with  Jennings  &  Ross.  Milwaukee,  in  chg.  of  sewer 
contract;  1918  to  date,  asst.  engr.  on  B.C.  hydrometric  survey. 

References:  W.  Chipman.  (1.  Power,  J.  E.  Underwood,  J.  B.  Challies,  R.  G.  Swan. 


AMIOT— ROMEO  SADI,  of  Chicoutimi,  P.O.  Bom  at  New  York,  June  26th, 
1894.  Educ,  ■">  yrs  Rimouski  Seminary,  1  yr.  Poly.  School.  1914,  rodman,  etc.; 
191."..  transitman  and  first  asst.,  with  Win.  Tremblay.  P.L.S.  and  C.E. ;  1916-17,  asst. 
with  ch,  engr.,  Chicoutimi  Pulp  Co.,  on  constrn.  in  connection  with  pulp  mills;  1918- 
May  1919.  first  asst.  with  ch.  engr.,  Robcrval  Sagucnay  Ry.,  also  municipal  engr., 
count}    of  Chicoutimi;  at  present,  engr.  on  constrn.  of  highway,  Prov.  Govt. 

References:  P.  E.  Amiot,  J.  F.  Grenon,  J.  O.  Laehance,  J.  A.  Lefebvre,  L.  G. 
Trudeau. 


CRAM— HALDANE  RODGER,  of  Ottawa.  Ont  Born  at  Ottawa,  Ont.  Sept. 
22nd.  1888.  Educ.  B.Sc.  McGill  Univ.  1911.  Summer  1909,  eng.  asst.  on  constrn, 
of  grandstand,  Ottawa  Exhibition  Grounds;  1911-12  various  surveys  and  sewerage 
installation  inspection  for  J.  H.  Moore;  1912  (0  mos.)  eng.  asst.  in  Topographical 
Surveys  Br.;  1912  (0  mos  )  hydrometric  engr.  Irrigation  Br.;  1912-17.  office  engr. 
Irrigation   Br.;   1917  to  date,  drainage  engr.  Reclamation  Service,  Ottawa. 

References:  J.  S.  Tempest,   R.  J.  Burley,   R.   A.   Davy,  F.  S.    Durmmond,  A.  L. 
F'ord. 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA  537 


DUNBAR— WILLIAM  PATTERSON,  of  Vancouver,  B.C.  Born  at  Broughty 
Ferry,  Scotland,  Feb.  11th,  18S7.  Educ,  B.Sc.  (distinction)  Edinburgh  Univ.,  1911. 
A.M.I.C.E.  B.C.L.S.,  1914.  1913-14,  asst.  to  J.  A.  Walker  on  B.C.  survey;  4  yrs. 
in  machine  shop,  1  yr.,  drawing  office,  Urquhart,  Lindsay&  Co.,  Dundee,  Scot.;  1  yr. 
with  Col.  T.  H.  Tracy,  on  gen.  eng.  work;  2  mos..  road  locator,  municipality  of  N.Van- 
couver; 4  mos.  field  dftsman,  C.P  R  ;  at  present,  asst.  in  testing  laboratory  Forestry 
&  Products  Laboratory,  Vancouver. 

References:  T.  IT.  Tracy,  .1.  A.  Walker,  E.  A.  Jamieson,  C.  Brakenridgc,  E.  G. 
Matheson. 

FAIRBANKS  -ROGER  LOT  IS,  of  Port  Arthur,  Ont.  Born  at  Marquette, 
Man.,  Dec.  13th,  1887.  Educ,  Ottawa,  Univ.  Am.  S.C.,  19C0  (5  mos.)  tapeman; 
1900-08,  timkeeper;  1909  (3  mos.)  rodman;  1909-12,  transitman;  1912-15,  res.  engr.,* 
T.C.  Ry.;  1915-17,  res.  engr.,  H.  B.  Ry.,  since  Jan.  1918,  licut  ,  11th  Batt.,  C.R.T., 
recently  returned  from  overseas. 

References:  A.  10.  Doucet,  J.  W.  Porter,  A.  Timbrell,  D.  S.  Scott,  C.  L.  Hervev, 
J.  E.  Gibault. 

FREEMAN— ROBERT  POUTER,  of  Halifax,  N.S.  Horn  at  Halifax,  July  5th, 
1888.  Educ,  B.Sc.  (C.E.)  N.S.  Tech.  Coll.,  1915.  1900-09.  dftsman,  etc,  on  property 
surveys;  1908-09,  rodman  on  location  and  constrn.,  T.C.Ry.;  1909-10,  instr'man  on 
constrn..  N.T.C.  Ry.;  1911,  instr'man  and  rodman  on  constrn.,  C.P.  Ry.;  1912-13, 
res.  engr.  on  constrn.,  I.C.  Ry.;  1914,  engr.  and  inspector  on  surveys,  culvert  and 
bridge  constrn.;  N.S.  Prov.  Highway  Board;  1915,  engr.,  on  survevs,  dsgning  and 
reeonstrn.;  1915-16,  instructor  in  chg.  of  short  course  land  surveying,  N  S  Tech. 
Coll.;  1916,  contracting  in  reinforced  concrete  constrn.  etc  .  on  a  Email  scale;  Oct. 
1916,  enlisted  and  has  recently  returned  from  overseas. 

References:  W.  1'.  Morrison,  J.  W.  Roland,  C.  O.  Foss,  J.  R.  Freeman,  L.  H. 
Wheaton,  F.  R.  Faulkner,  J.  Lorne-Allan. 

FROST— STANLEY  RICHARD,  of  Niagara  Falls,  Ont.  Porn  at  Owen  Sound, 
Out.,  July  23rd,  1886.  Educ,  honor  matric,  Coll.  Inst.  1904-05,. ch.  asst,  t«.  I 
Wells,  mech.  culm-.;  1900-14,  with  Portland  Cement  Co.,  as  follows: — 1906,  on  constrn. 
and  operation,  Babcock,  Man.;  1907,  night  supt.,  Irontnn,  Ohio;  190-10.  asat.  supt., 
Orangeville,  Out.;  1911-14,  asst.  supt..  later  supt.,  Kirkfifld.  Ont.;  1915,  in  chg.  of 
mech.  work  on  automobile  assembling;  1916- IS,  supt.,  Portland  Cement  Co.,  at  Hanover 
and  Durham,  Ont.;  Sept.  1918,  eh.  dftsman.,  American  Cyanimid  Co.:  Jan.  1919  to 
date,   ch.  mech.  engr.,  in  chg.  of  maintenance   and  constrn.    in  large  chemical  plant. 

References:  D.  R.  Thomas,  A.  C.  D.  Blanchard,  D.  T.  Black,  T.  D.  Kennedy. 

GARDNER— DOUGLAS  BANKIER.  (Lieut).,  of  Toronto,  Ont.  Born  at  Peter- 
boro,  Ont.  Nov.  30th,  1890.  Educ.  B.A.8c.  1910.  Summers:— 190s.  timekeeper 
.with  Hibbard  &  Pringle;  1909  with  re-survey  party  for  C.P.R.;  1910-11  , clerk  in  Road- 
ways office,  City  Hall,  Toronto;  1913,  asst.  hydrographer  and  transitman  on  govt, 
irrigation  survey  party  in  Maple  Creek  dist.;  1914  inst'man  in  chg.  of  partv.  Road- 
ways office.  City  Hall,  Toronto;  1915,  shift  boss  in  Cyanide  Gold  Mill  at  Tough  Oaks 
mine;  1916-19,  Lieut,  in  Can.  Engrs.;  at  present  with  Hydro-Elee.  Power  Comm.  as 
dftsman  under  T.U.  Fairlie. 

References:  J.  M.  R.  Fairbairn,  T.  U.  Fairlie,  P.  Gillespie,  F.  C.  Krumm  H. 
Wykes,  F.  B.  Goedike,  H.  Robertson. 

GISBORNE— LIONEL  LEATHAM,  of  Niagara  Falls,  Ont.  Born  at  Sydney, 
N.S.,  Feb.  12th,  1870.  Educ.  B.Sc  (mech.  eng.)  McGill  Univ..  1899.  5  years, 
fitter,  machinist,  mech.,  draftsman  and  dsgning  mech.  dftsman,  1913.  erecting  engr., 
James  Cooper  Co..  Montreal;  in  chg.  of  installation;  1905  sales dept.,  mech.  engr, 
Allis-Chalmers-Bullock  Ltd.  who  took  over  the  Jas.  Cooper  Co.:  19C8,  on  staff  of 
International  Marine  Signal  Co.,  Ottawa,  as  dsgning  dftsman  and  erecting  engr.,  later 
in  chg.  of  experimental  work;  1911,  erecting  engr,  American  Gas  Accumulator  Co., 
Philadelphia,  Pa.;  1915,  asst.  water  works  engr.,  Ottawa:  at  present,  dsgning  mech. 
dftsman.,  Niagara  Development,  Hydro  Elec  Power  Comra., 

References:  J.  B.  Goodwin,  A.  C.  D.  Blanchard,  H.  L.  Bucke,  J.  B.  McRae, 
H.  Gisborne. 

HARRIS— ATHOL  CARR,  of  St.  Catharines,  Ont.  Born  at  Kingston,  Ont. 
Sept.  20th,  1883.  Educ,  B.Sc,  1906,  M.E.  1912,  Queen's  Univ.  1903-05,  transitman, 
chg.  of  party,  G.T.P.;  1900-07,  with  Copper  Queen  Consolidated  Mining  Co.,  Bisbee, 
Ariz.;  4  mos.  with  mine  eng.  corps;  5  mos.  underground  miner;  1907  (6  mos.)  with 
Greenidge  &  Lee,  mine  engrs.  and  assayers,  Cananea,  Mexiro;  1907-13,  with  Caiianea 
Consolid.  Copper  Co.,  on  mine  eng.  force  and  asst.  to  eh.  mine  engr.;  1913  (2  mos.) 
made  partial  survey  for  Montezuma  Arizpe  Mining  Co.;  2  mos  ,  sampler  with  Can. 
Copper  Co.,  CopperClifT,  Ont.;  3  mos.  ch.  mine  engr.,  Moroeocha  Mining  Co.,  Moro- 
cocha,  Peru;  1914,  sampler,  Dome  Mines  Co.,  South  Porcupine;  4  mos.,  supt.  ot  mine 
for  P.  Tetreault;  Oct.  1910  to  date,  with  Coniagas  Reduction  Co.  Ltd  ,  Ihorold,  Ont., 
as  follows:     1916,  asst.  supt.;   1918,  works  mgr.;  1919,  supt. 

References:  R.  W.  Leonard,  J.  F.  Pringle,  J.  C.  Gwillim,  E.  H.  Pense,  R.  O. 
Sweezey. 

LIONAIS— JOSEPH  EDOUARD,  of  Montreal,  Que.  Born  at  Montreal, 
Sept.  3rd,  1893.  Educ.  B.Sc.  McGill  Univ.  1915;  summer  vacations  work  with  Cana- 
dian Allis  Chalmers,  Dominion  Govt.,  Dominion  Bridge;  1915  (6  mos.)  asst.  engr. 
with  G.  M.  Gest,  Ltd.;  1915  to  date  with  Montreal  Light  Heat  &  Power  Co.,  Elcc. 
Dist.  Dept. 

References:  H.  E.  Vautelet,  R.  M.  Wilson,  L.  A.  Kenyon,  L.  A.  Herdt,  E.  Brown, 
J.  M.  Laforest. 

LLOYD— FREDERICK  LUTTLEY,  (Lieut.)  of  Winnipeg,  Man.  Born  at 
Bridgend,  Wales,  Aug.  1st,  1884.  Educ,  4  yr.  course,  School  of  Erg.,  Swindon,  Eng. 
1904-08,  junior  asst.,  Welsh  County  roads  and  bridge  dept.;  1908-09,  topog'r,  leveller, 
dftsman,  H.B.  Ry.;  1909  (6  mos.)  dftsman.,  Man.  Govt,  telephone  constrn.,  3  mos., 
instr'man  on  constrn.,  C.P.R.;  1910-12,  topog'r  and  dftsman  on  prelim,  and  location 
surveys,  G.T.P.  Ry.;  1912-13,  inst'man  and  acting  res.  engr.  on  constrn.,  G.T.P.; 
1913-15,  res.  constrn.  engr.,  H.B.  Ry.;  Feb.  1916-May  1919  on  active  service,  lieut., 
6th  Batt.,  C.R.T. 

References:  G.  C.  Dunn,  J.  Armstrong,  F.  P.  Moffatt,  J.  V.  Dillabough,  W.  J. 
D.  Reed-Lewis,  W.  M.  Wilkie,  E.  W.  Reed-Lewis. 


LYON— JOHN  EDWARD.  (Lieut),  of  Ottawa,  Out.  Born  at  Ottawa,  Aug. 
28th,  1895.  Educ,  War  certificate,  R.M.C.,  1917.  D.L.S.,  1917.  1914  (0  mos.) 
and  1915  (5  mos.)  asst.  to  G.  C.  Cowper  on  D.L.S.  in  Sask.;  1917,  lieut.,  Royal  Can. 
Engrs.,  Canada;  1917-Apr.  1919,  on  active  service  in  England  and  France,  7th  Batt. 

References:  J.  B.  Cochrane,  G.  C.  Cowper,  A.  P.  Deroche,  T.  E.  Powers,  D. 
Barry,  M.  Courtright. 

MACKENZIE— HARRY,  of  Homer,  Ont.  Born  at  Beaverton,  Ont.  Aug. 
7th,  1895.  Educ.  High  School;  1913,  8  mos.,  on  St.  Lawrence  canals,  rodman,  Welland 
Ship  Canal,  1914-16;  1917,  leveller;  at  present  time  instiunientman. 

References:  J.  L.  Wellcr,  W.  H.  Sullivan,  E.  G.  Cameron,  H.  M.  Belfour,  F.  C. 
Jewett,  A.  J.  Grant. 

MACNEIL— WALTER  RODERICK  JAMES,  of  Montreal,  Que.  Born  at 
Arichat,  N.S.  Feb.  25th,  1891.  Educ.  Richmond  County  Acad.  N.S.;  1910-12, 
Rodman,  etc.  on  ry.  constr.,  N.T.  Ry.;  1912  (8  mos.)  drfts'man  on  ry.  constr. ; 
1912-13,  instr'man  ry.  constr.  N.T.  Ry.;  1913  (7  mos.)  leveller  on  location  North 
Ry.;  1913-14,  asst.  on  land  surveying,  M.S.;  1914  instr'man  bridge  constr.  Lennox 
Passage  bridge,  N.S.;  1914  (3  mos.)  rodman  municipal  survey  town  of  Mount  Royal. 
Que;  1914  (3  mos.)  chg.  of  constr.  work;  1914  to  present  time  in  chg.  of  party  on 
municipal  surveying  and  constr.  work,  town  of  Mount  Royal. 

References:  L.  E.  Sehlemm,  W.  D.  Robertson,  F.  A.  Snyd<  r,  W.  E.  Joyce. 

McLELLAN— JOHN  WILLIAM,  of  New  Glasgow.  N.S.  Born  at  Sydney,  N.S., 
July  20th,  1886.  Educ,  private  study  and  I.C.S.  1905-08,  with  Dcm.  Coal  Co., 
Glace  Bay,  as  follows: — 1905-06,  rodman,  etc.  on  ry.  location  and  gen.  constrn.;  1907, 
rodman  and  leveller;  3  mos.  transitman  on  surveys,  corstrn.,  etc.;  1908,  transitman 
on  gen.  surveys;  8  mos.,  surveyor,  Kerr  Lake  Mining  Co.,  Cobalt;  19C9-10,  a6sayer, 
etc.;  1911.  ch.  assayer;  1911  (6  mos.)  engr.  in  chg.  of  exploration  work,  Tcmiskamimg 
Mining  Co.;  1912-13.  ch.  surveyor,  Morecocha  Mining  Co.,  Peru,  in  chg.  of  surface 
and  underground  eng.;  1915,  private  practice,  P.L.S.  in  N.S.;  1916,  engr.,  with 
Jones,  Girard  &  Co.,  contractors;  1917,  transitman.  in  dig.  of  bridge  replacements 
Can.  Govt.  Rys  ;  1918,  transitman  on  maintenance  of  way;  Nov.  1918  to  date,  sur- 
veyor, Acadia  Coal  Co.,  Stellarton,  N.S. 

References:  C.  M.  Odell,  D.  S.  Morrison,  A.  M.  Jones,  J.  J.  McDougall,  C.  Cooke, 
R.  Montgomerie,  R.  F.  Taylor. 

MILLS— JOSEPH  STARR,  of  New  Glasgow,  N.S.  Born  at  Jordon  Falls,  N.S. 
Aug.  7th,  1881.  1903-04,  H.  &  S.  W.  Ry.  rodman,  topographer,  etc.;  1904-05,  rodman 
N.T.  Ry.;  1905-07,  topo.  and  leveller  on  location,  N.T.  Ry.;  1907-08,  transitman  on 
location;  190S-09,  asst.  res.  engr.  on  constr.;  1909-10,  res.  engr.  on  constr.  N.T.  Ry  ; 
1910-11  in  chg.  of  location  party;  1911-13,  res.  engr.  on  constr.;  1914,  to  date  asst. 
engr.  on  maintenance,  C'.N.R. 

References:  J.  R.  Freeman,  K.  H.  Smith,  E.  S.  Fraser,  C.  Cooke,  K.  Weathcrbee. 

MUTCH— DOUGLAS  A.  S.,  of  St.  Catharines,  Ont.  Born  at  Toronto,  Ont. 
16th  April,  1887.  Educ.  B.A.Sc  (mining)  Toronto,  1913,  two  yrs.  mill  foreman, 
Dome  Mines,  Ltd.  South  Porcupine;  one  yr.  examination,  Temiskaming  Silver 
Mine,  Cobalt;  three  yrs.  general  engr.  work  and  mining  under  R.  A.  Bryee,  Toronto; 
1910  i  4  mos.)  asst.  mgr.  Dome  Lake  Mines;  1916-18,  mgr.  1  liaison  Bay  Mines;  1918-19, 
mgr.  Coniagas  Mines;  1919,  (3  mos.)  instructor  in  military  Haileybury  Sch.  of  Mines; 
at  presenf  tune,  norks  mgr.  Coniagas  Reduction  Co.  Thorold,  Ont. 

References:  R.  W.  Leonard,  H.  E.  T.  Uaultain,  E.  R.  Gray,  H.  P.  dePcncieV, 
II.  V  .  Sutcliffe. 

PALMER— FREDERICK  HERBERT,  (Lieut.  M.C.),  of  Halifax,  N.S.  Born 
at  Belfast.  Ireland.  June  3rd,  IS92.  Educ.  S.B.  Nova  Scotia  Tech.  Coll.  1913, 
summers  1911-12,  in  car  shops  N.S  Car  Works;  1913  (6  ires.)  with  Toionto  Structural 
Si.  i  I  Co.  ^liops;  1915  on  erection  work  for  same  company  at  Lindsav  ;  1915  (6  mos.  on 
erection  wori  with  Freeman  Bros.  Halifax;  1915-16  asst.  crgr.  under  J.  W.  Roland 
at  Halifax  0.  T.  for  Foley  Bros.  Welsh  Stewart  &  Fauquier;  1910-19,  Capt.  in  Canada, 
later  Lieut,  overseas  Heavy  Artillery;  at  present  with  N.S.  Highways  Comm. 

References;  J.  W.  RoIbj  d,  F.  R.  Faulkner,  A.  C.  Brown,  J.  McGregor,  OS.  Cox. 

PATTERSON— JAMES  FREEBAIRN,  of  Montreal,  Que.  Porn  at  Montreal, 
Que.  May  16th,  1S94.  Educ.  B.Sc.  (E.E.)  McGill  Univ.  1918,  at  present  operator 
with  Canadian  National  Rys. 

References:  L.  A.  Herdt,  E.  G.  Burr,  C.  V.  Christie,  E.  Brtun,  H.  M.  MacKay. 

PEARSTON— GORDON  McGREGOR  (Lieut.)  of  Winnipeg,  Man.  Born  at 
Broughty  Ferry,  Scotland,  Sept.  8th,  1888.  Educ,  Gordons  Coll.,  Aberdeen,  Royal 
Tech.  Coll.,  Glasgow,  Scot.  Apprentice  with  J.  Donaldson,  conslt.  engr.,  Glasgow. 
1908-09,  rodman,  dftsman,  inst'man,  on  location,  constrn.,  etc.,  C.N.R.;  1910-14, 
asst.  engr.,  maintenance  of  way,  in  direct  chg.  of  work  covering  trackage,  drainage, 
surveying,  etc.;  1914-19,  on  active  service  with  Can.  Engrs.,  1918  in  chg.  of  dfting 
office,  Can.  School  of  Mil.  Eng.,  Seaford,  Eng.;  July  1919,  will  eontinue  with  C.N.R., 
as  res.  engr. 

References:  A.  Macphail,  H.  A.  Dixon,  T.  Turnbull,  A.  J.  Taunton,  W.  Walkden, 
W.   Burns. 

PERRY— FRANK  MORTIMER,  (Capt.)  of  Sault  Ste.  Marie,  Ont:  Born  "at 
Toronto,  Ont.  Jan.  2nd,  1875.  Educ  3  yrs.  C.  E.  course,  Toronto  Univ.  Summer 
1898,  U.  S.  Govt. .Geodetic  Survey;  1899-1900,  with  A.  C.  Ry.,  transit  on  location; 
1901,  dftsman.  Lake  Superior  Power  Co.;  1902-03,  engr.  in  chg.  of  development  and 
operation  of  limestone  quarry,  Sault  Ste.  Marie  Pulp  &  Paper  Co.:  1904-00,  mine 
mgr.  and  res.  engr.,  Superior  Mine;  1907-09,  operating  independently  in  Cobalt  mining 
dist.;  1912-14,  contractor  on  mine  development  work;  1914-16,  capt.,  15th  Batt.; 
Nov.  1916  to  date,  with  Algoma  Steel  Corp.,  at  present  irspectirg  engr.,  on  constrn. 
of  a  battery  of  coke  ovens. 

References:  E.  G.  M.  Cape,  C.  S.  Gzowski,  H.  E.  T.  Haultain,  R.  A.  Hazlewood, 
H.  Holgate.  A.  F.  Macallum,  W.  J.  Stewart,  E.  A.  Stone.  R.  S.  MeCormick,  J.  W. 
LeB.  Ross,  B.  E.  Barnhill,  J.  H.  Ryckman,  N.  L.  Somers,  L.  R.  Brown,  F.  F.  Griffin. 


538 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


PICKRELL— WILLIAM  J.,  of  St.  John,  N.B.  Bora  at  London,  Out.  Sept. 
15th,  1880.  Educ.  2  yrs.  Woodstock  Baptist  Coll.  1893-12  round  house  and  road 
engine  service,  CPU.;  1912-18,  div.  mister  raech.  asst.  supt.  and  dist.  master  msch. 
at  Toronto,  Woodstock,  N.B.  and  Farnham,  Que.;  dist.  master  mech.  N.B.  dist. 
C.P.R.St.  John,  N.B. 

References:  H.  H.  Vaaghan,  J.  M.  R.  Fairbairn,  W.  H.  Winterrowd,  J.  A.  Shaw, 
C.  C.  Kirby. 

PLUMMER— WILLIAM  ELFRIC,  of  St.  Catharines,  Ont.  Born  at  Stratford, 
Ont.  July  2 1st.  1889.  Edue.,  2  yrs.  Coll.  Inst.  1998-09,  with  Riter  Connelly 
Constrn.  Corp.,  as  timekeeper  and  distributing  clerk;  1905-12,  rodman  and  instr'man, 
A.C.  Ry.;  1913  to  date  with  Welland  Ship  Canal;  1913  as  instr'man;  1915-16,  asst. 
engr.;  1916-18,  with  Can.  Engrs.  in  France;  at  present,  asst.  engr.,  sec.  No.  1,  Welland 
Ship  Canal. 

References:  J.  L.  Weller,  W.  H.  Sullivan,  F.  C.  Jewett,  H.  M.  Belfour,  E.  G. 
Cameron. 

POLET— MAURICE,  of  Edmonton,  Alta.  Born  at  Court  St.  Etienne,  Prov.  of 
Brabant,  Belgium,  Jan.  27th,  1877.  Educ,  2  yrs.  science  course,  Univ.  of  Louvain. 
Belgian  Diploma  of  Surveyor.  1907-12,  with  G.T.P.  Ry.,  on  permanent  bridge 
bldg  ,  testing  materials,  drafting,  etc.:  1913-14,  asst.  engr.,  on  constrn.  and  operation, 
Edmonton  Interurban  Ry.;  1914-16,  in  eng.  dept.,  of  E.  D.  &  B.  C.  Ry.,  in  chg.  of 
dsgning  all  trestle  bridges  and  substructure  of  permanent  bridges;  July  1912  to  date, 
Bupt.  and  engr.,  Edmonton  Interurban  Ry.,  studying  and  reporting  on  total  relocation 
and  reconstrn.  of  the  line  for  future  operation,  also  in  chg.  of  disposal  of  steel,  plant, 
bldg.,  etc. 

References:  R.  J.  Gibb,  L.  B.  Elliot,  C.  Ewart,  W.  H.  Hunt,  W.  R.  V.  Smith, 
J.  A.  Boyle,  G.  L.  Law. 

ROY— JOSEPH  ERNEST,  of  Quebec,  Que.  Born  at  Quebec,  2>th  Sept.  1892. 
Educ.  Engr.  course  McGill.  2  yrs.  (1911-13)  (I.C.3.  1915-19,  C.E.  diploma),  1910, 
5  mos.  notes  on  ry.  location  and  lake  surveying;  5  mos.  with  G.P.  Roy,  C.E.;  Seasons 
1911-13  inc.  asst.  to  G.  P.  Roy  on  ry.  location  works;  1914  to  dite  draftsmvn  in  geolo- 
gical surveying,  plotting  and  mapping,  Oept.  of  Colonization,  Mines  &  Fisheries. 

References:  J.  E.  Gibault,  I.  E.  Vallee,  J.  E.  Girard,  A.  B.  Normandin,  E.  S.  T. 
Lavigne. 

RYAN— I03EPH  HEVRY,  of  Hilifax,  N.3.  Bjrn  at  St.  AnnVs,  Barbadoes, 
B.W.I.,  Jan.  24th.  1895.  Educ.  B.Sc.  (C.E.)  N.S.T.C.,  1918,  1916,  (5  mos.)  dfts'rnan 
with  maritime  Tel.  &  Tel.  Co.  Ltd.;  1917,  (5  mos.)  instr'man  bridge  dent.  Hilifax 
O  T.  Ry  ;  1918  (3  mos.)  instr'rnin  with  Pickings  &  Roland,  Halifax;  instr'man  and 
later  ch.  of  party  on  general  constr.  work;  1918  to  present  date  with  Halifax  Ship- 
yards, Ltd. 

References:  F.  R.  Faulkner,  J.  W.  Roland,  J.  N.  Finlayson,  W.  Rodger,  F.  A. 
Bowman. 

TROOP— STEW\RT  (Lieut.)  of  Moncton,  N.B.  Born  at  Annapolis,  N.S., 
Sept.  20th,  1886.  Educ,  eng.  course,  Acadia  Univ.,  1907  and  private  study.  1904, 
with  contractor  H.  &  S.  W.  Ry.;  1906,  with  N.  T.  C.  Ry.;  1937-93,  dftsman  and 
inst'man,  N.B.  Southern  Ry.;  1908  (3  mos.)  with  N.  T.  C.  Ry.;  1938-03, 
div.  office  dftsman;  1909-12,  inst'man  on  ry.  work,  1912-14,  re3.  engr.,  heavy  railroad 
constrn.,  C.N.O.  Ry.;  1914-18,  in  eng.  and  commercial  business  alone;  1918,  lieut.. 
Can.  Engrs.,  later  on  supervision  of  mfr.  of  special  equipment  for  American  Eleotro 
Products  Co.  (munitions)  in  U.S.;  1918-19,  purchasing  engr.,  Kipawa  Co.,  Ltd. 

References:  J.  C.  Smith,  C.  O.  Foss,  R.  H.  Cushing,  L.  H.  Wheaton,  H.  MicNeil, 
C.  Johnston,  G.  O.  MacLaren,  R.  F.  Davy,  J.  E.  Openshaw. 

YUILL— ALEX\NDER  CL\UDE  ROY,  of  Vancouver,  B.C.  Born  at  White 
Lake,  Ont.,  May  25th,  1880.  Educ,  self  study.  1889-1900,  power  house  operator, 
Valleyfield  Elec  Co.  and  Montreal  Cotton  Co.,  Valleyfield,  Que.;  1900-08,  asst. 
erecting  engr.  at  Montreal,  Winnipeg  and  Niagara  Falls,  and  elec  engr.  in  chg.  of  instal- 
lation at  Lac  du  Bonnet,  Man.,  Can.  Gen.  Elec  Co.;  1908-15,  practicing  as  consl, 
and  contracting  engr.,  under  style  Mather,  Yuill  &  Co.  Ltd.,  Vancouver,  at  present, 
conslt.  engr. 

References:  W.  M.  Young,  W.  G.  Chace,  F.  H.  Latimer,  R.  F,  Hayward. 

FOR  TRANSFER  FROM  THE  CLASS  OF  AS30CIATE   MEMBER  TO  THAT 

OF   MEMBER 

ROBB— CHARLES  ALEXANDER,  of  New  G  asgow.  N.S.  Born  at  Amherst, 
N.S.,  Jan.  28th,  1888.  Educ,  B.Sc  (Mech.  eng.)  McGill,  1909,  S.M.  (mech.  eng.) 
Mass.  Inst,  of  Tech.,  1910.  1904-05,  apprentice,  Robb.  Eng.  Works;  1910-11,  eng 
student,  Allis  Chalmers  Ltd.;  1911,  dsgner.  Robb  Eng.  Works;  1911-12,  asst.  in.  mech. 
eng.  dept.,  Mass.  Inst,  of  Technology;  1912-14,  lecturer,  Univ.  of  Alta;  1914-16.  asst. 
prof,  and  res.  engr.;  1916-17,  in  chg.  gauge  production  branch.  Ministry  of  Munitions; 
1917-19,  tech.  asst.  to  U.S.  representative,  Imperial  Munitions  Board  (Canada)  and 
mech.  engr.,  Can.  War  M'ssion,  Washington,  D.C.,  at  present,  visiting  industrial 
plants  in  England  and  Scotland. 

References:  R.  J.  Durley,  H.  H.  Vaughan,  H.  O.  Keay.  G.  R.  MacLeod,  J. 
Chalmers.  D.  W.  Robb,  S.  J.  Fisher. 


FOR  TRANSFER  FROM  CLASS  OF  JUNIOR  TO  HIGHER  GRADE 

BLUE— WALTER  EDWARD  fMiior)  of  Ottawa,  Out.  Born  at  Toronto, 
Ont.,  Feb.  27ti,  188).  Educ,  grad.  R.M.C.,  1910.  Summer  1908,  concrete  inspector 
on  dam;  1910-13,  in  chg.  of  various  surveys  and  river  metering  on  Ottawa  and  St- 
Lawrence  Rivers;  1913-14,  res.  engr.  on  Chiuliere  dam,  Lake  Nipissing;  1914-19, 
with  Can.  Field  Artillery  in  commiud  of  a  field  battery,  bldg.  dug  outs,  gun  pits, 
shelters,  etc.;  at  present,  asst.  engr.,  D.  P.  W.,  Ottawa. 

References:  S.  J.  Chvobau.  C.  R.  Coutlee,  R.A.  Davy.E.  H.  Pensc,  W.  J.  Stewart. 
J.  B.  McRae. 

GOODMAN— FLWIUS  IVO  C33BErr,  of  Hilifax,  N.S.  Born  at  Barbados, 
B.  W.  I.  Nov.  14th,  18)0.  E  luc  B.Sc  McGill  Univ.  1914.  Summer  1912-13, 
dftsman  with  Dom.  Bridge  Co.;  1914  Forest  products  Lab.  timber  testing;  1915, 
engr.  with  Spring  Water  Co.;  1916-18  Res.  engr.  on  constrn.  of  reinforced  concrete 
bridges,  Halifax  O.  T.;  1918,  to  date  res.  engr.  in  chg.  of  constrn.  of  car  cleaning  shop 
stores  and  ice  house,  also  sewer  and  water  system  of  Halifax  O.  T. 


References:  W.  A.  Duff,  II. 
Bowman. 


M.  MacKay,  A.  C.  Brown,  J.  N.  Finlayson,  F.  A. 


GORDON— JAMES  MACKENDRICK,  of  Toronto,  Ont.  Born  at  Toronto,. 
May   19th,   1884.     Educ,  2  yrs.  course  in  mech.  and  elec.  engr.,  S.P.S.     1903-10, 

giant,  street,  grade  and  surface  foreman,  Warren  Bituminous  Paving  Co.,  Nelson 
■ros.  Co.,  and  Bitulithic  &  Contracting  Co.;  1904  (6  mos.)  mech.  dftsman,  Ruggles 
Cole  Eng.  Co.,  Now  York;  1910,  to  date,  supt.,  Warren  Bituminous  Paving  Co.,  in 
complete  chg.  of  permanent  pavement  constrn.,  including  grading,  drainage,  pipe 
laying,  etc. 

References:  J.  Edington,  E.  S.  Fraser,  L.  Jones,  M.  Stewart,  E.  A.  James,  E.  D. 
Gray,  A.  Kinghorn,  E.  G.  Evans. 

HOGARTH— BRUCE  BOWERS,  of  Ottawa,  Ont.  Boin  at  Whitby,  Ont.  Jan. 
16th,  1832.  Educ.  B.A.Sc  Toronto  Univ.,  1914.  1909-10,  Rodman,  etc.  C.N.R.; 
seasons  1911-12-13,  asst.  engr.  on  power  investigations  in  Man.  Alta,  Sask.  for  Dominion 
Water  Power  Br.;  1914-16,  asst.  engr.  on  Alta.  and  Sask.  power  investigations  for 
same  firm;  1916-19  with  C.E.F  (Overseas);  at  present  insp.  engr.  Power  Development 
on  Winnipeg  River  for  Dom.  Water  Power  Br. 

References:  J.  B.  Challics,  J.  T.  Johnston,  C.  H.  Attwood,  K.  H.  Smith,  W.  G. 
Swan. 

HOGARTH— CLARENCE  E4.RLE,  of  St.  Catharines,  Ont.  Born  at  HamUton, 
Ont.  July  17th,  1830.  Eluc.  B.A.Sc  Toronto  Univ.  1915.  1908-10  rodman, 
timekeeper,  etc.  CNR.;  1910-11  instr'man  on  staff  of  City  Engr.  Hamilton;  summer 
1911  asst.  to  E.  D.  Balton,  Listowel,  Ont.;  summer  1912  in  chg.  of  party  City  of 
Toronto-  1913  asst.  in  P.  W.  D.;  1914-15  on  eng.  staff  of  Welland  Ship  Canal;  1916-19 
Lieut,  in  Can.  Engineers  (Overseas). 

References:  E.  R.  Gray,  P.  Gillespie,  T.  K.  Thomson,  C.  R.  Young,  E.  P.  Johnson. 

KOHL— GEORGE  HUTTOV  (Miior),  of  Hamilton,  Ont.  Born  at  Montreal, 
Que.  Dec.  21st,  1833.  Eluc  B.Sc  (Elec.)  McGill  Univ.  1910.  1909,  (4  mos.) 
elec.  repair  shoo,  Illinois  Steel  Co.;  1911-12  (6  mos.)  test  dept.  Can.  Westinghouse  Co. 
Hamilton;  1912-14,  water  power  surveys  in  B.C.  for  Prince  Rupert  Elec.  Co.,  including 
run  off  storage,  measurements  of  flow,  etc.  and  preliminary  designs;  1914  in  Royal 
Engrs.  as  subaltern,  later  major  commanding  field  coy.,  returned  May  17th,  1919. 

References:  G.  H.  Duggan,  L.  Herdt,  R.  F.  Hayward,  C.  V.  Christie. 

MORROW— HUGH  MERVYV,  (Lieut.)  of  Montreal.  Born  at  Halifax,  N.S., 
Apr.  25th,  1885.  Educ,  B.Sc,  McGill  Univ.,  1908.  1909-10.  mine  supt.,  Jacobs 
Asbestos  Mining  Co.;  1911-12,  ch.  engr.,  Asbestos  Corp.  of  Canada  Ltd.;  1913-15, 
dept.  mgr.,  Can.  Fairbanks  Morse;  1915-18,  lieut.,  Can.  Ry.  Troops,  France;  at 
present,  tech,  salesman,  Dom.  Iron  &  Steel  Co. 

References:  A.  F.  Byers,  H.  M.  Jaquays,  J.  C.  Kemp,  G.  K.  McDougall,  J.  M. 
Oxley,  J.  B.  Woodyatt. 

NEHIN— FRANK  O'BRIEN,  of  Montreal.  Born  at  Buffalo,  N.Y.,  Feb.  4th, 
1893.  Educ,  B.Sc,  McGill  Univ.  1916.  2  yrs.  in  Arts.  Summers  1913  to  1916, 
rodman,  Inst'man,  etc,  on  Montreal  Harbour;  1916-17,  inst'man,  Mt.  Royal  Tunnel 
Co.;  1917-18,  dftsman.,  Mich.  State  Highway;  1918  (4  mos.)  dftsman,  H.  C.  Frick 
Coke  Co.,  Scottdale,  Pa.;  1318,  ch.  of  field  party,  Mt.  Royal  Tunnel  &  Terminal  Co., 
nd  from  Dec.  1918  to  date,  asst.  engr. 

References:  A.  F.  Stewart,  W.  E.  Joyce,  S.  J.  H.  Waller,  T.  W.  Harvie,  A.  F.  Wall, 
E.  H.  Brietzcke. 

WILSON— NORMAN,  of  Ottawa,  Oat.  Born  at  Chatham,  N.B.  June 
17th,  1892.  Educ.  B.Sc.  Univ.  of  N.B.  1913.  summers  1910-11-12,  Dept.  of  P.  W.; 
1913  Foundation  Co.  (Miramichi  River  Bridge);  1913-14-15  hydrographic  survey, 
St.  Lawrence  River  investigation;  1915  checking  power  consumption,  St.  Marys 
Rivers;  1916-19.  Lieut,  with  Canadian  Eagineers,  (overseas);  at  present  asst.  hydro- 
graphic  survey,  Dept.  of  Naval  Service,  Ottawa. 

References:  W.  J.  Stewart,  H.  D.  Parizcau,  C.  F.  Hannington,  G.  Stead,  F.  W. 
Foumeret,  F.  Anderson. 

FOR  TRANSFER  FROM  CLASS  OF  STUDENT  TO  HIGHER  GRADE 

DERY— THEODORE,  of  Rimouski,  Que.  Born  at  Rimouski,  Que.  July, 
18th,  1895.  Educ.  3  yrs.  Rimouski  coll.,  summer  1913-14,  rodman,  D.P.W.  Rimouski; 
1915  to  date  asst.  engr.  D.P.W.  Rimouski. 

References:  J.  C.  Tache,  L.  G.  Trudeau,  P.  E.  Mercier,  R.  Blais,  P.  E.  Amiot. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


137 


Monthly  Engineering  Index 

In  this  department  will  be  published  from  month  to  month  the  titles  of  current  engineering  papers  with  the  authors 

and  source  and  a  brief  extract  of  the  more  important.     It  is  designed  to  give  the  members 

of  The  Institute  a  survey  of  all  important  articles  relating  to  every  branch  of 

the  engineering  profession. 


PHOTOSTATIC  PRINTS 

Photostatic  copies  may  be  obtained  of  any  of  the  articles  listed  in  this 
section. 

Price  of  each  print  (up  to  11  x  14  in.  in  size),  25  cents,  plus  postage.  A 
separate  print  is  required  for  each  page  of  the  larger-size  periodicals,  but 
where  possible  two  pages  will  be  photographed  together  on  the  same  print. 
Bill  will  be  mailed  with  the  prints. 


29  West  Thirty-ninth  Street, 


Harrisson  W.  Craver,  Director, 

Engineering  Societies  Library, 


New  York,  N.Y. 


Mining  in  Chalk  on  the  Western  Front  with  Some  Notes  on  the  Explosion 
of  Large  Charges  of  High  Explosives,  L.  B.  Reynolds.  Can.  Min.  Inst.  bul. 
no.  85,  May  1919,  pp.  483-493,  1  fig.  Diagrammatic  illustration  of  manner  in 
which  enemy  works  were  located. 

Munitions,  Canada.  Canada  Made  a  Remarkable  Record  in  Production  of  Muni- 
tions, T.  M.  Fraser.  Can.  Machy.,  vol.  20,  no.  26,  Dec.  26,  1918,  pp.  717-721. 
Imperial  Munitions  Board  gives  figures  of  total  production  in  various  plants. 

Stokes  Gun.  The  Stokes  Gun  and  Shell  and  Their  Development,  Wilfred  Stokes. 
Professional  Memoirs,  Corps  Engrs.,  U.  S.  Army  &  Engrs.  Dept.,  vol.  10,  no. 
54,  Nov.-Dec,  1918,  pp.  765-788,  24  figs.  Setting-up  mechanism  modified  by 
introducing  modified  leg  of  heavier  design  and  with  only  half  the  traverse. 
Similar  improvements  made  in  mechanism  and  accessories. 


MUNITIONS  AND  MILITARY  ENGINEERING 

Ammunition,  Artillery.  The  Design  of  Artillery  Ammunition  and  Some  Recent 
Developments  at  Frankford  Arsenal,  J.  Wallace  Taylor.  Jl.  Engrs.  Club, 
Philadelphia,  vol.  36-4,  no.  173,  Apr.  1919,  pp.  127-137,  8  figs.  Pressure-velocity 
curves  of  a  medium  caliber  gun;  graphs  showing  travel  of  projectile  against  twist 
torque;  table  indicating  atmospheric  resistance  to  flight  of  projectile  with  ogival 
head  or  2-caliber  radius. 


Jl.  Engrs.  Club  of  St. 
Historical  sketch  and 


Artillery,  Railway.     Railway  Artillery,  E.  D.  Campbell. 
Louis,  vol.  4,  no.  2,  Mar.-Apr.  1919,  pp.  142-160,  9  figs, 
forecast  of  future  types. 

Railway  Mounted  Artillery  in  the  War.  Ry.  Age,  vol.  66,  no.  20,  May  16, 
1919,  pp.  1205-1209.  Development  of  mobile  guns  from  1863  to  time  of  armis- 
tice with  special  reference  to  American  types. 

Automobile  Service,  French  French  Military  Automobile  Service  (Le  service 
automobile  militaire  francaise),  Robert  Altermann.  G6nie  Civil,  vol.  74, 
no.  15,  Apr.  12,  1919,  pp.  291-294,  3  figs.  Account  of  its  operation  during  the 
war. 

Battle  Cruisers.  The  Battle  Cruiser,  E.  F.  Eggert.  U.  S.  Naval  Inst.  Proc, 
vol.  45,  no.  5,  May  1919,  pp.  719-728.  Suggests  a  type  which  is  said  to  combine 
high  speed  of  cruiser  and  fighting  ability  of  battleship.  It  is  to  be  650  ft.  long 
with  28  ft.  draft,  20,000  tons  displacement,  32  knots  speed  and  have  power  of 
100,000  i.  hp. 

Battleships.  United  States  Battleship  New  Mexico,  S.  M. -Robinson.  Int.  Mar. 
Eng.,  vol.  24,  no.  5,  May  1919,  pp.  323-334,  26  figs.  Description  of  propelling 
machinery;  trial  data. 

Camouflage.  A  System  of  Camouflage  for  Railway  Mounts,  John  M.  Goodwin. 
Jl.  U.  S.  Artillery,  vol.  50,  no.  3,  May  1919,  pp.  253-267,  14  figs.  Two  systems: 
(1)  five-color  system  for  concealment  of  heavy  railway  mounts  in  which  great 
mass  of  solid  surface  must  be  broken  up  into  several  separate  masses  and  shadow 
cast  by  mount  must  be  hidden  as  well;  (2)  three-color  system  which  consists 
principally  in  an  endeavor  to  hide  field  piece  by  blending  its  form  and  shadow 
with  landscape,  this  being  accomplished  by  use  of  green,  yellow  and  cream. 

Camp  Wastes.  The  Army's  Utilization  of  Camp  Wastes,  F.  C.  Bamman.  Mun. 
Jl.  &  Public  Works,  vol.  46,  no.  18,  May  3,  1919,  pp.  322-325.  Form  of  contract 
said  to  secure  great  economy  in  use  of  food,  more  material  from  which  glycerine 
can  be  derived,  and  larger  revenue. 

Engineering,  Italian.  Notes  on  the  Operations  of  the  Italian  Engineers,  James  H. 
England.  Prof.  Memoirs,  Corps  Engrs.,  U.  S.  Army  &  Engr.  Dept.,  vol.  11, 
no.  5,  Jan.-Feb.  1919,  pp.  128-133,  5  figs.  Deals  with  waterways  and  roads, 
the  latter  being  designed  and  constructed  with  a  view  to  accommodating  10-ton 
power  trucks. 

Fortifications.  The  Future  of  Permanent  Fortifications,  C.  Beard.  Prof.  Memoirs, 
Corps  of  Engrs.,  U.  S.  Army  &  Eng.  Dept.,  vol.  11,  no.  55,  Jan.-Feb.  1919. 
pp.  47-64.  Author  holds  that  by  paying  the  price  it  will  be  possible  in  the  future 
to  construct  fortifications  capable  of  withstanding  projectiles  of  large  caliber, 
but  remarks,  quoting  Napoleon,  that  "  like  cannon,  fortresses  are  arms  which 
alone  cannot  fulfill  their  missions." 

Gas  Masks.  Gas  Defense,  Oscar  E.  Stevens.  Stone  &  Webster  Jl.,  vol.  24,  no.  5, 
May  1919,  pp.  365-371,  7  figs.  Types  of  gas  masks  used  by  various  beligerents 
during  war. 

Gun  Emplacements.  Notes  on  the  Field  Emplacement  of  a  German  Large  Caliber 
Gun,  G.  P.  Pillsbury.  Professional  Memoirs,  Corp  Engrs.,  U.  S.  Army  &  Engr. 
Dept.,  vol.  10,  no.  54,  Nov.-Dec.  1918,  pp.  846-853,  3  figs.  Foundation  was 
wholly  of  structural  steel  and  forged  plates,  no  concrete  being  used.  It  had  been 
prepared  by  excavating  pit  of  required  horizontal  dimensions,  about  7  ft.  deep. 
No  signs  of  overstrain  were  found  in  any  part  of  foundation  structure. 

Guns,  Location  of.  Listening  for  the  Enemy.  Sci.  Am.,  vol.  120,  no.  20,  May  17, 
1919,  pp.  510-511,  8  figs.  How  a  gun  is  located  by  timing  its  report  as  heard  at 
three  points. 

Mining.  The  Work  of  the  Miner  on  the  Western  Front.  1915-1918,  H.  Standish  Ball. 
Bul.  Instn.  Min.  &  Metallurgy,  no.  175,  Apr.  1919,  pp.  1-53.  32  figs.,  partly  on 
19  separate  plates.  Empirical  formula?  by  means  of  which  fairly  accurate 
calculations  are  said  to  have  been  made  of  the  size  and  depth  of  the 
crater  resulting  from  an  explosion. 


MARINE  ENGINEERING 

AUXILIARY  MACHINERY 

Anchors.  New  Type  of  Anchor.  Iron  Age,  vol.  103,  no.  19,  May  8,  1919, 
pp.    1225-1226,  4  figs.      Allison  cast-steel  product  with  spoon-shaped  flukes. 

Compasses.  The  Gvro  Compass.  An  Essential  Navigation  Instrument,  M.  R.  Lott. 
Monthly  Jl.,  Utah  Soc.  of  Engrs.,  vol.  5,  no.  2,  Feb.  1919,  pp.  28-41,  8  figs. 
Points  of  difference  between  a  gyro-compass  and  a  magnetic  compass. 

Electrical  Auxiliaries.  Merchant  Marine  Electrical  Auxiliaries,  Walter  E.  Thau. 
Jl.  Am.  Soc.  Marine  Draftsmen,  vol.  5.  no.  4,  Jan.  1919,  pp.  55-59,  5  figs. 
Advantages  claimed  for  electrical  appliances  over  steam  appliances  are  economy, 
flexibility,  lessening  of  noise  and  greater  reliability. 

Propellers.  Propeller  Patterns.  Machy.  (Lond.),  vol.  14,  no.  344,  May  1,  1919, 
pp.  125-129,  8  figs.  Methods  of  laying  out  propeller  patterns,  assembling 
different  sections  and  working  blades  to  required  form. 

Investigations  into  the  Causes  of  Corrosion  or  Erosion  of  Propellers. 
Charles  A.  Parsons  and  Stanley  S.  Cook.  Engineering,  vol.  107,  no.  2781, 
Apr.  18,  1919,  pp.  515-519,  21  figs.,  also  Shipbuilding  &  Shipping  Rec,  vol.  13, 
no.  16,  April  17,  1919,  pp.  494-495,  and  Engineer,  vol.  127,  no.  3301,  Apr.  4, 
1919,  pp.  427-428.  Result  of  investigation  on  nature  of  surface  and  state  of 
initial  stresses  in  blades  under  working  conditions;  impingement  of  water  at 
high  velocity;  cavitation:  water  hammer  produced  by  vortex  cavities.  Paper 
read  before  Instn.  Naval  Architects. 

SHIPS 

Boilers.  The  Work  of  the  British  Marine  Engineering  Design  and  Construction 
Committee,  A.  E.  Seaton.  Engineering,  vol.  107,  no.  2781,  Apr.  18,  1919,  pp. 
519-522,  and  Shipbuilding  &  Shipping  Rec,  vol.  13,  no.  16,  Apr.  17,  1919, 
pp.  483-484.  Object  of  committee  was  unification  of  all  rules  which  govern 
design  and  construction  of  all  marine  machinery,  especially  of  that  pertaining 
to  boilers.     Papers  read  before  Instn.  Naval  Architects. 

Cast-Steel  Ship.  The  Cast-Steel  Ship  Development,  Myron  E.  Hill.  Iron  Age, 
vol.  103,  no.  21,  May  22,  1919,  pp.  1351-1352,  2  figs.  Standard  units  cast  in 
sand,  assembled  in  position  and  automatically  welded. 

Coastal  Motor  Boats.  Coastal  Motor  Boats  for  the  Navy.  Engineer,  vol.  127, 
no.  3303,  Apr.  18,  1919,  pp.  369-371,  3  figs.  Design  aimed  at  smallest  possible 
dimensions  consistent  with  carrying  of  torpedo,  speed  of  at  least  30  knots  and 
full  capacity  for  wide  radius  of  action. 

The  Mysterious  "  C.  M.  B.'s  "  Motor  Boat,  vol.  16,  no.  10,  May  25,  1919, 
pp.  8-9,  4  figs.  British  55-ft.  coastal  motor  boat  designed  to  run  at  high  speed 
and  to  withstand  hard  sea  work,  carries  two  torpedoes  which  are  discharged 
over  stern. 

Compartment  Designs  of  Hull.  Italian  Two-Floodable  Compartment  Cargo 
Steamers,  Salvatore  Orlando.  Engineering,  vol.  107,  no.  2782,  Apr.  25,  1919, 
pp.  533-537,  9  figs.  Design  to  permit  keeping  ship  afloat  after  torpedo  explosion, 
according  to  specifications  proposed  by  engineers  and  technical  men  assembled 
in  Genoa  on  August  18,  1917,  to  examine  from  a  technical  standpoint  the  urgent 
question  of  reconstruction  of  mercantile  fleet  and  conservation  of  remaining 
vessels.     Paper  read  before  Instn.  Naval  Architects. 

Protection  of  Freight  Steamers  (Per  una  maggiore  difesa  del  naviglio  de 
carico),  Mario  Taddei.  Rivista  Marittima,  vol.  51,  no.  11,  Nov.  1918,  pp. 
187-206,  2  figs.     Technical  remarks  on  compartment  designs  of  hull. 

Electric  Propulsion.  Electric  Drive  on  Merchant  Ships,  W.  L.  R.  Emmet.  Instn- 
Mar.  Eng.,  vol.  24,  no.  5,  May  1919,  pp.  335-337.  Electric  propulsion  of  single, 
screw  cargo  vessel  proposed. 

Electric  Drive  from  a  Military  Point  of  View,  S.  M.  Robinson.  Mar.  Eng. 
&  Can.  Merchant  Service  Guild  Rev.,  vol.  9,  no.  4,  Apr.  1919,  pp.  137-138. 
Based  on  technical  considerations  and  performance  of  S.  S.  "  New  Mexico." 

Merchant  Shipbuilding.  Some  Recent  Developments  Towards  a  Simplification 
of  Merchant  Ship  Construction,  Eustace  Tennyson  d'Eycourt  and  Thomas 
Graham.  Engineering,  vol.  107,  nos.  2781  &  2782,  Apr.  18  &  25,  1919,  pp. 
503-505  and  554-556,  16  figs.,  also  Shipbuilding  &  Shipping  Rec,  vol.  13,  no. 
16,  Apr.  17,  1919,  pp.  488-493,  17  figs.  Design  was  intended  to  fulfill  three 
conditions;  (1)  employment  of  labor  unaccustomed  to  shipbuilding,  (2)  construc- 
tion which  would  fully  avail  itself  of  such  labor,  and  (31  process  of  obtaining 
parts  of  ship  from  various  sources  of  supply  and  subsequently  assembling  such 
parts  at  the  building  berths.     Paper  read  before  Instn.  Naval  Architects. 


138 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Model  Experiments.  Some  Experiments  on  Full  Cargo  Ship  Models,  James  Semple. 
Shipbuilding  &  Shipping  Rec,  vol.  13,  no.  16,  Apr.  17,  1919,  pp.  495-497,  5 
figs.  Results  of  experiments  made  in  order  to  determine  effect  on  performance 
(1)  of  fullness,  and  (2)  of  longitudinal  distribution  of  displacement.  Paper 
read  before  Instn.  Naval  Architects. 

Model  Experiments  on  the  Effect  of  Beam  on  the  Resistance  of  Mercantile 
Ship  Forms,  J.  L.  Kent.  Engineering,  vol.  107,  no.  2782,  Apr.  2.5,  1919,  pp. 
550-553,  11  figs.,  also  Shipbuilding  and  Shipping  Rec,  vol.  13,  no.  16,  Apr.  17, 
1919,  pp.  501-503.  Research  on  effect  upon  resistance  of  change  in  maximum 
beam,  carried  out  at  William  Froude  National  Tank.  Paper  read  before 
Instn.  Naval  Architects. 

Speed,  Cost  of.  On  the  Great  Cost  of  High  Speed,  Sidney  Graves  Koon.  Int.  Mar. 
Eng..  vol.  24,  no.  5,  May  1919,  pp.  357-359,  1  fig.  Analysis  of  relative  costs  in 
power  for  moderate  increases  in  speed  in  slow-  and  high-speed  vessels. 

Stability  of  Ships.  Stability  of  Ships,  George  Nicol.  Shipbuilding  &  Shipping 
Rec,  vol.  13,  no.  18,  May  1,  1919,  pp.  562-564,  7  figs.  Method  of  obtaining 
cross  curves  of  stability  by  employment  of  longitudinal  sections.  Paper  read 
before  Instn.  Engrs.   &  Shipbuilders  in  Scotland. 

Submarine  Chasers.  The  1 10-Foot  Submarine  Chasers  and  Eagle  Boats.  .1.  A.  Furer, 
U.  S.  Naval  Instn.  Proc.  vol.45,  no.  5,  May  1919.  pp.  753-767.  How  British 
Admiralty  solved  problem  of  providing  effective  patrol  boats  for  war  zone  and 
for  combating  activity  of  submarine. 

United  States  110-Foot  Submarine  Chasers,  R.  P.  Sanborn.  Int.  Mar. 
Eng.,  vol.  24,  no.  5,  May  1919,  pp.  337-343,  10  figs.  Construction,  equipment 
and  engineering  data,  also  part  this  type  of  naval  vessel  played  in  the  war. 

Submarines.  Below  Deck  on  a  U-Boat,  Warren  O.  Rogers.  Power,  vol.  49,  no.  20, 
May  20.  1919,  pp.  784-787,  5  figs.     Notes  on  engine  room  and  torpedo  room. 

Tankers.  The  World's  Largest  Oil  Tanker.  Petroleum  Times,  vol.  1.  no.  14, 
Apr.  12,  1919,  p[).  289-292,  5  fig*.  Vessel  has  d.w.  carrying  capacity  of  over 
18,000  tons.  -si 

Tonnage.  The  Tonnage  of  Modern  Steamships,  A.  T.  Wall.  Engineering,  vol.  107, 
no.  2782,  Apr.  25,  1919,  pp.  549-550,  also  Shipbuilding  &  Shipping  Hec,  vol. 
13,  no.  16.  Apr.  17,  1919,  pp.  479-481.  Effect  of  recent  legislation  on  modern 
machinery  on  tonnage  measurement.     Paper  read  before  Instn.  Naval  Architects. 

Turbine  Machinery.  Turbine  Machinery  for  Standard  Ships.  Engineer,  vol.  127, 
no.  3303,  Apr.  18,  1919,  pp.  371-373.  11  figs.,  partly  on  supp.  plate.  Two 
Turbines  driving  one  screw  propeller  through  toothed  reduction  gearing  con- 
sidered as  most  economical  design  because  it  is  said  thai  by  splitting  up  power 
between  two  units,  turbines  can  be  designed  to  utilize  high  vacuum  without 
making  machines  unduly  large  or  adopting  inconveniently  high  speed. 

Marine  Geared  Turbines  Have  Shown  Great  Economy  and  Efficiency, 
William  H.  Easton.  Marine  News.  vol.  5,  no.  12,  May  1919.  pp.  110-111,  5  fig's. 
Discussion  of  relative  advantages  of  turbines  and  reciprocating  engines. 

Modern  Ships.  3500-Ton  D.  W.  Auxiliary  Schooners  Built  for  France.  Rudder, 
vol.  3.5,  no.  5,  May  1919,  pp.  244-247.  5  figs.  Built  of  Oregon  fir  in  long  lengths. 
Machinery  consists  of  two  triple-expansion  steam  engines  and  two  Roberts 
water-tube  boilers  with  1800  so,,  ft.  heating  surface. 

The  Usea  of  Wood,  Hu  Maxwell.  Am.  Forestry,  vol.  25,  no.  304,  Apr.  1919, 
pp.  973-983,  21  figs.      Wocden  boats  and  their  manufacture.      Twentieth  article. 

TERMINALS 

Coaling.  Coaling  Ships  Mechanically— II,  Wilbur  M.  Stone.  Coal  Trade  .11.,  vol. 
50,  no.  19,  May  7,  1919,  pp.  527-529,  4  figs.  Trimming  mechanism,  driving 
motor  and  reduction  gearing.     Concluding  article. 

Shanghai. _  The  Port  of  Shanghai,  Paul  Page  Whitman.  Pac  Mar.  Rev.,  vol.  16, 
no.  5,  May  1919,  pp.  71-77,  17  figs.  General  description.  Maritime  customs 
report  for  1917  shows  foreign  trade  of  this  port  to  be  a  little  over  one-half  billion 
dollars. 

Wharf  Equipment.  Wharf  Equipment,  Roy  S.  MacElwee.  Professional  Memoirs, 
Corps  Engrs.,  U.  S.  Army  &  Engr.  Dept.,  vol.  10,  no.  54.  Nov. -Dec.  1918, 
pp.  820-840,  12  figs.  Determining  size  of  transit  shed.  Reference  is  made  to 
conditions  in  several  of  principal  ports  in  the  world. 

YARDS 

British  Columbia.  British  Columbia's  Part  in  Ship  Programme  A.  F.  Menzies. 
Can.  Machy.,  vol.  20,  no.  26,  Dee.  26,  1918,  pp.  722-729,  15  figs.  Program 
undertaken  by  Imperial  Munitions  Board  Wooden  Shipbuilding  Dept.  report 
completed  and  to  have  resulted  in  addition  of  27  wooden  steamers  of  total  d.w. 
capacity  of  over  75,000  tons. 

Castings.  Steel  Foundry  to  Cast  Ships.  E.  C.  Kreutzbcrg.  Mar.  Rev.,  vol.  49,  no. 
6,  June  1919,  pp.  269-271.  4  figs.  Methods  of  Cast  Steel  Ship  Corp.,  New  York. 
for  easting  component  parts  of  ships.  Parts  are  afterwards  permanently  joined 
by  welding. 

Concrete  Car  Floats.  New  Concrete  Shipyard  on  Fake  Erie.  Int.  Mar.  Eng., 
vol.  24,  no.  5,  May  1919,  pp.  352-356,  14  figs.  Method  of  constructing  concrete 
car  floats. 

Concrete  Shipyards,  British.  British  Concrete  Shipyards,  W.  Noble  Twelvetrees. 
Engineering,  vol.  107,  no.  2776.  Mar.  14,  1919,  pp.  334-338.  21  figs,  partly 
on  separate  plates.  Two  yards  are  dealt  with,  (1)  Brentford,  of  limited  capacity, 
as  only  one  vessel  not  exceeding  150  ft.  can  be  built  there  at  a  time;  and  (2) 
Roehford,  equipment  of  which  provides  for  simultaneous  construction  of  three 
vessels  up  to  nearly  200  ft.  in  length. 

Hoo  Island  Shipyard.  The  Electrical  Features  of  Hog  Island  Shipyard,  H.  W. 
Osgood.  Jl.  Engrs.  Club.  Philadelphia,  vol.  36-5,  no.  174,  May  1919,  pp.  165- 
173,  8  figs.  Problem  was  to  anticipate  where  and  in  what  amount  electric 
service  would  be  required  in  yard  which  was  expected  to  grow  up  in  a  few  months, 
at  a  time  when  only  partial  plans  were  known.  Paper  read  before  Assn.  Iron 
&  Steel  Elec.   Engrs. 


The  Hog  Island  of  Today.  Pac  Mar.  Rev.,  vol.  16,  no.  5,  May  1919, 
pp.  83-94,  21  figs,  and  supp.  chart.  Technical  data  of  engineering  features 
connected  with  design  and  construction  of  ships  being  built  and  construction 
and  management  of  yard. 

Welding.  Some  Experiences  with  Electric  Welding  in  Warships,  W.  H.  Gard. 
Shipbuilding  &  Shipping  Rec,  vol.  13,  no.  16,  Apr.  17,  1919,  pp.  485-486. 
Repairing  cast-steel  stern  post  of  battleship  and  similar  work  carried  out  during 
the  war.     Paper  read  before  Instn.  Naval  Architects. 

Electric  Welding  in  Ship  Construction.     Elec.  Eng.,  vol.  52,  no.  5,  Nov. 

1918,  pp.   14-15.     Projects  and  some  experimental  results  obtained  by  British 
Admiralty. 

Electric  Welding,  Thomas  T.  Heaton.     Steamship,  vol.  30,  no.  359,  May 

1919,  pp.   252-253.     Systems   applied   to   welding   of  mild  steel.     Paper  read 
before  Instn.  Mech.  Engrs. 

GENERAL  SCIENCE 

CHEMISTRY 

Absorption.  Absorption  of  Precipitates,  Harry  B.  Weiser  and  J.  L.  Sherrick.  Jl. 
Physical  Chemistry,  vol.  23,  no.  4,  Apr.  1919,  pp.  205-252,  2  figs.  Absorption 
of  following  anions  by  precipitated  barium  sulphate  said  to  have  been  deter- 
mined; Chloride,  bromide,  iodide,  chlorate,  permanganate,  nitrate,  nitrite, 
cyanide,  sulphocyanate,  ferrocyanide  and  ferriryanide.  Order  of  absorption 
was  not  in  accord  with  Schulze's  law. 

Analysis,  Coke.  Precautions  Necessary  in  Grinding  Samples  of  Coke  for  Analysis, 
A.  E.  Findley.  Jl.  Soc  Chem.  Indus.,  vol.  38,  no.  7,  Apr.  15,  1919,  pp.  93T-94T. 
Reports  that  samples  of  eok< ■  ground  in  an  iron  mill  were  found  to  be  magnetic; 
consequently  recommends  placing  coke  in  strong  linen  bag  and  grinding  it 
to  fine  powder  in  agate  mortar. 

Analysis,  Gas.  An  apparatus  for  the  Automatic  Estimation  of  Small  Amounts  of 
Oxygen  in  Combustible  Gas  Mixtures  or  of  Combustible  Gases  in  Air.  H.  C. 
Greenwood  and  A.  T.  S.  Zealley.  .11.  Soc  Chem.  Indus.,  vol.  38,  no.  7,  Apr. 
15,  1919,  pp.  87T-90T.  3  figs.  Principle  involved  is  that  of  combustion  of  oxygen 
or  impurity  by  means  of  intermittently  heated  platinum  wire. 

The  Determination  of  Sulphites,  and  of  Sulphur  Dioxide  in  Gaseous  Mix- 
tures. Percy  Heller.  .11.  Soc.  Chem.  Indus.,  vol.  38,  no.  5,  Mar.  15,  1919,  pp. 
52T-56T.  It  is  concluded  from  experimental  research  that  the  addition  of  5 
per  cent  glycerin  to  solutions  or  sulphites,  or  to  caustic  soda  solutions  used  in 
absorbing  sulphur  dioxide,  prevents  any  loss  by  spontaneous  oxidation  to 
sulphate. 

Analysis,  Phosphorus.  The  Estimation  of  Phosphorus  in  the  Presence  of  Tungsten, 
G.  Watson  Gray  and  James  Smith.  Iron  &  Steel  Inst.,  Ann.  Meeting,  May  8, 
&  9,  1919,  no.  5,  4  pp.     Method  devised  by  writers. 

Analysis,  Steel.  Determination  of  Uranium,  Zirconium,  Chromium,  Vanadium 
and  Aluminum  in  Steel — I,  Charles  Morris  Johnson.  Chem.  &  Metallurgical 
Eng.,  vol.  20,  no.  10,  May  15,  1919,  pp.  523-524,  1  fig.  Method  based  on  fact 
that  when  ammonia  is  added  to  iron  in  the  ferrous  state  the  unoxidized  iron  is 
first  converted  to  double  sulphate  of  ferrous  iron  and  ammonium  and  remains 
in  solution.  Addition  of  ammonia  forms  precipitate. 

Colloids.  The  Colors  of  Colloids— III  &  IV,  Wilder  D.  Bancroft.  Jl.  Physical 
Chemistry,  vol.  23,  nos.  3  &  4,  Mar.  &  Apr.  1919,  pp.  154-185  and  253-282. 
Rayleigh's  discussion  of  visibility  of  polished  surfaces;  phenomena  exhibiting 
invisibility  due  to  uniform  illumination;  soap  bubbles,  oil  or  tar  upon  water, 
tempered  steel,  the  brilliant  colors  of  lead  skimmings,  Nobili's  metallochrome, 
insects'  wings,  and  other  objects  exhibiting  colors  of  thin  plates.  Survey  and 
analysis  of  various  theories. 

Rubber.  Rubber  as  a  Colloid,  D.  F.  Twiss.  Jl.  Soc.  Chem.  Indus.,  vol.  38,  no.  5, 
Mar.  1.5,  1919,  pp.  47T-49T  and  (discussion),  pp.  49T-50T.  Suspensoid  char- 
acter of  rubber  is  deduced  from  its  behavior  in  electrolytic  process  of  separating 
it  from  latex. 

Solubility.  Theory  of  Solubility  (Theorie  de  la  solubility),  Albert  Colson.  Comptes 
rendus  des  stances  de  l'Academie  des  Sciences,  vol.  168,  no.  13,  Mar.  31,  1919, 
pp.  681-684.  Thermo-dynamic  interpretation  of  sense  of  phenomenon,  eutectic 
concentrations,  angular  points,  etc.  A  formula  of  solubility  is  developed  from 
the  chemical  principle  established  by  Chesneau  that  the  concentration  of  a 
solution  varies  in  the  same  sense  as  the  osmotic  pressure. 

Solutions.  Sulphur  as  a  Cryoscopic  Solvent  (Schwefel  als  kryoskopisches  Losungs- 
mittel),  E.  Beckmann  and  C.  Platzmann.  Zeitschrift  fur  anorganische  & 
allgemeine  Chemie,  vol.  102,  no.  3,  Apr.  9,  1918,  pp.  201-214.  Describes 
results  of  series  of  tests.  Adjustment  of  "  natural  "  melting  point;  determina- 
tion of  cryoscopic  constant;  catalytic  influences;  some  applications  of  cryoscopic 
constant  to  anorganic  substances. 

On  the  Determination  of  Boiling  Points  of  Solutions,  F.  G.  Cottrell.  Jl. 
Am.  Chem.  Soc,  vol.  41,  no.  5.  May  1919,  pp.  721-729,  1  fig.  Particulars  of 
method  described  consists  in  placing  thermometed  bulb  in  gas  phase  as  in  the 
case  of  pure  liquid  and  making  the  boiling  of  the  liquid  itself  pump  some,  of  the 
latter  mechanically  in  a  thin  film  over  it,  thus  duplicating  as  far  as  possible  the 
same  relations  of  gas,  liquid  and  thermometer  which  ordinarily  obtain  in  boiling- 
point  determinations  of  pure  substances. 

Ultra-Violet  Rays.  Use  of  Ultra-Violet  Rays — XXIV.  Chem.  Engr.,  vol.  27, 
no.  4,  Apr.  1919,  pp.  102  and  20  (adv.).  Description  of  absorption  spectra 
apparatus  and  ultra-violet  light  filters. 

MATHEMATICS 

Bessel-Clifford  Function.  The  Bessel-Clifford  Function,  G.  Greenhill.  Engin- 
eering, vol.  107,  no.  2776,  Mar.  14,  1919,  p.  334.  Claims  to  simplify  formula 
relating  to  stability,  statistical  and  dynamical  of  a  beam,  strut  or  whirling  shaft. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


139 


Equations.  Linear  Equations  with  Unsymmetric  Systems  of  Coefficients.  A.  J. 
Pell.  Trans.  Am  Mathematical  So-.,  vol.  23,  no.  1,  Jan.  1910,  pp.  25-29.  Theory  for 
linear  equations  in  infinitely  ranv  unkno.vns.  MHh-jl  followed  eo isists  in 
reduction,  by  means  of  biorthoienal  system,  to  system  of  linear  equations  with 
limited  symmetric  matrix  of  coefficients. 

Solution  of  Simultaneous  Linear  Differential  Equations  and  Certain 
Problems  in  Mechanics  by  means  of  D  Symbol  (Applications  du  caleul  sym- 
bolique  a  l'integration  des  equations  differentielles  lineaires  simultanees  et  a  la 
resolution  de  certains  problemes  de  mecanique),  H.  Vogt.  Revue  Generate 
de  l'Electricite.  vol.  5,  no.  16,  Apr.  1919,  pp.  581-589.  In  R.  G.  E„  vol.  2 
Sept.  20  and  Oct.  13,  1917,  pp.  483  and  533,  writer  applied  this  system  of  solution 
to  single  differential  equations  occurring  in  electrotechnics;  in  present  note 
application  is  extended  to  simultaneous  equations  and  exemplified  in  various 
cases  of  vibratory  motion  and  gyroscopic  action. 

The  General  Solution  of  the  Indeterminate  Equation:  .4r-r-B(/+Cs4- 
. . .  .r,  D.  N.  Lehmer.  Proc.  Nat.  Acad.  Sciences,  vol.  5.  no.  4.  Apr.  1919, 
pp.  111-114.  Treats  equation  in  same  non-tentative  way  that  is  found  in 
continued  fraction  solution  for  two  variables. 

Isomorph.  A  Partial  Isomorph  of  Trigonometry,  E.  T.  Bell.  Bui.  Am.  Mathematical 
Soc,  vol.  25,  no.  7,  Apr.  1919,  pp.  311-321.  Isomorph  considered  as  the 
algebra  of  sets  and  parities,  and  the  related  properties  of  functions. 

Orthogonal  Projection,  Model.  A  New  Geometrical  Model  for  the  Orthogonal 
Projection  of  the  Cosines  and  Sines  of  Complex  Angles,  A.  E.  Kennelly.  Proc. 
Am.  Academy  of  Arts  &  Sciences,  vol.  54,  no.  5,  Apr.  1919,  pp.  371-378,  4  figs, 
on  separate  plates.  Three-dimensional  structure  constructed  to  permit  veri- 
fication of  sines  and  cosines  of  complex  angles  by  two  successive  orthogonal 
projections  on  to  X-Y  plane,  one  projection  being  made  from  a  rectangular 
hyperbola,  and  the  other  from  a  circle  selected  among  a  theoivti'-allv  infinite 
number  of  non-coplanar  circles,  all  concentric  at  origin. 

Triad  System  Trains.  The  Trains  for  the  36  Groupless  Triad  Systems  on  15 
Elements,  Louise  D.  Cummings.  Bui.  Am.  Mathematical  Soc,  vol  25.  no.  7, 
April  1919,  pp.  321-324.  Triad  system  being  regarded  as  an  operator,  covariants 
of  that  operator  are  deduced.     These  covariants  are  called  trains  or  systems. 

PHYSICS 

Alcohol-Water  Mixtures.  The  Determination  of  the  Freezing-Point  Curves  and 
Densities  of  Denatured  Alcohol-Water  Mixtures.  Clarke  E.  Davis  and  Mortimer 
T.  Harvey.  .11.  Indus.  &  Eng.  Chem  .  vol.  11,  no.  5.  May  1919,  pp.  443)  is, 
10  figs.  A  "  zone  of  safety  "  is  proclaimed  for  several  concentrations.  Tests 
were  conducted  at  Chem.  Eng.  Lab.,  Columbia  Univ.,  for  the  purpose  of  deter- 
mining means  of  protecting  radiaJjr  and  coiling  system  of  automobiles,  airplanes 
and  trucks  from  freezing. 

Diffraction  Figures.  On  the  Diffraction-Figures  Due  to  an  Elliptic  Aperture, 
C.  V.  Raman.  Physical  Rev.,  vol.  13,  no.  4,  Apr.  1919,  pp.  259-260.  2  has. 
on  supp.  page.  Transition  from  Fresnel  to  Fraunhofer  class  of  diffraction 
figure  is  traced  and  attention  drawn  to  geometric  law  to  which  pattern  conforms. 

Diamond,  Dispersion  of.  On  the  Dispersion  of  Diamond,  L.  Silberstein  Lond., 
Edinburgh,  and  Dublin  Phil.  Mag.,  vol.  37,  no.  220,  Apr.  1919,  pp.  396-406,  2 

figs.  Applies  concept  of  electrical  intersection  of  atoms  (see  Refractive  ami 
Atomic  Interaction,  Phil.  Mag.,  vol.  33  (1017),  p.  521.  especially  general  formulae 
(2),  (3)  on  p.  522)  to  refractive  properties  of  diamond  considered  as  assemblage  of 
fixed  "  atomic  centers,"  each  containing  a  single  dispersive  electron  and  becom- 
ing a  doublet  in  presence  of  an  externa!  electric  field. 

Electrical  Action,  Laws  of.  On  the  Fundamental  Law  of  Electrical  Action. 
Megfa  Xad  Saha.  Lond.,  Edinburgh,  and  Dublin  Phil.  Mag.,  vol.  37,  no.  221). 
Apr.  1919,  pp.  347-371,  1  fig.  Theoretical  study  based  on  electro-dynamic 
principles  as  modified  by  Lorents,  Einstein  and  Minkowski  according  to  the 
principle  of  relativity.  Method  followed  is  that  of  four-dimensional  analysis 
as  initiated  by  Minkowski  in  Mathematische  Annalcn,  vol.  68,  p.  472,  et  seq. 

Gyroscopic  Force  of  Fluids.  Gyroscopic  Force  of  Fluids  (Sur  la  force  gyroscopique 
des  fluides),  E.  Faure.     Comptes  rendus  des  seances  de  1'Academie  des  Sciences, 

vol.  168,  no.  8,  Feb.  24,  1919.  pp,  395-398.  Forces  in  system  of  nipes  con- 
taining a  fluid  when  subjected  to  gyroscopic  motion. 

Inoic  Movement  in  Electrilysis.  Movement  of  Ions  in  Electrolysis  (Sul  Movi- 
mento  degli  joni  nell'elettrolisi),  Carlo  Del  Lungo  II  nuovo  ciuiento,  Series 
6,  vol.  16,  nos.  3-4,  Sept.-Oct.  1918,  pp.  173-181.      Formula  for  velocity. 

Luminosity,  Electrolytically  Produced.  An  Application  of  Electrolytically 
Produced  Luminosity.  Forming  a  Step  Towards  Telectroscopv,  L.  H.  Walter. 
English  Mechanic,  vol.  109,  no.  2822,  Apr.  25.  1919.  pp.  160-161,  1  fiL'.  Attempt- 
ing to  reproduce  Johnstone's  experiments,  writer  claims  to  have  succeeded  in 
constructing  various  luminous  devices  out  of  aluminum  alloys.  Paper  read 
before  Roy.  Soc. 

Mathematical  Physics.  Examples  of  Operational  Methods  in  Mathematical 
Physics,  T.  J.  I'a.  Bromwich.  Lond.,  Edinburgh,  and  Dublin  Phil.  Mag.,  vol. 
37,  no.  220,  Apr.  1919,  pp.  407-419,  1  fig.  Heaviside's  methods  (Proc.  Lond. 
Math.  Soc  ,  vol.  15,  1916.  p.  401,  particularly  paragraph  3  and  4)  to  examine 
whether  assumption  of  uniform  rate  of  descent  and  unfirom  temperature-gradient 
are  sufficient  to  explain  various  observations  recorded  on  thermometers  carried 
in  aeroplanes. 

Matter  and  Light.  Matter  and  Light  (Matiere  et  lumiere),  Jean  Perrin.  Annales 
de  Physique,  vol.  11,  Jan. -Feb.  1919,  po.  5-108.  Dissociations  and  combina- 
tions, phosphorescence,  radioactivity  and  changes  of  physical  state  explained  by 
theory  which  represents  light  as  immediate  cause  of  chemical  reactions  and 
establishes  fundamental  law  governing  many  physical  and  chemical  phenomena. 

Pendulum.  Foucault.  On  the  Irregularities  of  Motion  of  the  Foucault  Pendulum, 
A.  C.  Longden.  Physical  Rev.,  vol.  13,  no.  4,  Apr.  1919,  pp.  211-258,  20  figs. 
In  brief  historical  statement  emphasis  is  put  on  current  opinion  that  Foucault 
pendulum  must  be  very  long  and  very  heavy  in  order  to  be  successful.  It  is 
shown  then  that  the  elliptical  motion  so  common  in  Foucault  pendulum  experi- 
ments is  not  due  to  insufficient  length  or  weight,  or  atmospheric  disturbances. 
Hi*,  to  unequal  freedom  of  motion  in  different  directions. 


Piezo  Electricity.  Piezo-Ele?trieity  and  its  Applications.  Engineering,  vol.  107, 
no.  2782,  Apr.  25,  1919,  pp.  543-544,  6  figs.  Experiments  exhibiting  formation 
of  electricity  by  pressure  acting  on  tourmaline  crystals  and  similar  substances. 
Paper  read  before  Roy.  Instn. 

Radioactive  Lead.  The  Problem  of  Radioactive  Lead — II.  Nature,  vol.  103,  no. 
2579,  Apr.  30,  1919,  pp.  93-96.  Comparison  of  two  kinds  of  lead — the  ordinary 
metal,  in  non-uraniferous  ores,  and  that  apparently  produced  by  decomposition  of 
uranium,  radium  being  one  of  the  intermediate  products. 

Vapor  Tensions  of  Metals.  The  Vapor  Tensions  of  the  Metals,  J.  W.  Richards. 
Jl.,  Franklin  Inst.,  vol.  187,  no.  5,  May  1919,  pp.  581-598,  4  figs.  Vapor- 
tension  curves,  straightline  equation,  Trouton's  rule  and  Richards'  rule  discussed 
in  their  application  to  physical  phenomena  taking  place  in  shearardizing  and 
calorizing. 

X-Ray  Spectra.  Researches  on  the  X-Ray  Spectra  (Recherches  sur  les  spectres  des 
Rayons  X),  Alex  Muller.  Archives  des  Sciences  physiques  et  naturelles,  vol. 
1,  5th  period.  Mar.-Apr.  1919,  pp.  127-132,  2  figs.  Experimental  verification 
of  law  of  Einstein. 

RAILROAD  ENGINEERING 

FOREIGN 

European  Train  Speeds.  European  Train  Speeds.  Ry.  Gaz.,  vol.  30,  no.  16,  Apr. 
18,  1919,  pp.  685-687,  2  figs.  Survey  of  highest,  longest  and  fastest  non-stop 
runs,  speed  of  trains  between  two  places  and  geographical  distribution  of  impor- 
tant services,  Balkan  States,  Roumania,  Germany.     (Continuation  of  serial.) 

Foreign  Developments.  Railway  Developments  in  Foreign  Countries.  Ry.  Age, 
vol.  66,  no.  19,  May  9.  1919,  pp.  1163-1164.  Proposed  extension  in  Peru; 
suggestions  for  trading  with  Greece;  South  African  news. 

Norway.  Transport  Conditions  on  Norwegian  Railways  During  the  War  (Vore 
jaernbaners  transport  forhold  under  Krigen),  Chr.  Platon.  Teknisk  Ukeblad, 
vol.  66,  no.  11,  Mar.  14,  1919,  pp.  147-156,  15  figs.  Development  and  present 
conditions.  Railways  are  state-owned.  Figures  indicating  traffic  during  the 
war. 

CONSTRUCTION 

Welding  Outfits.  Local  Building  of  Railway  Special  Work  with  the  Aid  of  an 
Oxygen-Acetylene  Cutting  and  Welding  Outfit.  Mon telle  C.  Smith.  Stone 
&  Webster  .11..  vol.  21.  no.  5,  May  1919.  pp.  402-409,  4  figs.  Experience  in 
building  froirs.  switchmates  and  switches. 

ELECTRIC  RAILROADS 

Battery  Locomotives.  Electric  Battery  Locomotives.  Quarry,  vol.  24,  no.  267, 
May  1919,  pp.  125-126.  1  fig.  Consideration  given  to  Brush  type  by  Ministry 
of  Munitions.  These  locomotives  haul  loads  of  three  to  four  tons  on  level 
track. 

Locomotive  Design.  The  Progess  of  Electric  Locomotive  Design.  W.  B.  Potter 
and  S.  T.  Dodd.  Ry.  Age,  vol.  66,  no.  10.  May  9,  1919,  pp.  1157-1158.  States 
that  geared  motors  mounted  directly  on  tic  axle  will  probably  be  continued  for 
freight  and  slow-speed  passenger  work,  while  locomotives  for  high-speed  pas- 
senger work,  while  locomotives  for  high-speed  passenger  service  will  be  preferably 
of  gearless  design. 

Regenerative  Braking.  The  Economics  of  Electric  Operation  of  Railways.W.  G. 
Gordon.  .11.  Eng.  Inst.  Can.,  vol.  2,  no.  5,  May  1919,  pp.  398-401.  Costs  of 
maintenance  of  electric  locomotive  for  an  average  of  five  years  for  three  railroads, 
an  average  of  four  years  for  two  roads,  an  average  of  2  years  for  C,  M.  &  St.  P. 
R.K.,  with  figures  of  saving  effected  by  regenerative  braking  obtained  by  this 
road. 

Substations.  Railway  Converter.  Railway  Converter  Substations,  C.  E.  Lloyd. 
Elec.  Eng.,  vol.  53.  no  3,  Mar.  1919,  pp.  108-112,  3  figs.  Plan  of  Taggart 
St  net  substation,  Pittsburgh  Railways  Co. 

Westinghouse  Pneumatic  Controller.  Westinghouse  Pneumatic  Controller  of 
French  Suburban  Locomotives  (Equipment  Westinghouse  pour  la  commande 
electro-pneumatiCHie  des  automotrices  de  banlieue  des  chemins  de  fer  de  l'Etat) , 
Lucien  Pahin.  Industrie  Electrique,  vol.  28,  no.  644.  Apr.  25,  1919,  pp.  145- 
148,  1  fig.     Scheme  of  connections  and  description  of  operation,     (Concluded.) 

ELECTRIFICATION 

Electrification  and  Policies.  Some  Possibilities  of  Steam  Railroad  Electri- 
fication as  Affecting  Future  Policies,  Calvert  Townley.  RR.  Herald,  vol.  23, 
no.  6,  May  1919.  pp.  133-135.  Fundamental  difference  between  electrification 
and  steam  propulsion.  Emphasizes,  among  other  features,  practically  unlimited 
power  electricity  can  furnish  as  compared  to  strictly  limited  motive  power  of 
locomotives. 

France  Partial  Electrification  of  French  Railways;  Experiences  Acquired  in  France 
and  in  Other  Countries  Concerning  Electrification  of  Main  Line  Roads  (Pro- 
gramme d'edeetrification  partielle  des  chemins  de  fer  frangais:  experience 
actuellement  acquise  en  France  et  a  1'e.tranger  dans  ^electrification  des  grandes 
lignes),  A.  Mauduit.  Bulletin  de  la  Soeiete  Francaise  des  Flectriciens,  vol.  9, 
no.  78,  Mar.  1919,  pp.  127-160,  8  figs.  Figures  indicating  fuel  economy;  types 
of  locomotives,  particularly  three-phase  designs  used  in  Simplon  tunnel;  opera- 
ting practice. 

Iowa.  Electrification  of  Steam  Road  Results  in  Service  and  Success.  Elec.  Traction, 
vol.  15,  no.  5,  May  1919,  pp.  290-293,  9  figs.  Iowa  Southern  Utilities  Co.'s 
experience. 

Limiting  Factors.  Main  Line  Railway  Electrification.  Times  Eng.  Supp.,  vol.  15, 
no.  534.  Apr.  1919,  p.  127.     Some  limiting  factors. 


140 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Locomotive  Characteristics.  Railroad  Electrification,  F.  H.  Shepard.  Jl. 
Eng.  Inst.  Can.,  vol.  2,  no.  5.  May  1919,  pp.  402-406  and  (discussion),  pp. 
400-409,  10  figs.  Examples  of  track  arrangement  and  details  of  locomotive 
design.  Graphs  indicating  comparative  steam-  and  electric-locomotive  charac- 
teristics. 

Pantagraph  Shoe  Design.  Railroad  Electrification  Facts  and  Factors,  A.  .1. 
MaMOn.  Ry.  Elec.  Engr.,  vol.  10,  no.  5,  May  1919.  pp.  147-149,  4  figs.  Panta- 
graph  shoe  design  is  governed  by  class  of  service  in  which  the  locomotive  operates. 

Progress.  Steam  Railroad  Electrification.  Calvert  Townley.  Elec.  Eng.,  vol.  53, 
no.  4,  Apr.  1919,  pp.  170-172.  Blames  electrical  men  for  slow  progress  during 
last  20  years 

Swiss  Railways.  Electrification  of  Swiss  Railways  (Die  Elektrifizierung  der  Schweiz. 
Bundeabahnen),  E.  Huber-Stockar.  Schweizerischc  Bauzeitung.  vol.  73,  no. 
*  i  i?r'  '^'  1^19,  pp.  174-178,  4  figs.  Difficulties  encountered  concerning  supply 
of  labor  and  material.  Idea  of  electrification  was  suggested  and  work  hastened 
by  steadily  increasing  shortage  of  coal.  Description  of  various  power  stations 
and  single-phase  a.  c.  15.000/00,000-volt  transformer  for  Riton  power  station. 
(To  be  concluded.)     Paper  read  before  Zurcher  Ingenieur  &  Architekten  Verein. 

LOCOMOTIVES 

Comparative  Efficiencies,  Compound  and  Simple  Locomotives.  Comparative 
Efficiency  of  a  Compound  and  a  Simple  Locomotive  Both  Using  Superheated 
Steam,  C.  J.  Mellin.  Loco.  vol.  10,  no.  1,  May  1919,  pp.  3-11,  4  figs.  Diagrams 
worked  out  from  investigation  as  to  ranges  in  temperatures  and  expansion  of 
superheated  steam. 

Feed  water  Heaters.  Feed  Water  Heaters  and  Their  Development,  J.  Snowden 
Bell.  RR.  Herald,  vol.  23,  no.  fi.  May  1919,  pp.  143-148,  5  figs.  Forms  of 
feed  water  heaters  being  applied  in  the  U.  S.  A.  by  various  locomotive  works. 
(Continuation  of  serial.) 

Pulverized  Coal.  Utilization  of  Pulverized  Coal  in  Locomotives  (L'emploi  du 
eharbon  pulverise  sur  les  locomotives),  E.  Lasseur.  Genie  Civil,  vol.  74.  no. 
18,  May  3,  1919,  pp.  345-349,  7  figs.  Present  development  of  this  application, 
notably  as  practiced  by  the  Locomotive  Pulverized  Fuel  Co.,  N.  Y. 

Pulverized  Fuel  Locomotive.  Engineer,  vol.  127,  no.  330A,  Apr.  25, 
1919,  pp.  400-402,  8  figs,  on  supp.  plate.  In  order  to  make  fire-box  suitable  for 
use  of  pulverized  fuel,  grate  and  ashpan  were  removed  and  two  openings,  each 
7V-L  in.  in  diameter,  were  made  through  the  water  space;  through  these  openings 
pulverized  fuel  with  a  certain  proportion  of  air  is  injected.  Apparatus  located  on 
tender  and  steam-driven  throughout. 

Standard  Locomotives.  Standard  4-0-2  Tvpe  Locomotives.  Ry.  Mech.  Engr., 
vol.  93,  no.  5,  May  1919,  pp.  230-235,  14  figs.  Locomotive  is  somewhat  similar 
in  its  proportions  to  M.,  K.  &  T.  locomotive,  which  however,  has  more  heating 
surface,  but  a  considerably  smaller  grate  and  a  smaller  ratio  of  firebox  heating 
surface  to  total  heating  surface. 

The  Administration  Standard  Light  Mountain  Tvpe.  Rv.  Age,  vol.  66, 
no.  20,  May  16,  1919,  pp.  1193-1196,  5  figs.  Weight  327,000  lb.,  tractive  effort 
53,000  lb.  with  factor  of  adhesion  of  4.2. 

Swiss  T^ocomotives.  Brown-Boveri  Locomotives  for  the  Swiss  Federal  Railways, 
J.  Buehli.  Engineering,  vol.  107,  no.  2783,  May  2,  1919,  pp.  562-565,  12  figs, 
partly  on  supp.  plate.  Spur  gearing  and  coupling  rods  transmit  power  from 
motor  to  driving  axles.     (To-be  continued.) 

Tank  Engines.  2-6-4-  Tank  Engine,  Class  K.  South  Eastern  and  Chatham  Railway. 
Ry.  Engr.,  vol.  40,  no.  472,  May  1919  pp.  102-103,  2  figs.  Design  drawings 
with  dimensions. 

Tests.  Locomotive  Performance — IV,  E.  G.  Young.  Loco,  vol.  10,  no.  1,  May  1919, 
pp.  12-17,  4  figs.  Curves  obtained  in  tests  made  on  a  Pacific-type  locomotive  at 
Pennsylvania  laboratory,  Altoona. 

Uniflow.  New  Express  Locomotive  with  "  Uniflow  "  Cylinders,  North  Eastern 
Railway.  Ry.  Gaz  ,  vol.  30,  no.  19,  May  9,  1919,  pp.  801-803,  5  figs.  Boiler 
has  length  of  15  ft.  10H  in.  and  diameter  of  5  ft.  6  in.;  cylinders,  1G>£  in. 
diameter  by  26  in.  stroke. 

MAINTENANCE 

Car  Trucks.  Problems  in  Design  and  Maintenance  of  Car  Trucks  in  Relation  to 
Maintenance  of  Roadway,  W.  J.  Hyman  Official  Proc.  Can.  Ry.  Club.,  vol. 
18,  no.  4,  Apr.  1919,  pp.  15-22  and  (discussion),  pp.  23-35,  3  figs.  Wheel-base 
trucks  in  relation  to  tracks  and  flat  spots  from  viewpoint  of  Car  Department. 

Progress.  Progress  in  Railroad  Engineering  and  Maintenance,  as  Developed  in  the 
Annual  Convention  of  the  American  Railway  Engineering  Association,  Chicago, 
March,  1919,  J.  C.  Irwin.  New  England  RR.  Club,  Apr.  8.  1919,  pp.  65-104. 
Following  subjects  are  touched  upon:  Flat  spots  on  wheels;  economics  of  railway 
labor;  war  emergency  yard  improvements;  umbrella  vs.  butterfly  sheds  and 
screw  spikes. 

OPERATION  AND  MANAGEMENT 

Accident  Prevention.  The  Prevention  of  Accidents  at  Railroad  Grade  Crossings. 
Proc.  Pac.  Ry.  Club,  vol.  2,  no.  12,  Mar.  1919,  pp.  12-22.  Present  methods  for 
preventing  accidents  were  discussed  as  practiced  in  various  parts  of  the  country 
by  different  members  of  the  club. 

Fuel  Conservation.  Reduction  of  Fuel  Consumption  on  the  Northern  Pacific 
Railroad,  M.  A.  Daly.  Official  Proc,  N.  Y.  R.  R.  Club,  vol.  29,  no.  6,  Apr.  18, 
1919,  pp.  5632-5636,  also  Ry.  Mech.  Engr.,  vol.  93,  no.  5,  May  1919,  pp.  237-240, 
21  figs.  Fuel-instruction  car  employs  laboratory  demonstrations  and  moving 
pictures. 

Oil  Fuel  Trials.  Oil  Fuel  Trials:  North  Western  State  Railway,  India.  Ry. 
Engr.,  vol.  40,  no.  472,  May  1919,  pp.  90-92,  4  figs.  Reports  of  trials  which 
have  been  in  progress  since  1913.  Result  is  said  to  be  that  locomotives  are  to  be 
fitted  to  burn  60,000  tons  of  oil  per  annum  Technical  paper  no  193,  Govt. 
Printing  Dept.,  Calcutta. 


PERMANENT  WAY  AND  BUILDINGS 

Abutments.  Reinforced  Concrete  Framed  Railway  Abutments,  Albert  M.  Wolf. 
Eng.  World,  vol.  14,  no.  9,  May  1,  1919,  pp.  23-24,  3  figs.  C,  M.  &  St.  P.  R.  R. 
abutments  carry  tracks  over  ends  of  high  embankments,  and  instead  of  retaining 
the  embankment,  allow  it  to  slope  out  between  and  around  the  abutment  posts 
or  piers. 

Grade  Crossings  Engineering  Treatment  of  Necessary  Railroad  Grade  Crossings, 
Rodman  Wiley.  Mun.  <fe  County  Eng.,  vol.  56,  no.  5,  May  1919,  pp.  191-193, 
1  fig.  Recommend  that  important  crossing  be  well  paved,  paving  to  be  level 
with  top  of  rails,  so  as  to  prevent  man  killing  his  engine  on  track. 

General  Aspects  of  Grade  Separation.  Contract  Rec,  vol.  33,  no.  19, 
May  7,  1919,  pp.  440-443.  Report  issued  by  Division  of  Grade  Separation  and 
Bridges  of  city  of  Detroit.  Question  is  viewed  in  its  relation  to  city  planning 
and  cost  of  elevating  railroads. 

RAILS 

Weight  of  Rail  and  Axle  Load.  Relation  of  Weight  of  Rail  to  Axle-Load,  G. 
Richards.  Ry.  Gaz.,  vol.  30,  no.  17,  Apr.  25,  1919,  pp.  715-716  Reasons  for 
scales  of  axle  loads  prescribed  in  "  Schedules  of  Maximum.  Minimum  and 
Recommended  Dimensions  to  be  observed  on  all  5-ft.  6-in.,  2-ft.  6-in.  and  1- 
metre  gauge  railways  in  India,"  for  1913  and  limitations  for  spacing  of  sleepers. 
From  Roy.  Engrs.  Jl. 

ROLLING  STOCK 

Draft  Gear.  Freight  Car  Draft  Gear  Test  Demonstrations.  Rv.  Age,  vol.  06  no. 
18,  May  2,  1919,  pp.  1097-1100,  6  figs.,  also  Ry.  Mech.  Engr.,  vol.  93,  no.  5, 
May  1919,  pp.  249-252,  6  figs.  Method  of  recording  action  under  impact 
between  cars  devised  by  Inspection  and  Test  Section  of  Division  of  Operation, 
U.  S.  R.  R.  Administration. 

Perishable-Food  Cars.  On  the.  Design  of  Railway  Wagons  for  the  Carriage  of 
Perishable  Foods.  Dept.  Sci.  &  Indus.  Research.  Food  Investigation  Board, 
special  report  no.  1,  1919,  8  pp.  Among  other  suggestions  it  is  advised  that 
doors  be  laid  in  two  portions,  being  divided  horizontally. 

Refrigerator  Cars.  Report  on  English  Refrigerator  Cars.  Cold  Storage  &  Pro- 
duce Rev.,  vol.  22,  no.  253.  Apr.  17,  1919,  pp.  87-90.  Document  from  Govern- 
ment Research  Sub-Committee.  Urges  among  other  things,  that  special 
attention  be  directed  to  airtightness,  especially  as  regards  fitting  of  doors. 

SAFETY  AND  SIGNALING  SYSTEMS 

Block  Signaling  Practice.  Block  Signaling  Practice  on  a  British  Railway 
F.  B.  Holt  and  A  B.  Wallis.  Ry.  Signal  Engr.,  vol.  12,  no.  5,  May  1919,  pp. 
159-161,  3  figs.  Electrical  equipment  used  in  signal  tower  on  the  Midland, 
First  of  series  of  three  articles. 

Low  Frequency  System.  Supply  and  Transmission  for  Modern  Railway  Signaling, 
A.  E.  Tattersall.  Ry.  Engr.,  vol.  40,  no.  472,  May  1919,  pp.  92-95,  2  figs. 
Advantages  of  low  frequency  are  claimed  to  be  possibility  of  using  standard 
d.  c.  apparatus,  economy  in  installation,  improvement  of  power  factor  and 
greater  variation  in  operating  values  of  apparatus. 

Reinforced  Concrete  Appliances.  Reinforced  Concrete  for  Signal  Work  in 
England,  A.  C.  Rose.  Ry.  Signal  Engr.,  vol.  12.  no.  5,  May  1919,  pp.  152-154, 
6  figs.  Types  of  reinforced-concrete  signal  and  telegraph  poles,  stakes  and  other 
appliances. 

SHOPS 

Dipping  and  Baking.  Insuring  Electrical  Equipment  by  Efficient  Dipping  and 
Baking,  W.  G.  Lamb.     Elec.  Traction,  vol.  15,  no.  5,  May  1919,  pp.  307-309, 

5  figs.     Experience  with  dipping  and  baking  process  of  Waterloo,  Cedar  Falls 

6  Northern  Railway. 

Halifax  Car  Repair  Shops.  Car  Repair  Building  for  C.  N.  R.  at  Halifax.  J.  J. 
MacDonald.  Contract  Rec,  vol.  33,  no.  19,  May  7,  1919,  pp.  427-429,  5  figs. 
Shell  of  building  consists  of  plain  concrete  base  wall  rising  to  level  of  window 
sills,  a  series  of  narrow  wall  piers  between  windows  and  reinforced-concrete 
entablature  and  parapet  wall  above  window  openings. 

Omaha  Car  Barns.  New  and  Modern  Car  Barn  in  Omaha.  Elec.  Traction,  vol. 
15,  no.  5,  May  1919,  pp.  293-296,  5  figs.  Structure  of  100  cars  capacity,  inclu- 
ding single  line  of  columns,  giving  maximum  unobstructed  floor  space. 

Roundhouse  Design.  Some  Modern  Tendencies  in  Roundhouse  Design,  Exum  M. 
Haas.  Ry.  Age.,  vol.  66,  no.  20,  May  16,  1919,  pp.  1199-1201.  Economy  in 
permanent  construction.     Paper  read  before  Western  Soc.  of  Engrs. 

Welding.  Welding  Locomotive  Drive  Wheel.  Welding  Engr.,  vol.  4,  no.  5,  May 
1919,  p.  29,  3  figs.  Pin  was  broken  of  flush  with  wheel,  which  was  performed 
without  removing  wheel  or  preheating. 

SPECIAL  LINES 

Narrow-Gage  Repair  Shop  Trains.  Repair  Shop  Train  Used  on  Narrow  Gage  in 
Flanders,  F  C.  Coleman.  Ry.  Age,  vol.  66,  no.  19,  May  9,  1919,  pp.  1139-1140. 
3  figs.  Portable  machine  shop  equipped  with  elect ric-motor-driven  tools  and 
gasoline  generator  sets. 

STREET  RAILWAYS 

New  Orleans.  Suggested  Changes  in  the  Operation  of  the  Street  Railway  System  of 
New  Orleans,  W.  T.  Hogg.  Proc  Louisiana  Eng.  Soc,  vol.  5,  no  1.  Feb.  1919 
pp.  25-78,  22  figs.  Analysis  of  present  routes  from  viewpoint  of  principles 
said  to  be  scientifically  based  on  geographic  relations  of  commercial,  industrial, 
residential  and  recreative  centers.  Present  system  found  inadequate  and  modi- 
fications are  suggested. 


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141 


New  York.  Six  Years  of  Rapid-Transit  Progress  in  New  York,  D.  L.  Turner.  Eng. 
News-Rec  ,  vol.  82,  no.  18,  May  1,  1919,  pp.  805-869,  8  figs.  Graphs  showing 
cost  of  labor,  comparison  and  work  accomplished  on  old  and  new  subway  lines. 

Rehabilitation  Track  Standards.  Chicago  Rehabilitation  Track  Standards  Prove 
Successful.  Elec.  Ry.  Jl.,  vol.  53,  no.  18,  May  3,  1919,  pp.  865-869,  5  figs. 
Five  standard  types  adopted  in  1907  and  1909.  Study  made  of  rail  corrugation 
as  influenced  by  several  types  of  construction. 

Wheels  and  Axles.  Steel-Tired  Wheels  and  Axles,  H.  Vernon.  Elec.  Ry.  .11  , 
vol.  53,  no.  20,  May  17,  1919,  pp.  961-963,  7  figs.  Practice  at  tramway  sheds 
of  Belfast,  Ireland. 

TERMINALS 

Coaling  Station.  Lehigh  Valley  R.R.  Modern  Railroad  Coaling  Station,  M.  V. 
Bailliere.  Coal  Trade  Jl.,  vol.  50,  no.  19,  May  17,  1919,  pp.  519-520,  2  figs. 
Facilities  provided  for  coaling  on  six  different  tracks  in  station  built  for  Lehigh 
Valley  R.  R.  at  Manchester,  N.  Y. 

D.  &  R.  G.  Freight  Terminal.  Novel  Features  in  New  D.  &  R.  G.  Freight  Terminal. 
Ry.  Age,  vol.  66,  no.  18,  May  2,  1919,  pp.  1083-1085,  7  figs.  Facilities  at  Salt 
Lake  City  include  two  freight  houses,  transfer  platforms  and  a  team  yard. 

N.  Y.  C.  Engine  Terminal.  New  York  Central  R.  R.  Engine  Terminal,  Gardenville, 
N.  Y.  Ry.  Rev.,  vol.  64,  no.  19,  May  10.  1919,  pp.  677-681,  10  figs.  Engine 
house  is  equipped  with  boiler-washing  and  filling  apparatus,  portable  electric- 
welding  equipment,  hoists  and  trolleys  for  handling  heavy  locomotive  parts,  etc. 

AERONAUTICS 

AIRCRAFT 

Lift  of  Airships.  I.ighter-than-Air  Craft,  T.  R.  Cave-Rrowne-Cave.  Aeronautics, 
vol.  16,  no.  285,  Apr.  3,  1919,  pp.  365-371,  4  figs.  Technical  study  of  factors 
governing  variation  of  lift  of  an  airship  and  its  significance  in  design  of  envelope. 
Paper  read  before  Roy.  Aeronautical  Soc. 

Non-Rigid  Airships.  The  Development  of  Airship  Construction.  C.  I.  R.  Campbell. 
Engineer,  vol.  127,  no.  3303,  Apr.  18,  1919,  pp.  384-386,  3  figs.  General  dimen- 
sions and  dates  of  three  typical  non-rigid  airships,  Zodiac,  Parseval  and  Astra 
types.     Paper  read  before  Instn.  Naval  Architects. 

Rigid  Airships.  Rigid  Airship  Design:  The  Tension  in  the  Diagonal  Bracing  Wires, 
E.  H.  Lewitt.  Aeronautics,  vol.  10,  no.  287.  Apr.  17,  1919,  pp.  402^103,  2  figs. 
Formula  based  on  assumption  that  ship  bends  about  a  neutral  axis,  that  longi- 
tudinal girders  take  the  bending  stresses  only,  while  diagonal  bracing  wires  take 
all  the  shear,  and  that  all  loads  are  concentrated  at  transverse  frames. 

APPLICATIONS 

Air  Navigation  Regulations.  Air  Navigation,  II  E.  Wimperis.  Flight,  vol.  11, 
no.  19.  May  8.  1919.  pp.  000-004,  10  figs.  Technical  problems  in  air 
navigation,  similar  to  those  presented  by  sea  navigation  and  manner  of  solving 
same.     Paper  read  before  Row  Aeronautical  Soc. 

Air  Navigation  Regulations.  Flight,  vol.  11,  no.  19,  May  8,  1919,  pp.  608- 
015,  2  figs.  Legislation  concerning  conditions  of  flying,  aerodromes,  safety 
provisions,  licensing  of  personnel,  lights  and  signals,  registration  and  nationality 
marks. 

Commercial  Transportation.  Commercial  Transportation  ami  High-Speed 
Services  by  Air,  G.  Holt  Thomas.  Aeronautics,  vol.  10,  no.  287,  Apr,  17,  1919, 
pp.  404-405.  Visualizes  trade  conditions  when  "  there  will  be  no  place  on  the 
earth's  surface  more  than  four  days'  journey  from  London  by  air." 

Air  Transports  (Aero-Transports).  Ernest  Archdeacon.  L'Aerophile, 
vol.  27,  bos.  3-4,  Feb.  1-15,  1919,  pp.  33-37.  3  rigs.  Analysis  of  types  developed 
during  war  which  indicate  possibilities  of  commercial  utilization  for  air  service. 

Latin  American  Republics.  Aviation  as  a  Solution  of  the  Ecnomic  and  Sociological 
Problems  of  Latin  American  Republics  (Lo  que  puede  hacer  la  aviacion  en  pro 
de  la  solucion  de  los  problemas  economicos  y  sociologicos  de  las  repubhcas 
latino-americanas),  Henry  Woodhouse.  Flying,  vol.  8,  no.  4.  May  1919, 
pp.  350-351  &  374.  Argues  that  lack  of  adequate  means  of  transportation  has 
prevented  growth  of  Latin  America,  its  development  by  establishing  air  routes 
will  solve  problem. 

AUXILIARY  SERVICE 

Air  Fans.  Air  Fans  for  Driving  Generators  on  Airplanes,  G.  Francis  Grav,  John  W. 
Reed  and  P  N.  Elderkin.  Mech.  Eng.,  vol.  41,  no.  0,  June  1919,  pp.  527-530, 
11  figs.  Difficulty  of  problem  in  designing  is  represented  as  having  been  the 
production  of  fan  which  was  turned  at  constant  speed  in  air  streams  of  widely 
varying  speeds  set  up  by  airplane  in  flight.     Paper  for  June  meeting  of  ASM  K. 

Navigation  Apparatus.  Determining  True  Course  in  Aerial  Navigation  (Indicateur- 
palonneur  de  route  pour  la  navigation  aerienne  a  l'estime) ,  L.  Dunoyer.  Comptes 
rendus  des  seances  de  l'Academie  des  Sciences,  vol.  168,  no.  14,  Apr.  7,  1919, 
pp.  728-729.  To  simplify  composition  of  triangle  of  velocities  a  system  is 
suggested  which  involves  placing  on  pilot's  chart  at  place  of  departure  an 
indicator  having  concentric  circles  whose  radii  are  proportional  to  distances 
made  under  wind  of  2,  4,  6  ....  miles  per  sec,  and  at  place  terminus  of  voyage 
a  similar  indicator  in  which  the  radii  of  concentric  circles  are  proportional  to 
distances  travelled  by  airplane  in  calm  weather.  Their  operation  is  illustrated 
by  examples. 

Telephone  Apparatus,  Radio.  Aeroplane  Radio  Telephone  Apparatus,  Edgar  II. 
Felix.  Aerial  Age,  vol.  9,  no.  8,  May  5,  1919,  pp.  397-399.  10  figs.  Types  of 
microphones,  headgear  and  generators  developed  by  Signal  Corps. 

DESIGN 

Aerofoil  Design.  Some  Future  Possibilities  of  Aerofoil  Design,  W.  E.  Astin.  Flight, 
vol.  11,  no.  16,  Apr.  17,  1919,  pp  506-509,  7  figs.  Considers  possible  that  rigid 
wings  will  not  persist,  but  will  in  time  be  replaced  by  wings  which  may  be  of 
variable  area,  of  variable  angle  of  incidence,  variable  camber,  or  again  of  any 
suitable  combination  of  these  variables. 


Commercial  Engines.  Machines  for  Commerce  and  Pleasure.  Aeronautics  vol 
16,  no.  286,  Apr.  10,  1919,  pp.  380-381,  3  figs.  Graham  White  Co.,  Ltd.,  has 
decided  on  seven  types:  instructional  machine,  Bantam  sporting  single-seater, 
express  air-mail  machine,  four-seater  aero-limousine,  five  seater  aero-limousine,' 
24-seater  passenger  machine,  and  Dominions-type  machine. 

Radius  of  Action.  Air  Mileage  of  Aeroplanes  Intended  for  Long  Distances  and  for 
Transport.  J.  Dennis  Coales.  Engineering,  vol.  107,  no.  2783,  May  2,  1919, 
pp.  557-500,  0  figs.  Technical  study  of  limitations  with  reference  to  problem 
of  transatlantic  flight.     (To  be  continued.) 

ENGINES 

Cooling.  The  Cooling  of  Aero  Engines.  Autocar,  vol.  42,  no.  1227-  Apr.  20,  1919, 
pp.  609-612,  9  figs.  Physical  conditions  of  the  atmosphere  to  which  engine 
must  adapt  itself.  Discusses  means  being  adopted  for  preventing  over-cooling 
of  front  valves. 

Design.  The  Design  of  Airplane  Engines — V.  John  Wallace.  Automotive  Eng.,  vol. 
4,  no.  4,  Apr.  1919,  pp.  166-168,  11  figs.  Crank-effort  diagram;  calculation  of 
inertia  forces  of  reciprocating  mass.     (To  be  continued.) 

Hispano-Suiza.  Hispano-Suiza  Motors  (Les  moteurs  Hispano-Suiza).  L'Aerophile, 
vol.  27,  nos.  5-6,  Mar.  1-15,  1919,  pp.  78-81,  8  figs.  Five  tvpes  considered  are- 
150  hp.,  180  hp.,  200  hp.,  220  hp.,  and  300  hp.     (To  be  continued.) 

King-Bugatti  Engine.  King-Bugatti  10-Cylinder  Aero  Engine — -II.  Automotive 
Industries,  vol.  11,  no.  18,  May  1,  1919,  pp.  956-959,  and  980,  7  figs.  Consists 
virtually  of  two  8-cyl.  all-in-line  engines  mounted  on  common  cjankcase  and 
geared  to  common  propeller  shaft;  designed  to  permit  a  37-mm.  cannon  to  shoot 
through  hollow  propeller  shaft. 

Liberty  Engine.  Mechanical  Details  of  the  Liberty  Engine — III.  Automotive 
Eng.,  vol.  4,  no.  4,  Apr.  1919,  pp.  178-179  and  102.  Specifications  of  both  the 
cast-iron  cylinder  forms  for  tank  use  and  the  steel  cylinder  type  with  sheet- 
metal  water  jackets  for  airplane  power  plants. 

Maybach  Engine.  Details  of  the  300-Horsepower  Maybach  Airplane  Engine 
Automotive  Eng.,  vol.  4,  no.  4,  Apr.  1919,  pp.  109-173,  10  figs.  Mechanical 
construction  and  design  features.  Cylinders,  crankcase  and  shaft  pistons  and 
wrist  pins.     (To  be  continued.) 

Puma  Engine.  Tin-  Siddeley-Deasy  "  Puma  "  Aero  Engine.  Aerial  Age,  vol.  9, 
no.  9,  May  12,  1919,  pp.  441-442  and  453,  4  figs.  Engine  has  6  cylinders; 
outstanding  features  claimed  are  special  construction  of  cylinders  and  arrange- 
ment, of  mechanism  actuating  valves,  these  features  being  designed  to  facilitate 
dismantling  and  erection  for  repairs. 

Superchargers.  Maintaining  Constaut  Pressure  Before  the  Carburettors  of  Aero 
Engines  Regardless  of  the  Altitude,  Leslie  V.  Spencer.  Aerial  Age.  vol.  9,  no 
8,  M  iy  5,  19M,  pp,  387-389,  7  ligs.  Mechanical  features  of  Moss  and  Sherbondy 
turbo-superchargers      (Concluded.) 

Zeitlin  Engine.  The  Zeitlin  Aero-Engine.  Engineer,  vol.  127,  no.  3304,  Apr.  25, 
1919,  pp.  408-410,  HI  li-r-  Nine-cylinder  rotary  221)  hp.  engine.  Fundamental 
differs  from  other  motors  in  that  piston  stroke  is  not  of  uniform  length  in  each 
of  the  four  movements  constituting  a  complete  cycle. 

INSTRUMENTS 

Anemometers.  Design  of  Pressure  Plate  Anemometers,  C.  H.  Powell.  Aviation, 
vol.  ti,  no.  7.  May  1,  1919,  pp.  374-375,  3  figs.  Technical  points  of  design' 
Writer  takes  up  case  of  constructing  instrument  to  give  direct  readings  without 
making  it  necessary  to  have  recourse  to  trial  and  error  methods. 

MATERIALS  OF  CONSTRUCTION 

Glues.  The  Manufacture  and  Use  of  Glues  in  Aeroplane  Construction.  B.  C.  Boulton 
Aerial  Age,  vol.  9,  nos.  8  &  9,  May  5  &  12,  1919,  pp.  390  and  395-390,  and 
lo  1-453.  2  ligs.  Based  upon  technical  reports  prepared  for  Bur.  Aircraft 
Production.  Factors  affecting  quality  of  casein;  Bur.  of  Aircraft  Production, 
specification  for  glues. 

Veneers.  Veneer  Body  Construction.  Aviation,  vol.  6,  no.  3,  May  15,  1919,  pp. 
434-430,  3  (igs.  Results  of  investigations  conducted  at  McCook  Field  in 
endeavor  to  develop  satisfactory  veneer  bodies  of  USC-2  and  USXB-1  combat 
planes.     (To      be      continued.) 

METEOROLOGY 

Cyclone  Compression.  Examples  of  "Cyclone  Compression,"  (Sur  quelques 
exemples  de  "compression  de  cyclone"),  Gabriel  Guilbert.  Comptes  rendus 
des  seances  de  l'Academie  des  Sciences, vol.  108,  no.  13,  Mar.  31,  1919,  pp.  091-093. 
Cases  quoted  in  substantiation  of  rule:  Depressed  region  surrounded  with  con- 
verging strong  winds  shows  maximum  barometric  compression  in  center. 

MODELS 

Aeroplanes.  Model  Aeroplanes — XXIII,  F.  J.  Camm.  Aeronautics,  vol.  16, 
no.  285,  Apr.  3,  1919,  p.  303,  0  figs.  Built-up  plane;  covered  with  proofed' 
transparent  silk.      Illustrations  indicate  construction  details. 

Elementary  Aeronautics  and  Model  Notes,  John  F.  McMahon.  Aerial 
Age,  vol.  9,  no.  9,  May  12,  1919,  p.  457,  1  fig.  Model  in  which  regular  tested 
wing  curve  is  used. 

Air  Screws.  Model  Aeroplanes — XXIV.  F.  J.  Camm.  Aeronautics,  vol.  10,  no 
287,  Apr.  17,  1919,  p.  409,  4  figs.     Carving  model  airscrews. 

Speed  Models.  Elementary  Aeronautics  and  Model  Notes,  John  F  McMahon 
Aerial  Age,  vol.  9,  no.  8,  May  5,  1919,  p.  403,  2  figs.  Speed  model  said  to  have 
developed  speed  of  55  miles  per  hour. 


142 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


PLANES 

B.  A.  T.  The  B.  A.  T.  Four-Seater  Biplane.  Flight,  vol  11,  no.  16,  Apr.  17,  1919, 
pp.  494-498,  1 1  figs.  Designed  for  commercial  work — either  passengers  or 
carrying  mail;  provides  accommodation  for  four  passengers  besides  pilot. 

Curtis  M-F  Flying  Boat.  Curtiss  M-F  Flying  Boat.  Aerial  Age,  vol.  9,  no.  8, 
.May  5,  1919,  pp.  384-385,  5  figs.  Equipped  with  8-cyl.,  4-stroke  cycle  water 
cooled  V-type  engine,  rated  at  100  hp.  at  1400  r.p.m.;  bore  and  stroke  4\4  in. 
by  5  in. 

Halberstadt.  The  Halberstadt  Two-Seater  Fighter.  Aviation,  vol.  0,  no.  7 
May  1,  1919,  pp.  384-380,  11  figs.     Constructional  features. 

Lepere.  The  Lepere  Two-Seater  Fighter.  Aviation,  vol.  6,  no.  3,  May  15,  1919, 
pp.  420-429,  8  figs.  Belongs  to  class  of  Dell. -4  and  Bristol  type.  One 
peculiarity  of  design  is  that  there  are  no  incidence  or  stagger  wires  in  the  plane, 
these  being  replaced  by  a  system  of  portal-framed  struts. 

Pfalz.  The  Pfalz  (D  XII)  Single-Seater  Fighter.  Flight,  vol.  11,  no.  17,  Apr.  24, 
1919,  pp.  528-533,  16  figs.  This  airplane  was  brought  down  near  Dury  on  Sept. 
15,  1918.  Report  covering  design  and  details  issued  by  Technical  Dept. 
(Aircraft  Production),  Ministry  of  Munitions. 

Tarrant  Triplane.  The  Tarrant  Giant  Triplane.  Flight,  vol.  11,  no.  19,  May  8, 
1919,  pp.  592-593,  2  figs.  Power  plant  consists  of  Napier  "  I. ion  "  engines, 
four  of  which  are  mounted  on  bottom  plane,  the  other  two  being  placed  between 
the  middle  and  the  top  plane  and  driving  tractor  screws.  Warren  type  of 
girder  has  been  adapted  in  regard  to  wood  construction. 

Torpedoplane.  The  Torpedoplane,  the  New  Weapon  which  Promises  to  Revolu- 
tionize Naval  Tactics,  Henry  Woodhouse.  U.  S.  Naval  Inst.,  Proc,  vol.  45, 
no.  5,  May  1919,  pp.  743-752.  Constructed  for  dropping  torpedoes  from  air- 
planes. 

PROPELLERS 

Variable  Pitch  Propeller.  Pilot  Motor  Variable  Pitch  Propeller,  Alfred  Vischer, 
Jr.  Aviation,  vol.  6,  no.  7,  May  1,  1919,  pp.  380-381,  3  figs.  SCR-73  syn- 
chronous rotary-gap  transmitter  designed  and  developed  to  be  adjustable 
to  nine  wave  lengths  supplemented  by  five  notes  obtained  from  interchangeable- 
gap  rotors  to  prevent  interference  and  to  aid  in  identification. 

PRODUCTION 

Fire  Hazard.  Features  of  Fire  Hazard  in  Airplane  Manufacture,  W.  D.  Milne. 
Quarterly  of  the  Nat.  Fire  Protection  Assn.,  vol.  12,  no.  4,  Apr.  1919,  pp.  345- 
352.  Notes  on  prominent  fire  hazards  as  observed  by  writer  in  various  air- 
plane factories;  he  advocates  incorporating  in  plans  for  these  plants  measures 
necessary  for  their  protection  against  fire. 

National  Aeroplane  Factory,  England.  National  Aeroplane  Factory  Near 
Manchester.  Engineer,  vol.  127,  no.  3301,  Apr.  4,  1919,  pp.  422-424,  10  figs, 
on  supp.  plate.  Factory  covers  area  of  15  acres  and  comprises  assembling  and 
erection  shop,  woodworking  shop,  timber  drying  shed  for  spruce  conditioning 
and  two  ash-drying  plants. 

Naval  Aircraft  Factory,  Philadelphia.  Aeroplane  Construction,  F.  G.  Coburn. 
Jl.  Engrs.  Club,  Philadelphia,  vol.  36-4,  no.  173,  Apr.  1919,  pp.  121-126,  6  figs. 
Brief  account  of  construction  and  development  of  Naval  Aircraft  Factory  at 
Philadelphia  Navy  Yard. 

■  TESTING 

Engine  Trials.  The  Analysis  of  Engine  Trials.  Automobile  Engr.,  vol.  9,  no.  126, 
May  1919,  pp.  134-136,  9  figs.  Empirical  methods  of  calculation  for  analyzing 
results  of  aero-engine  trials,  particularly  where  tests  have  obviously  been  faulty 
or  incomplete. 

Full-Scale  Experiments.  Full  Scale  Aeroplane  Experiments,  W.  S.  Farren. 
Aeronautical  Jl.,  vol.  23,  no.  98,  Feb.  1919,  pp.  34-63,  14  figs.  Formula?  derived 
from  model  experiments  cannot  be  employed  in  designing  calculations,  it  is 
stated,  without  first  testing  their  validity  in  full-scale  experiments. 

TRANSATLANTIC  FLIGHT 

Navy  (U.  S.)  Fliers.  The  Navy's  Trans-Atlantic  Fliers.  Motor  Boat,  vol.  16,  no.  10 
May  25,  1919,  pp.  5-7,  5  figs.     Weights  and  principal  dimensions. 

Winds.  Trans-Atlantic  Flight  and  Meteorology,  Willis  Ray  Gregg.  Aviation,  vol, 
6,  no.  7,  May  1 ,  1919,  pp.  370-372,  1  fig.  Wind  volocity  and  direction  as  affecting 
Newfoundland-Ireland  and  Newfoundland-Labrador-Greenland  Scotland  routes. 
Paper  read  before  Phil.  Soc.  of  Washington. 

VARIA 

Aviators,  Physiol»gy.  The  Physiology  of  the  Aviator,  Yandell  Henderson.  Science 
vol.  49,  no.  1271,  May  9,  1919,  pp.  431-441.  Development  of  this  branch  of 
science  during  the  war  and  account  of  the  principles  laid  down  from  experience. 

Aviators.  Tests  of.  Psycho-Physical  Tests  of  Aviators,  George  M.  Stratton.  Sci. 
Monthly,  vol.  8,  no.  5,  May  1919,  pp.  421-426.  Stress  is  laid  upon  two  quali- 
fications, viz.:  coolness  and  power  to  make  rapid  decisions. 

Camesa  Aero.  A  New  Aero  Camera.  Aeronautics,  vol.  16,  no.  286,  Apr.  10,  1919, 
p.  389,  2  figs.  Taking  photograph,  moving  exposed  plate  out  of  position, 
resetting  camera  shutter  and  moving  up  of  fresh  plate  into  position  performed 
fry  one  movement. 

Mapping,  Aero.  Methods  Used  in  Aero-Photographic  Mapping.  Eng.  News- 
Rec,  vol.  82,  no.  21.  May  22,  1919,  pp.  1000-1004,  8  figs.  Outgrowth  of 
experience  in  use  of  panoramic  camera  in  Alaska  with  exposition  of  principles 
on  transforming  camera.     From  Geographical  Rev. 


Present  Status  of  Photographic  Mapping  from  the  Air,  J.  B.  Mertie.  Jr. 
Eng.  News-Rec,  vol.  82,  no.  21,  May  22,  1919,  pp.  996-999.  Airplane  mapping 
is  considered  possible  and  practicable,  but  it  is  observed  that  two  great  problems, 
horizontalization  of  camera  and  effects  of  surface  relief,  must  be  solved. 

METALLURGY 

ALUMINUM 

Alloys.  Aluminum  and  Its  Light  Alloys.  Dept.  of  Commerce,  Circular  of  the  Bur. 
of  Standards,  no.  76,  Apr.  21,  1919,  120  pp.,  27  figs.  Deals  primarily  with 
physical  properties  of  metal  or  alloy.  Other  features,  except  a  few  statistics  of 
production  and  such  as  methods  of  manufacture,  presence  of  impurities,  etc., 
are  discussed  only  in  their  relation  to  these  physical  properties. 

Aluminum  and  Magnesium.  The  Metallurgy  of  Aluminum  and  Magnesium,  H.  B. 
Pulsifer.  Salt  Lake  Min.  Rev.,  vol.  21,  no.  2.  Apr.  30,  1919.  pp.  21-25.  4  figs. 
Principles  of  electrolytic  cell  for  producing  magnesium:  methods  of  manufacture. 

Micrography.  The  Micrography  of  Aluminum  and  Its  Alloys,  Hanson  and  S.  L. 
Archbutt.  Metal  Industry,  vol.  14,  no  14,  Apr.  4,  1919,  pp.  277-283,  13  figs. 
Preparation  of  etchings,  especially  when  metal  has  been  cold-worked,  when 
material  is  said  to  exhibit  great  readiness  to  become  tarnished  by  formation  of 
adhering  coating  of  oxide  of  aluminum. 

COPPER  AND  NICKEL 

Alloys.  The  Properties  of  Some  Copper  Alloys,  W.  Rosenhain  and  D.  Hanson. 
Metal  Industry,  vol.  14,  no.  14,  Apr.  4,  1919,  pp.  269-272  and  (discussion), 
pp.  272-274,  4  figs.  Series  prepared  by  Metallurgy  Dept.  of  Nat.  Physical 
Laboratory.  Combination  of  high  tensile  strength  with  great  ductility  was 
aimed  at  in  every  case. 

Brass  and  Silicon.  Some  Principles  Involved  in  Melting  Metals — V.  Charles  Vickers. 
Brass  World,  vol,  15.  no,  5,  May  1919,  pp.  145-147,  2  figs.  Adding  silicon  to 
yellow  brass  in  order  to  increase  fluidity  of  alloy  so  that  it  can  be  poured  into 
thin  castings. 

Brass  for  Rolling.  Notes  on  Allovs  Used  in  British  Brass-Rolling  Mills,  A.  J. 
Franklin.  Metal  Indus.,  vol.  17,  no.  5,  May  1919,  pp.  225-228,  1  fig.  Effects 
of  impurities,  casting  difficulties,  hints  on  annealing  and  composition  of  some  of 
the  alloys. 

Copper  Rolling.  The  Metallurgy  of  Copper,  Thomas  H.  A.  Eastdick.  Sci.  Am. 
Supp.,  vol.  87,  no.  2264,  May  24,  1919,  pp.  332-333  and  pp.  335-336,  5  figs. 
Graphs  showing  effect  of  rolling  on  tensile  strength  and  elongation  under  a  given 
stress. 

Slag.  Copper-Smeltery  Slag  from  the  Microscopic  and  Chemical  Point  of  View, 
C.  G.  Maier  and  G.  D.  Van  Arsdale.  Eng.  and  Min.  Jl.,  vol.  107,  no.  19,  May 
10,  1919,  pp.  815-824,  40  figs.  Combined  miscroscopical  and  chemical 
method  pursued  in  investigations  indicated  that,  in  slags  examined  copper 
existed  in  two  physical  forms  chemically  similar,  (1)  dissolved  copper  sulphide, 
in  blast  furnace  and  reverberatory  slags  and  in  converter  or  mixed  slags  and 
(2)  mechanically  suspended  particles  of  sulphide  copper  varying  in  composition 
from  matte  to  Cu2+X  Cu  and  in  amount  equal  to  total  copper  less  dissolved 
copper. 

FERROUS  ALLOYS 

Ferro-Manganese.  Manganese  Alloys  in  Open-Hearth  Practice.  Iron  Age,  vol. 
103,  no.  21 ,  May  22,  1919,  pp.  1363-1365.     Use  of  silico-manganese  reommended. 

FLOTATION 

Gold.  Notes  on  Cyaniding,  W.  B.  Blyth.  Min.  Mag.,  vol.  20,  no.  4,  Apr.  1919, 
pp.  224-226.  Effect  of  arsenic  and  antimony  and  position  of  flotation  as  regards 
gold  metallurgy-. 

FURNACES 

Heating  and  Annealing  Furnaces.  Heating  Furnaces  and  Annealing  Furnaces — 
W.  W.  Trinks  Blast  Furnace  &  Steel  Plant,  vol.  7,  no.  5,  May  1919,  pp.  215- 
217,  6  figs.  Heat  losses  from  tongue-hold,  from  openings  around  ingots,  through 
roofs  partly  burned  and  through  incomplete  combusion.  Examples  derived 
from  large  furnaces. 

IRON  AND  STEEL 

Cast  Iron.  The  Solubility  and  Stability  of  Iron  Carbide  in  Cast  Iron  J.  A.  Holden. 
Iron  &  Coal  Trades  Rev.,  vol.  98,  no.  2668,  Apr.  18,  1919,  p.  479,  3  figs.  Results 
of  various  experimenters  compiled  and  compared. 

Duplexing.  Metallurgical  Considerations  of  Duplexing — I,  Richard  S.  McCaffery. 
Blast  Furnace  &  Steel  Plant,  vol.  7,  no.  5,  May  1919.  pp.  209-212.  Operation 
of  large  and  small  Bessemer  converters  from  viewpoint  of  metallurgical  and 
physical  chemistry. 

Electric  Furnace  Steel.  Electric  Furnace  Steel,  William  K.  Booth.  Jl.  Am. 
Steel  Treatcrs  Soc.  vol.  1,  no.  6,  Mar.  1919,  pp.  207-214,  6  figs.  Characteristics 
of  Booth-Hall  electric  furnace.  General  principle  of  design  is  hearth  which 
becomes  conductive  of  electricity  when  hot,  and  use  of  auxiliary  electrode  which 
acts  as  a  return  for  the  electric  current  until  the  hearth  becomes  heated  and 
conductive. 

Making  Electric  Steel  for  Roller  Bearings.  Machy.  (Lond.),  vol.  14,  no. 
344,  May  1,  1919,  pp.  131-137,  11  figs.  Practice  of  Timken  Roller  Bearing  Co., 
Canton,  Ohio,  in  operating  Heroult  electric  furnaces  forging  ingots,  rolling  billets 
and  cold-drawing  steel  into  solid  bars  and  seamless  tubing. 

Flaky  Fractures.  Flaky  Fractures  and  Their  Possible  Elimination,  Haakon  Styri. 
Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  9,  May  1,  1919,  pp.  478-483,  1  fig. 
Review  of  literature  bearing  upon  oxides  and  other  inclusions  in  steel,  together 
with  application  of  principles  of  physical  chemistry  to  conditions  in  a  steel  melt. 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE     OF     CANADA 


143 


Graphitization.  Graphitization  in  Iron-Carbon  Alloys,  Kuniichi  Tawara  and 
Genshichi  Asahara.  Iron  &  Steel  Inst.,  Ann.  Meeting,  May  8  &  9,  1919, 
no.  14,  16  pp.,  4  figs.,  also  abstracted  in  Iron  &  Coal  Trades  Rev.,  vol.  98.  no. 
2671,  May  9,  1919,  pp.  578-579,  2  figs.  View  is  held  that  in  fluid  alloys  there 
exist  atoms  of  free  carbon;  these  free-carbon  items  may  serve  as  nuclei  for  the 
graphitization  when  conditions  are  favorable. 

Hardening.  The  Hardening  of  Steel,  H.  C.  H.  Carpenter.  Engineering,  vol.  107, 
nos.  2776  and  2777,  Mar.  14  &  21,  1919,  pp.  340-341  and  386-390,  18  figs. 
Exposition  of  various  views  as  to  scientific  explanation  of  this  property.  Dis- 
course delivered  at  Roy.  Instn. 

The  Experimental  Investigation  of  the  Influence  of  the  Rate  of  Cooling  on 
the  Hardening  of  Carbon  Steels,  A.  M.  Portevin  and  M.  Garvin.  Iron  &  Coal 
Trades  Rev.,  vol.  98,  no.  2671,  May  9,  1919.  pp.  599-607,  25  figs.  (Abridged.) 
Paper  read  before  Iron  &  Steel  Inst. 

High-Speed  Steel.  The  Manufacture  and  Working  of  High-Speed  Steel,  J.  H. 
Andrew  and  G.  W.  Green.  Iron  &  Steel  Inst.,  Ann.  Meeting,  May  8  &  9, 
1919,  no.  1,  32  pp.,  40  figs.  Also  abstracted  in  Iron  &  Coal  Trades  Rev.,  vol. 
98,  no.  2671,  May  9,  1919.  pp.  58S-590,  2  figs.  Investigation  of  various  forging 
operations  of  cogging,  rolling,  etc..  disclosed,  in  opinion  of  writers,  that  for 
efficient  forging  temperatures  must  be  used  which  are  appreciably  higher  than 
those  which  are  generally  accepted  as  correct.  Also  photo-micrographs  are 
interpreted  as  showing  that  whether  reduction  is  effected  by  rolling  or  hammering, 
or  a  combination  of  both,  no  difference  is  produced  in  microstructure  of  steel. 

The  Molecular  Constitutions  of  High-Speed  Tool  Steels  and  Their  Corre- 
lations with  Lathe  Efficiencies,  John  Oliver  Arnold.  Iron  &  Steel  Inst.,  Ann. 
Meeting,  May  8  &  9,  1919,  no.  2,  24  pp.,  5  figs.  Experiments  to  ascertain  com- 
positions of  the  carbides  of  chromium,  vanadium,  tungsten,  and  molybdenum 
and  to  examine  electrolytic  differential  analyses  of  carbides  and  tungstide. 

Ingot  Production.  Safeguarding  Steel  Ingot  Production.  Raw  Material,  vol.  1, 
no.  2,  Apr.  1919,  pp.  138-143,  6  figs.  Indicates  how  some  of  methods  of  ingot 
production  can  be  improved  wherever  steel  price  justifies  expense  of  changing 
established  practice.     (To  be  continued.) 

Lime  in  Open  Hearth.  Deoxidation,  and  the  Influence  of  Lime  on  Equilibrium  in 
the  Acid  Open-Hearth  Furnace,  B.  Yaneske.  Iron  &  Steel  Inst.,  Ann. 
Meeting,  May  8  &  9,  1919,  no.  17,  16  pp.  Also  in  Iron  &  Coal  Trades  Rev., 
vol.  98,  no.  2671,  May  9,  1919,  pp.  576-57S.  While  writer  admits  that  for  certain 
classes  of  steel  such  as  that  required  for  ship  and  similar  plates  it  is  unnecessary 
to  obtain  a  very  highly  deoxidized  bath,  yet  he  considers  that  for  special  steel, 
particularly  nickel-chrome,  which  has  to  undergo  severe  mechanical  tests, 
forging  and  machinery  operations,  it  is  essential  that,  such  a  condition  of  the 
bath  be  obtained  before  the  finishing  alloyes  are  added. 

Liquidus.  Note  on  the  Liquidus  in  the  Iron-Carbon  Diagram.  G.  Cesaro.  Iron  & 
Steel  Inst.,  Ann.  Meeting,  May  8  &  9,  1919,  no  4,  9  pp.,  1  fig.  Based  on 
deduction  from  experiments  by  Carpenter  and  Keeling,  writer  endeavors  to 
ascertain  cause  of  curve  joining  points  at  which  molten  iron-carbon  alloys 
commence  to  solidify. 

Malleable  Cast  Iron.  Effects  of  Phosphorus  on  Malleable  Cast  Iron,  J.  H.  Teng. 
Foundry,  vol.  47,  no.  320,  Apr.  1,  1919,  pp.  151-156,  9  figs.  Curves  indicating 
effect  of  increasing  phosphorus  on  tensile  properties  of  both  the  pure-iron  series 
and  the  common-iron  series.     From  paper  presented  before    Iron  &  Steel  Inst. 

Manganese  in  Open  Hearth.  The  Use  of  Manganese  Alloys  in  Open-Hearth  Steel 
Practice,  Samuel  L.  Hoyt.  Metal  Trades,  vol.  10,  no.  5.  May  1919,  pp.  227-230, 
1  fig.  Investigation  to  determine  (1)  condition  in  open-hearth  practice  that 
lead  to  conservation  of  manganese  both  during  working  of  heat  and  in  making 
final  addition:  (2)  satisfactory  metallurgical  conditions  for  use  of  manganese  in 
form  of  low-grade  or  special  alloys,  and  (3)  effect  of  finished  steel,  both  as  to 
quality  and  "  condition  "  of  various  methods  and  processes  studied.  From  Bui. 
no.  11  of  War  Minerals  Investigation  Series,  U.  S.  Bur.  Mines 

Metallurgy.  Modern  Stool  Metallurgy,  Chas.  H.  F.  Bagley.  Iron  &  Steel  Inst., 
Ann.  Meeting,  May  8  &  9.  1919,  no.  3,  49  pp.  Also  Iron  &  Coal  Trades  Rev., 
vol.  98,  no.  2671,  May  9,  1919,  pp.  565-571.  Method  of  calculating  consumption 
of  materials  and  technical  results  in  manufacture  of  steel  from  any  kind  of  pig 
iron  by  any  standard  process. 

Quenching.  The  formation  of  Troostite  at  Low  Temperature  in  Carbon-Steels  and 
the  Influence  of  the  Emersion  Temperature  in  Double  Quenching  (La  formation 
de  la  troostite  a  bassee  temperature  dans  les  aciers  au  carbone  et  l'influence  de  la 
temperature  d'emersion  dans  les  trempes  interrompues),  M.  Portevin  and  M. 
Garvin.  Comptes  rendus  des  seances  de  1'Academie  des  Sciences,  vol.  168.' 
no.  14,  Apr.  7,  1919,  pp.  731-733.  Concluded  from  experimental  investigations 
that  in  vicinity  of  critical  quenching  velocity,  troostite  will  form  even  after 
cooling  to  450  deg.  cent.,  such  formation  being  always  accompanied  with  a  pro- 
nounced characteristic  recalescence. 

Slag.  The  Acid  Hearth  and  Slag,  J.  H.  Whitelev  and  A.  F.  Hallimond.  Iron  &  Steel 
Inst..  Ann.  Meeting,  May  8  &  9,  1919,  no,  16,  44  pp.,  29  figs.  Also  abstracted 
in  Iron  &  Coal  Trades  Rev.,  vol.  98,  no.  2671,  Mav  9.  1919,  pp.  579-583,  3  figs. 
Microstructure  of  slags, structure  of  slowly  coled  acid  slags  and  reactions  occurring 
in  molten  slag  during  process  from  observations  and  experiments. 

Transformations  in  Iron.  On  the  Non-Allotropic  Nature  of  the  A2  Transformation 
in  Iron,  Kotaro  Honda.  Iron  &  Steel  Inst.,  Ann.  Meeting,  May  8  &  9,  1919, 
no.  9,  8  pp.,  3  figs.  Also  abstracted  in  Iron  &  Coal  Trades  Rev.,  vol.  98.  no. 
2671,  May  9,  1919,  pp.  575-576.  Reported  experiments  evidenced  three 
transformations,  A2,  A3  and  A4,  in  the  case  of  pure  iron;  last  two  are  said  to  be 
alltropic  transformations,  while  the  first  cannot  properly  be  so  called. 

MICROPHOTOG  RAPHS 

Macro-Etching  and  Printing.  Macro-Etching  and  Macro-Printing,  J.  C.  W 
Humfrey.  Iron  &  Steel  Inst.,  Ann.  Meeting,  May  8  &  9,  1919,  no.  10,  14  pp.i 
12  figs.  Also  abstracted  in  Iron  &  Coal  Trades  Rev.,  vol.  98,  no.  2671,  May  9. 
1919,  pp.  607-609,  4  figs.  Writer's  etching  reagent  used  in  course  of  investi" 
gation  into  flow  of  steel  during  process  of  punching  and  drawing  a  shell  blank. 
was  prepared  by  addition  of  hydrochloric  acid  to  Heyn's  reagent. 


NON-FERROUS  ALLOYS 

Metallography.  Metallography  Applied  to  Non  ferrous  Metals — IV,  Ernest  J. 
Davis.  Foundry,  vol.  47.  nos.  6  &  7,  May  1  &  15,  1919.  pp.  263-266  &  304-307, 
15  figs.  Equilibrium  diagram  of  copper-aluminum.  aluminum-Zinc  and  alu- 
minum-magnesium series,  and  photomicrographs  of  various  alloys. 

OCCLUDED  GASES 

Hydrogen.  The  Occlusion  of  Hydrogen  by  the  Metallic  Elements  and  Its  Relation 
to  Magnetic  Properties,  Donald  P.  Smith.  ,11.  Physical  Chemistry,  vol.  23, 
no.  3,  Mar.  1919.  pp.  186-200,  1  fig.  From  review  of  literature  it  is  deduced 
that  resulting  alloys  arc  to  be  distinguished  from  other  types  of  binary  hydrogen 
compounds  and  that  metals  which  form  the  alloys  probably  occupy  a  definite 
region  in  the  periodic  table  of  Werner. 

INDUSTRIAL  TECHNOLOGY 

Ammonia  Oxidation.  The  Oxidation  of  Ammonia,  W.  S.  Landis.  Chem.  &  Metal- 
lurgical Eng.,  vol.  20,  no.  9.  May  1.  1919,  pp.  476-477,  5  figs.  Review  of  early 
investigations  beginning  in  1839  with  Kuhlman:  Ostwald  process  and  apparatus: 
improvements  made  in  catalyst  screens  platinum  activation  to  foreign  gases 
such  as  acetylene  and  phosphine;  cyanamide  process  at  Muscle  Shoals.  Paper 
read  before  Am.  Electrochemical  Soe. 

Boron.  The  Production  of  Amorphous  Boron  (Ueber  die  Darstellung  des  amorphen 
Bors),  Wilhelm  Kroll.  Zeitschrift  fur  anorganiche  &  allgemeine  Chemie, 
vol.  102,  no.  1,  Jan.  4,  1918,  pp.  1-33,  4  figs.  Writer  describes  experiments 
made  and  results  obtained  by  reduction  with  aluminum,  magnesium,  calcium, 
natrium,  and  by  electrolysis.  Apparatus  for  quick  distillation  of  boric  acid 
with  methylene  alcohol  is  described. 

Cements,  Rubber.  Notes  on  Cemented  Seams  and  Rubber  Cements,  Junius  David 
Edwards  and  Irwin  L.  Moore.  India-Rubber  Jl.,  vol.  57,  no.  15,  Apr.  12,  1919, 
pp.  1-6,  8  figs.  Tests  and  examination  of  micro-sections.  It  is  concluded  that 
a  good  seam  requires  a  good  cement,  smoothing  and  cleaning  of  surface. 

Dust  Elimination.  Removal  of  Dust,  Gases  and  Fumes  in  Metal-Working  Plants. 
J.  J.  Rosedale.  Metal  Trades,  vol.  10,  no.  5.  May  1919,  pp.  223-226,  6  figs. 
Recommended  specifications  for  design,  construction  and  operation  of  exhaust 
systems.      From  Cal.  Safety  News. 

Electrical  Precipitation  of  Solids  from  Flue  Gases,  J.  M.  Wauchope.  Elec. 
Rev.,  vol.  74,  no.  19.  May  10,  1919,  pp.  744-747,  7  figs.  Application  of  Cottrell 
process  to  waste  gases  of  smelters.  Article  dwells  particularly  on  apparatus 
used,  operating  conditions,  and  troubles. 

Explosives.  Modern  Explosives.  J.  Young.  Soc.  Engrs.,  vol.  10,  no.  3,  1919, 
pp.  109-136.  Historical  sketch  of  development  during  last  50  years  leads  writer 
to  assert  that  no  epoch-making  discovery  lias  been  made  during  this  time, 
but  he  examines  the  work  which  has  been  accomplished  in  inventing  mixtures 
of  old  materials  and  grading  them  in  order  to  make  them  suitable  for  various 
purposes. 

Fertilizers.  Sodammonium  Sulphate.  A  New  Fertilizer.  The  Utilization  cf  Nitre 
Cake  in' the  Fixation  of  Ammonia,  H.  M.  Dawson.  Jl.  Soc.  Chem.  Indus., 
vol.  38.  no.  8,  Apr.  30.  1919.  Trans,  pp.  98T-101T,  1  fig.  Diagram  illustrating 
crystallization  of  solutions  containing  sodium  and  ammonium  sulphate. 

Gas  Masks.  Effect  of  Exposure  to  Weather  on  Rubber  Gas  Mask  Fabrics,  G.  St. 
J.  Perrot  and  A.  E.  Plumb.  Jl.  Indus  &  Eng.  Chem.,  vol.  11,  no.  5,  May 
1919,  pp.  43,1-443,  6  figs.  Investigation  by  Research  Division,  Chem.  Warfare 
Service. 

Gas  Mask  Absorbents,  Arthur  B.  Lamb,  Robert  E.  Wilson  and  N.  K. 
Chancy.  Jl.  Indus.  &  Eng.  Chem..  vol  11,  no.  5.  May  1919,  pp.  420-438, 
10  figs.  Reasons  underlying  choice  of  mixtures  used  by  Chemical  Warfare 
Service.  Mixture  used  in  canisters  contained  60  per  cent  6  to  14  mesh  coconut- 
shell  charcoal  and  40  per  cent  8  to  14  mest  soda-lime  pomanganate  granites. 
Other  combination  selected  was  75  per  cent  specially  impregnated  coconut 
charcoal  and  25  per  cent  of  soda-lime  containing  no  permanganate. 

Nitrogen  Fixation.  The  Present  Status  of  Nitrogen  Fixation,  Alfred  H.  White. 
Sci.  Am.  Supp.,  vol.  87,  no.  2264,  May  24,  1919,  pp.  330-331,  1  fig.  Several 
processes  contrasted  on  basis  of  recent  experience.  Address  delivered  at  meeting 
of  Am.  Inst,  of  Chem.  Engrs. 

How  the  Nitrogen  Problem  Has  Been  solved — III,  Henrv  Jermain  Maude 
Creighton.  .11.  Franklin  Inst  .  vol.  187.  no.  5.  May  1919,  pp.  599-610,  2  figs. 
Outline  of  principles  underlying  formation  of  calcium  cyanide  from  calcium 
carbide  and  atmospheric  nitrogen.     (To  be  concluded.) 

Paints.  The  White  Pigments,  S.  J.  Cook.  Can.  Chem.  Jl.,  vol.  3,  no.  5,  May  1919, 
pp.  145-147.  Survey  of  present  practice  and  magnitude  of  these  paint  industries. 
Address  delivered  before  Ottawa  Branch,  Soc.  Chem.  Indus. 

Salt.  The  Salt  Industry  and  the  Possibilities  for  the  Future  Development  in  Canada. 
L.  Heber  Cole.  Can.  Min.  Jl.,  vol.  40,  no.  19.  May  14.  1919,  pp.  346-366.  1  fig. 
Flow  sheet  indicating  method  employed  in  recovery  of  commercial  salt  from 
nature;  deposits  of  British  Columbian,  Albertan,  Manitoban,  Ontario  and 
Maritime  provinces. 

Seaweed  Products.  Industrial  Uses  of  Scawced(Sjotang  som  raastof  for  Sorindustri). 
Teknisk  Ukeblad.  vol.  66,  no.  12,  Mar.  21,  1919.  pp.  172-174,  4  figs.  "Norgiu" 
manufactured  from  seaweed  is  used  as  dressing  for  cotton  and  linen  fabrics 
and  by  painters"  or  the  preparation  of  insde  walls  and  ceilings. 

Soda  Ash.  Huge  Industrial  Development  by  Brunner  Mond  Co.  at  Amherstburg 
Ont.  Contract  Rec,  vol.  33.  no.  IN.  Apr.  30,  1919,  pp.  403-406,  5  figs.  Process 
to  be  employed  in  manufacture  of  soda  ash  utilizes  as  two  of  prncipal  raw 
materials  limestone  and  salt. 

Thallium.  Note  on  Extraction  of  Thallium  from  Pyrites  Flue  Dust,  George  Sisson 
and  J.  S.  Edmondson.  Chem.  News,  vol.  118,  no.  3078.  Apr.  11,  1919,  p. 
75.  Method  depends  upon  solubility  of  chloride  and  sulphate,  operation  being 
to  treat  the  dust  with  boiling  water  acidified  with  sulphuric  acid. 


144 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


Wood  Pulp.  The  Chemistry  of  Wood  Pulp  Production,  Arthur  Klein.  Paper, 
vol.  24,  no.  10,  May  14,  1919,  pp.  15-19.  Theories  concerning  constitution  of 
cellulose.  Paper  read  before  German  Assn.  of  Cellulose  and  Paper  Chemists. 
(To  be  continued.) 

MINING  ENGINEERING 

BASE    MATERIALS 

Clays.  Ball  Clays  of  West  Tennessee,  Rolf  A.  Schroeder.  Resources  of  Tennessee, 
State  Geol.  Survey,  vol.  9,  no.  2,  Apr.  1919,  pp.  81-180,  13  figs.  Investigation 
covered  location,  geological  relations  and  economic  importance.  Laboratory 
tests  were  made  at  Ceramic  Laboratory,  University  of  Illinois. 

Garnet.  Garnet  in  North  Carolina  and  the  Market  for  Abrasive  Garnet,  Frank  J. 
Katz.  Eng.  &  Min.  Jl.,  vol.  107,  no.  21,  May  24,  1919,  pp.  903-906.  Report 
of  examination  of  deposits  and  of  canvass  of  producers  and  consumers. 

COAL  AND  COKE 

Alaska.  The  Nenana  Coal  Field,  Alaska,  G.  C.  Martin.  Dept.  of  the  Interior, 
U.  S.  Geol.  Survey,  bul.  064,  1919,  54  pp.,  12  figs.  Geology,  geography  and 
general  features.     Coal  is  classified  as  lignite  of  good  grade. 

Belgium.  The  Coal  Beds  of  Belgium  (Les  gisements  houillers  de  la  Belgique),  Armand 
Renier,  Annales  des  Mines  de  Belgique,  vol.  20,  first  issue,  1919,  pp.  227-258. 
Stratigraphy.     (Continuation  of  serial). 

Canada.  Coal  Resources  of  Western  Canada — II,  James  White.  Coal  Age,  vol.  15, 
no.  19,  May  8,  1919,  pp.  858-862,  1  fig.  Government  is  reported  to  favor  plan 
to  carbonize  low-grade  coals  of  Saskatchewan  for  the  purpose  of  saving  freight 
and  by-products. 

Carbonization.  Some  Features  of  Carbonization  and  By-Product  Recovery  J. 
Thorp.  Colliery -Guardian,  vol.  117,  no.  3044,  May  2,  1919,  pp.  1015-1016, 
Beehive  vs.  patent  coke  for  steel  smelting.  Paper  read  before  Coke  Oven 
Managers'  Assn.     (Midland  Section). 

Carbonizing  Process,  Low  Temperature.  G-L  Low-Temperature  Carbonizing 
Process.  Coal  Age,  vol.  15,  no.  18,  May  1,  1919,  pp.  810-812,  5  figs.  Gases, 
oil  and  tars  are  liberated  from  coal  at  maximum  temperature  within  retort  not 
exceeding  1200  deg.  fahr. ;  oils  are  thus  expelled  as  vapors  without  being  broken 
down  by  heat  into  gases;  after  removal  from  retorts  they  are  condensed  into 
liquid  oils. 

Coal-Cuttinc  Machinery.  Comparative  Working  Costs  of  Electrical  and  Compres- 
sed-Air  Coal-Cutting  Machines  (Longwall)  with  Increased  Outputs  over  Hand 
Hewing.  F.  A.  Hale.  Iron  &  Coal  Trades.  Rev.,  vol.  98,  no.  2668,  Apr.  18, 
1919,  p.  478.  Series  of  tests  is  presented  in  substantiation  of  writer's  objec- 
tions to  installation  of  longwall  coal-cutting  machines  in  collieries.  Paper 
read   before   North   of   England   Branch   Assn.   Min.  Elcc.  Engrs. 

Coal  Gas.  Coal;  Its  Value  as  a  Raw  Material  for  Distillation  Products — IV,  Coal 
Gas,  J.  A.  Wilkinson.  South  African  Jl.  Industries,  vol.  2,  no.  3,  Mar.  1919, 
pp.  239-246,  1  fig.      Methods  of  producing  coal  gas.      (Concluded). 

Coke  Ovens.  New  Coke  Ovens  at  the  Providence  Gas  Works.  Edward  II.  Bauer. 
Gas  Age,  vol.  43,  nos.  9  &  10,  May  1  &  15,  1919,  pp.  461-465  &  516-520.  17  figs. 
Plant  has  nominal  capacity  of  7.500,000  cu.  ft.  of  gas  per  day  and  consists  of 
one  battery  of  40  by-product  coke  ovens  equipped  coal-handling  conveyors, 
crushing  and  mixing  apparatus  and  bins  for  preparing  coal,  750-ton  coal-storage 
bin,  quenching  station,  coke-handling  convejors  and  both  metallurgical  and 
domestic  coke-screening  stations.  Three  reversing  machines — one  damper  and 
air-valve  reversing  machine  and  two  gas-coke  machines  (one  for  coke  side  and 
one  for  crusher  side  gas  coke). 

Modern  Coke  Oven  and  Bv-Product  Plant,  Drummond  Paton.  Iron  & 
Coal  Trades  Rev.,  vol.  98,  no.  2608,  Apr.  18,  1919,  pp.  470-471.  In  discussing 
schemes  suitable  for  Lancashire  coal,  writer  remarks  on  features  of  low  tem- 
perature, high  temperature  or  gasification  as  factors  determining  successful 
operation.     Paper  read  before  Manchester  Geol.   &  Min.  Soc. 

Coking  Low-Grade  Fuel.  Utilization  of  Mine  Waste  and  Low-Grade  Fuels  (Utilisa- 
tion des  d£chets  de  mines  et  des  mauvais  combustibles),  F.  Blache.  Bulletin 
et  comptes  rendus  mensuels  de  la  Societe  de  l'lndustrie  Minerale,  series  5, 
vol.  15,  first  issue  of  1919,  pp.  5-28,  2  figs.  Scheme  for  coking  fuel  with  recupe- 
ration of  by-products  and  purifying  coke. 

Coking  Output  of  Coals.  Coking  Output  of  Coals  (Quelques  notes  sur  le  pouvoir 
eok^fiant  des  charbons),  annales  des  mines  de  Belgique,  vol.  19,  third  issue, 
1914,  pp.  625-651.  Experiments  with  English,  Belgium  and  German  samples 
to  determine  agglutinant  power  as  index  of  quality. 


Tucker.     Economic  Geolog.,  vol.  14, 
Total  possible  production  of  pyrite 


Costs.     Coal- Mining  Costs  and  Output.     Times  Eng 
1919,  p.  129.     Comparison  with  America. 


Supp.,  vol.   15,  no.  554,  Apr. 


Kent,  England.  The  Evolution  and  Development  of  the  Kent  Coalfield,  A.  E. 
Ritchie.  Iron  &  Coal  Trades  Rev.,  vol.  98,  nos.  2662,  2668,  2609  and  2070, 
Mar.  7,  Apr.  18  &  25,  May  2,  1919,  pp.  289-290.  470-477,  508-509,  and  537-538, 
6  figs.  From  1901  to  1905;  operations  in  the  latter  part  of  1906  and  during 
1907;  from  1909-1910;  comparative  sections  of  pits  at  Dover  and  Tilmanstone 
to  show  strata  between  Gault  and  coal  measures  are  illustrated;  from  1911  to 
1912;  diagramatic  section  showing  general  position  of  Tilmanstone  pits.  (Con- 
tinuation of  serial.) 

Methane  Accumulations.  Methane  Accumulations  from  Interrupted  Ventilation, 
H.  I.  Smith  and  R.  J.  Hamon.  Colliery  Guardian,  vol.  117,  no.  3042,  Apr.  17, 
1919,  pp.  895-896,  2  figs.  Tests  conducted  in  three  mines — two  in  Southern 
Illinois  and  one  in  Indiana — showed  that  Methane  may  accumulate  from  (1) 
sudden  liberation  from  seams,  cracks  or  other  feeders,  (2)  emission  from  inac- 
cessible and  abandoned  workings,  as  a  result  of  either  an  increase  or  decrease 
in  pressure  of  ventilating  current  and,  (3)  local  accumulations  resulting  from 
any  interruption  of  normal  ventilating  current. 


Pyrites.     Pyrite  Deposits  in  Ohio  Coal,  W.  M. 
no.   3,    May   1919,   pp.    198-219,   3   figs, 
estimated  at  250,000  tons  yearly. 

Recovery  of  Pyrite  from  Washery  Refuse,  E.  A.  Holbrook.  Coal  Age, 
vol.  15,  no.  19,  May  8,  1919,  pp.  848-851,  4  figs.  Efficiency  of  recovery  of 
about  70  per  cent  is  said  to  be  realized  by  installation  and  operation  of  crushing, 
screening,  jigging  and  sometimes  tabling  apparatus. 

Screening  Plant.  Thurcroft  Main  Colliery.  Iron  &  Coal  Trades  Rev.,  vol.  98, 
no.  2662,  Mar.  7,  1919,  pp.  279-280,  2  figs.  &  supp.  plates.  Equipment  for 
an  output  of  4000  tons  daily.  Screening  plant  comprises  several,  units  each 
capable  of  dealing  with  120  tons  per  hour. 

Stripping.  Coal  Stripping  in  the  United  States — V,  Wilbur  Greeley  Burroughs. 
Coal  Indus.,  vol.  2,  no.  5,  May  1919,  pp.  177-182,  2  figs.  Differences  between 
systems  followed  in  bituminous  and  anthracite  fields. 

Russia.  At  the  Anthracite  Mines,  South  Russia,  in  the  Early  Days  of  the  War. 
A.  L.  Simon.  Min.  Mag.,  vol.  20,  no.  4,  Apr.  1919,  pp.  203-211,  2  figs.  Area 
over  which  mining  rights  extend  approximates  10,000  acres.  Mine  water, 
boiler  house,  winding  engines  and  labor  conditions  are  discussed  from  view- 
point of  adaptability  to  special  requirements  and  susceptibility  to  improvements. 

Tipple  and  Washeries.  New  Tipple  of  the  Granby  Consolidated  Mining,  Smelting 
&  Power  Co.,  F.  E.  Mueller.  Coal  Age,  nol.  15,  no.  18,  May  1,  1919,  pp. 
804-805,  3  figs.  General  layout  of  tracks,  tipple  and  proposed  washery,  and 
details  of  solid-body  mine  car. 

COPPER 

Leaching  Ores.  Leaching  of  Oxidized  Copper  Ores  with  Ferric  Chloride,  R.  W. 
Perry.  Min.  &  Sci.  Press,  vol.  118,  no.  20,  May  17,  1919,  pp.  609-074,  2  figs. 
Patented  process  based  on;  3  Cu  O  +  2  Fe  Cb  +  3  H2  O  =  3  Cu  Cb  +  2  Fe 
(O  H)3:  3  Cu  Cb  +  3  Fe  =  3  Cu  +  3  Fe  Cb;  and  3  Fe  Cb  +  Electricity  =  Fe 
+2  Fe  Cb. 

GEOLOGY   AND    MINERALOGY 

Australia.  A  Geological  Reconnaissance  of  the  Country  Between  Laverton  and  the 
South  Australian  Border  (near  South  Latitude  26  deg.),  Including  part  of  the 
Mount  Margaret  Goldfield,  H.  W.  B.  Talbot  and  E.  de  C.  Clarke.  Geol. 
Survey,  Western  Australia,  bul.  no.  75,  1917,  207  pp.  72,  figs. 

Brazil.  Notes  on  the  Geology  of  the  Diamond  Region  of  Bahia,  Brazil  Roderic 
Crandall.  Economic  Geology,  vol.  14,  no.  3,  May  1919,  pp.  220-244,  14  figs. 
Opinions  expressed  by  various  explorers. 

Chisone  Valley.  Contribution  to  the  Study  of  Minerals  in  the  Chisone  Valley 
(Contributo  alio  studio  dei  minerali  della  Valle  del  Chisone),  E.  Grill.  Atti 
della  Societa  Toscana  di  Scienze  Naturali,  Memorie,  vol.  31,  1917,  pp.  140-167, 
6  figs.  Pyrite,  albite  magnetite,  dolomite,  apatite,  tremolite,  actimolite, 
tourmaline  andilmenite. 

Crystallography.  Crystallography  of  some  Canadian  Minerals;  9,  Cerussite,  Eugine 
Poitevin.  Am.  Minerologist,  vol.  4,  no.  5,  May  1919,  pp.  56-58,  3  figs.  Crystals 
show  three  habits:  Tabular  crystals  with  large  brachypinacoid,  pyramidal 
crystals  with  well-developed  prisms  and  pyramids  and  limited  domes,  and 
pyramidal  crystals  having  r  (130)  as  twinning  plane. 

Artificial  Coloration  of  Helicoid  Spherolites  as  Means  to  Determine  Poly- 
morphous Modifications  (Coloration  artificielle  des  sph6rolites  a  enroulement 
helicoidal  et  distinction  des  modifications  polymorphes  par  la  couleur  acquise), 
P.  Gaubert.  Bulletin  de  la  Societe'  Francaise  de  Mineralogie,  vol.  41,  no.  7-8, 
July-Dec.  1918,  pp.  198-224,  6  figs.  Account  of  experiments.  Coloring  matter 
and  colorless  substance  ^roup  themselves  so  as  to  form  mixed  crystals.  Aspara- 
gine,  tartrates  and  bimalates  considered. 

Georgia.  Report  on  the  State  Deposits  of  Georgia,  H.  K.  Shearer.  Geol.  Survey 
of  Ga.,  bul.  34,  1918,  192  pp.,  24  figs.  Geological  formations  of  Appalachian 
Valley  and  Cumberland  Plateau  areas.  Only  along  eastern  border,  near, 
Cartersville,  are  shaly  beds  considered  as  commercially  valuable  slates. 

New  Minerals.  Review  of  New  Mineral  Species  (Revue  des  especes  min£rales 
nouvelles).  P.  Gaubert.  Bulletin  de  la  Soci6t6  Francaise  de  Mine>alogie,  vol.  41, 
nos.  718,  July-Dec.  1918,  pp.  224-226,  Colerainite,  collbranite  and  gilpinite. 

Oregon.  The  Salient  Features  of  the  Geology  of  Oregon,  Warren  Dupre  Smith 
and  Earl  L.  Packard.  Jl.  of  Geology,  vol.  27,  no.  2,  Feb.-Mar.  1919,  pp.  79-120, 
3  figs.     Including  bibliography  of  important  articles. 

Tasmania.  The  North  Pieman  and  Huskisson  and  Sherling  Valley  Mining'  Fields. 
A.  Mcintosh  Reid.  Tasmania  Dept.  Mines,  Geol.  Survey  bul.  28,  no.  B-82381,1918, 
132  pp.,  13  figs.     Geological  data,  location  and  area,  and  typographical  details. 

Tonopah  Divide.  The  Divide  District,  Frank  L.  Sozer,  Min.  &  Sci.  Press,  vol.  118, 
no.  19,  May  10,  1919,  pp.  631-633,  4  figs.  Important  geological  features  of 
the  Tonopah  Divide  are  the  pronounced  Assuring  and  the  volcanic  uplift. 

Water  in  Rock  Formations.  Water  Expectancy  in  Tunnels.  Mines  and  Deep 
Wells  in  Homogeneous  Rocks,  Robert  F,  Horton.  Jl.  Am.  Water  Works  Assn., 
vol.  6,  no.  2,  June  1919,  pp.  183-186.  Proposes  method  and  formulae  by  which 
data  obtained  from  surface  wells  can  be  applied.  Method  is  limited  to  cases 
where  bedrock  is  somewhat  uniform  in  character  throughout  all  depths  from 
rock  floor  down  to  bottom  of  tunnel  or  other  structure. 

LEAD,    ZINC,    TIN 

Lead  from  Vanadinite.  A  Proposed  Metallurgical  Process  for  the  Treatment  of 
Vanadinite  for  the  Recovery  of  Lead  and  Vanadium,  J.  E.  Conley.  Chem.  & 
Metallurgical  Eng.,  vol.  20,  no.  10,  May  15,  1919,  pp.  514-518,  2  figs.  Vanadinite 
concentrate  is  fluxed  and  reduced  with  soda  ash,  caustic  and  carbon,  giving 
metallic  lead;  slag  is  elutriated  Si  and  Mo  precipitated  with  lime;  vanadium 
pentoxide  precipitated  by  boiling  in  acid  solution. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


145 


Sintering  Zinc  Residues.  Sintering  Zinc  Residues,  K.  Stock.  Chem.  &  Metal- 
lurgical Eng.,  vol.  20,  no.  10,  May  15,  1919.  pp.  525-537,  16  figs.  Methods 
used  by  Bartlesville  Zinc  Co.  After  roasting  and  retorting,  all  residues  are 
subjected  to  additional  treatment  depending  upon  amount  and  nature  of 
metals  to  be  recovered. 

MAJOR    INDUSTRIAL    MATERIALS 

Nickel.  Canada  Controls  Nickel  Output  of  the  World,  W.  F.  Sutherland.  Can. 
Machy..  vol.  20,  no.  26.  Dec.  26,  191S.  pp.  730-736.  13  figs.  Plant  of  Inter- 
national Nickel  Co.  of  Canada  at  Port  Colborne.  Reference  is  made  to  labo- 
ratory and  refineries. 

MINES   AND    MINING 

Bore-Hole,  Diamond.  Some  Difficulties  met  with  in  Putting  Down  a  Diamond 
Bore-Hole  Underground,  J.  Walker  Steele.  Iron  &  Coal  Trades  Rev.,  vol.  9S, 
no.  2662,  Mar.  7,  1919,  p.  292.  1  fig.  Account  of  difficulties  met  and  dealt 
with  in  putting  down  a  2-in.  diamond  borehole  for  the  proving  of  underlying 
seams  in  faulty  and  difficult  ground. 

Cartridges,  Safety.  Safety  Cartridge  (Etude  d'une  Cartouche  de  Surete).  Emma- 
nuel Lemaire.  Annales  des  Mines  de  Be'.gique.  vol.  19,  third  issue,  1914, 
pp.  587-590.  Mixture  of  calcium  fluoride,  sodium  chloride,  iron  sulphate  and 
sand  reported  found  from  experimental  research  to  insure  safety  and  permit 
minimum  cartridge  diameter.     First  article. 

Concentrate  Treatment.  New  Process  for  the  Mechanical  Preparation  of  Minerals 
(Nouveaux  procedes  de  preparation  mecanique  des  minerais).  Echo  des  Mines 
et  de  la  Metallurgie,  vol.  47,  no.  2620,  Apr.  6,  1919,  pp.  217-218.  Wolfram  and 
cassiterite  mixed  concentrates  treated  in  Rapid  apparatus. 

Concentration.  Economics  of  Concentration,  A.  P.  Watt.  Eng.  &  Min.  Jl., 
vol.  107,  no.  18,  May  3,  1919,  pp.  775-779,  3  figs.  Evidence  offered  in  sub- 
stantiation of  suggested  advisability  for  operating  a  separate  heat-treatment 
plant. 

Deep  Mines,  Cooling  and  Drying.  Cooling  and  Drying  in  Deep  Mines,  Sidney 
F.  Walker.  Refrig.  World,  vol.  54,  no.  5,  May  1919,  pp.  23-24.  Recommends 
refrigeration  and  cold-storage  methods  to  make  coal  more  accessible. 

Explosives,  Storage.  Storage  of  Powder  and  Explosives  at  Coal  Mines.  E.  M. 
Kimball.  Coal  Age,  vol.  15,  no.  18,  May  1,  1919,  pp.  794-795,  1  fig.  Example 
of  magazine  built  on  brick  foundation. 

Geophone.  The  Geophone.  Eng.  &  Min.  Jl.,  vol.  107,  no.  20,  May  17,  1919,  pp. 
872-873.  2  figs.  Invented  by  French  to  detect  enemy  sapping  and  underground 
mining  operations  and  for  ascertaining  position  of  enemy  artillery. 

Hoisting.  Hoisting  in  Coal  Mines,  W.  J.  Heeley.  Can.  Min.  Inst.  bul.  no.  85, 
May  1919,  pp.  498-503,  1  fig.  Lines  which  writer  believes  to  be  close  approxi- 
mation to  economy,  from  viewpoint  of  rope,  for  relative  position  of  drum  and 
pulley,  for  shafts  from  100  to  600  yards  winding  depth. 

Lamp,  Safety.  The  Chance  Acetylene  Safety-Lamp,  William  Maurice.  Trans. 
Instn.  Min.  Engrs.,  vol.  56,  part  4,  Apr.  1919,  pp.  273-280  and  (discussion) 
pp.  280-284,  9  figs.  Combines  American  type  of  Wolf  lamp  with  Mueseler 
principle.  It  is  provided  with  roof  reflector  which  distributes  illlumination 
sidewise,  thus  making  it  unnecessary  to  tilt  lamp. 

Safety  Lamp  Gauzes — V  T.  J.  Thomas.  Colliery  Guardian,  vol.  117, 
no.  3042,  Apr.  17,  1919,  pp.  898-899.  Compilation  of  data  on  uses  of  non- 
ferrous  metals  as  recorded  by  various  experimenters. 

Loading  Machinery,  Underground.  Underground  Coal-Loading  Machinery, 
E.  N.  Zern.  Coal  Age,  vol.  15,  no.  18,  May  1,  1919,  pp.  784-791,  10  figs. 
Remarks  in  reference  to  results  obtained  in  some  mines  that  it  is  manifestly 
unfair  to  put  any  coal-leading  machinery  work  unless  mining  baulage  and  other 
conditions  are  made  favorable  to  its  operation. 

Power  Plants.  Economies  in  a  Mine  Power  Plant,  J.  A.  Carruthers.  Power, 
vol.  49,  no.  19,  May  13.  1919,  pp.  720-722,  3  figs.  Example  is  quoted  where 
it  is  said  that  power  plant  effected  reduction  of  13  to  15  tons  of  coal  per  day  as 
result  of  several  changes  in  equipment. 

Queensland  Mining  Industry.  Queensland  Mining  Industry.  Queensland  Gov. 
Min.  Jl..  vol.  20,  no.  226.  Mar.  15.  1919,  pp.  97-114,  1  fij;.  Annual  report 
of  Under  Secretary  for  Mines  for  191s.  It  includes  inspection  of  mines,  State 
mining  and  boring  operations,  geological  survey  and  methods — of  mining  gold, 
copper,  tin,  silver  lead,  wolfram,  bismuth,  molybdenite  and  scheeltie. 

Rescue  Apparatus.  Digest  of  the  First  Report  of  the  Mine  Rescue-Apparatus 
Research  Committee.  David  Penman.  Trans.  Instn.  Min.  Engrs  .  vol  56, 
part  4.  Apr.  1919,  pp.  236-260  &  (discussion)  pp.  260-272,  7  figs.  Committee 
was  appointed  bv  Advisory  Council  to  Committee  of  Privy  Council  for  Scientific 
and  Industrial  Research,  to  inquire  into  types  of  breathing  apparatus  used  in 
coal  mines  and  by  experiment  to  determine  the  advantages,  limitations  and 
defects  of  the  several  types  of  apparatus,  their  possible  improvements  and  the 
advisability  to  standardizing. 

Respirator.  The  Use  of  the  Gas  Mask  as  a  Respirator,  A.  C.  Fiddlier  and  S.  H. 
Katz.  Chem.  Engrs..  vol.  27,  no.  4,  Apr.  1919,  pp.  79-83,  3  figs.  Directions 
of  uses  in  chemical  and  metallurgical  industries.  Warning  is  issued  against 
indiscriminate  use  of  gas  masks  for  any  and  all  purposes;  it  is  observed  that 
poisonous  gases  used  in  warfare  are  chemically  active  and  therefore  combine 
readily  with  absorbents  of  gas  mask;  some  of  the  gases,  however,  immediately 
penetrate  the  mask  when  present  in  quantities  of  one  or  two  per  cent. 

Ties,  Steel.  Steel  Mine  Ties,  R.  B.  Woodworth.  Coal  Age,  vol.  15,  no.  18,  May  1, 
1919,  pp.  814-816,  6  figs.  Gain  in  headroom,  endurance,  fire-proofness,  scrap 
value,  and  simplicity  are  quoted  as  some  of  the  advantages  of  steel  tie  over 
wood  rest. 

Timbering.  Safe  and  Efficient  Mine  Timbering — V.  R.  Z.  Virgin.  Coal  Indus., 
vol.  2,  no.  5,  May  1919,  pp.  175-177,  3  figs.  Removing  timber  from  pillar 
workings,  hanging  canvas  and  timbering  with  wire  rope. 


MINOR    INDUSTRIAL    MATERIALS 

Antimony.  Pure  Antimony  (Reines  Antimon),  E.  Grosehuff.  Zeitschrift  fiir  anor- 
ganische  &  Allgemeine  Chemie,  vol.  103,  no.  3,  Jlne  21,  1918,  pp.  164-188. 
Technical  refining  of  metallic  antimony;  electrolytic  refining  of  antimony; 
crystallization  of  metallic  antimony;  precipitation  and  purification  of  antimony 
sulfide;  crystallization  of  antimony  as  tartar  emetic;  analytical  examination  of 
antimony;  examination  of  commercial  antimony  as  to  impurities;  analytics 
and  physical  characterization  of  nominally  pure  antimony. 

Chrome.  Maryland  Sand  Chrome  Ore,  Joseph  T.  Singewald,  Jr  Economic  Geology, 
vol.  14,  no.  3,  May  1919,  pp.  189-197,  5  figs.  Account  of  Chrome  industry  in 
Maryland  State.     Paper  presented  before  Geological  Soc.  of  America. 

Quicksilver.  The  Anticlinal  Theory  and  Some  Quicksilver  Deposits.  William  H 
Emmons.  Eng.  &  Min.  Jl.,  vol.  107,  no.  21,  May  24,  1919.  pp.  916-917.  2  figs. 
Considers  theory  as  applicable  to  prospecting  of  areas  where  structure  conditions 
are  favourable. 

Vanadium.  Treatment  of  Cuprodescloizite  for  Extraction  and  Recovery  of  Vanadium, 
Lead  and  Copper,  J.  E.  Conley.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  9. 
May  1,  1919,  pp.  465-469.  It  is  held  that  the  inter  cake-sulphuric  acid  extraction 
is  most  economical. 

OIL   AND   GAS 

Holbrook  Area.  Study  of  Oil  and  Gas  Possibilities  of  the  Holbrook  Area,  Doresy 
Hager.  Salt  LakeMin.  Rev.,  vol.  21,  no.  3, May  15,  1919,  pp.  21-25,  6  figs  Deter- 
mined from  examination  of  general  stratigraphic  conditions  structural  character- 
istics, notably  presence  or  absence  of  folding  or  intrusions  that  might  create 
adverse  conditions  for  oil  or  gas  accumulations.  No  positive  indications  of 
petroleum  were  found  in  this  Arizona  area. 

Movement  of  Oil  Through  Gas.  Movement  of  Oil  and  Gas  Through  Rocks, 
Victor  Ziegler.  Petroleum  Times,  vol.  1,  no.  13,  Apr.  5.  1919.  pp.  275-277. 
Surface  tension  of  water  being  greater  than  that  of  oil  affords  explanation  for 
passage  of  water  through  smaller  openings  while  oil  occupied  larger  ones. 
(Concluded  from  p.  38.) 

Natural  Gas.  Utilization  and  Conservation  of  Natural  Gas,  L.  L.  Graham.  Gas 
Age,  vol.  43,  no.  9,  May  1,  1919,  pp.  477-478.  How  public-service  commissions 
can  control  situation.  Paper  read  at  conference  called  by  Public  Service 
Commission  of  Pa. 

Domestic   and    Industrial    Use   of    Natural   Gas,   John   Gates.     Gas   Age, 
vol.  43,  no.  9,  May  1,  1919,  pp.  470-471.     Conditions  in  Pittsburgh  district. 

Texas.  The  Oil  Fields  of  Northwestern  Texas,  W.  L.  Watts.  Min.  &  Oil  Bul., 
vol.  5,  no.  5,  Apr.  1919,  pp.  255-258,  and  269.  7  figs.  Types  of  structures  and 
petroleum  geology  in  general.  Third  and  concluding  article  Second  article 
appeared  in  Dec.  1918  issue. 

PRECIOUS    MINERALS 

Gold   Situation.     Report   of   a   Joint   Committee   Appointed   from   the    Bureau    of 

t  Mines  and  the  United  States  Geological  Survey  by  the  Secretary  of  the  interior 

'    to  Study  the  Gold  Situation.     Dept.  of  the  Interior,  Bur.  of  Mines,  bul.  144, 

Oct.  30,  1918,  84  pp.,  4  figs.     Decline  in  gold  mining  is  believed  to  be  due  to 

labor  shortage  and  higher  wages,  lower  efficiency  of  available  labor  and  higher 

cost  of  power. 

Santiago  River.  Gold  Deposits  of  the  Santiago  River  and  its  Zone  (La  riqueza 
aurifera  del  rio  Santiago  y  de  su  zoma),  Luis  Ulboa.  Boletin  de  la  Sociedad 
Geografica  de  Lima,  vol.  34,  Dec.  1918,  pp.  94-106.     Geographical  history. 

South  Africa.  Labor  and  Gold  Mining  in  South  Africa.  Evelyn  A.  Wallers.  Eng. 
&  Min.  Jl.,  vol.  107.  no.  21,  May  24,  1919.  pp.  918-922.  Remedy  for  labor 
unrest  lies,  writer  holds,  in  building,  piece  by  piece,  with  persistence  and  patience, 
upon  basis  of  steadily  developing  mutual  understanding  and  desire  to  mutual 
good  will  between  employer  and  employees. 

TRANSPORTATION 

India.  The  Carriage  of  Coal  by  Rail  in  India,  H.  Kelway-Bamber.  Ry.  Gaz., 
vol.  30.  no.  16,  Apr.  18,  1919,  pp.  689-691,  3  figs.  Gross  earnings  of  train  weigh- 
ing 1400  tons  and  carrying  coal  a  distance  of  250  miles.  (Continuation  of 
serial).     Paper  read  before  Indian  Section  Roy.  Soc.  Arts. 

Mink  Haulage.  Efficiency  in  Mine  Haulage  Construction,  George  L.  Yaste.  Coal 
Indus.,  vol.  2,  no.  5,  May  1919.  pp.  199-200.  In  choice  of  rails  for  roadway 
writer  prefers  to  have  them  rather  heavy  than  so  light  that  it  should  become 
difficult  to  maintain  track  on  account  of  low  places  between  ties  and  at  junction 
of  rails. 

ORGANIZATION  AND  MANAGEMENT 

ACCOUNTING 

Army,  U.  S.  The  Cost  Accounting  System  of  Construction  Division,  U.  S.  Army, 
C.  W.  Pinkerton.  Eng.  &  Contracting,  vol.  51,  no.  21,  May  21,  1919,  pp.  548- 
551,  5  figs.     Basis  is  foreman's  daily  report  blank. 

Factory  Costs.  New  System  Computes  Factory  Costs,  W.  A.  Rutz.  Iron  Trade 
Rev.,  vol.  64,  no.  16,  Apr.  17,  1919,  pp.  1023-1024.  Method  used  by  Am. 
Multigraph  Co.,  Cleveland.  System  is  based  on  principle  that  stock  room  is  a 
bank. 

Production  Charges,  Indirect.  Fixing  Indirect  Production  Charges,  M.  H.  Potter. 
Iron  Trade  Rev.,  vol.  64,  no.  18,  May  1,  1919,  pp.  1148-1149,  1  fig.  Chart 
showing  connection  between  various  items  offered  as  preliminary  step  in  classi- 
fying indirect  charges. 


146 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


EDUCATION 

Apprentices.  Theoretical  Training  for  Apprentices — Outline  of  the  Educational 
Facilities  Provided  at  the  British  Government  Arsenal,  E.  G.  Timbrell.  Can. 
Engr.,  vol.  36,  no.  IS,  May  1,  1919,  pp.  423-425.  Apprentices  must  be  between 
14-16  years  of  age.  Course  of  four  years  covering  mathematics,  experimental 
mechanics,  chemistry  and  engineering  drawing,  given  three  evenings  per  week, 
with  addition  of  one-half  day. 

Home  of  the  Canadian  Ingersoll-Rand  Co.  Can.  Machy  ,  vol.  21,  no.  19, 
May  S,  1919,  pp.  451-455,  8  figs.  Particular  reference  is  made  to  apprenticeship 
Systems  and  practices  followed  in  forging  department. 

Women,  Wireless  Workers.  Telephone  and  Wireless  Transmission.  Elec.  Eng., 
vol.  53,  no.  1,  Jan.  1919.  pp.  15-17.  Training  given  women  workers  in  Westing- 
house  plant. 

FACTORY  MANAGEMENT 

Boiler  Manufacturing.  Modern  Management  in  Boiler  Manufacturing.  Chas. 
M.  Horton.  Boiler  Maker,  vol.  19,  no.  5,  May  1919,  pp.  122-123.  Advises 
systematic  continuity  in  turning  out  product. 

Fordson  Assembly  Methods.  Fordson  Assembly  Wholly  on  Progressive  Plan — II, 
J.  Edward  Schipper.  Automotive  Industries,  vol.  11,  no.  18,  May  1.  1919, 
pp  960-966,  11  figs.  Cylinder  block  and  transmission  housing  assemblies 
travel  along  paralel  lines  until  complete. 

Haulage,  Inter-Shop.  Saving  $200  a  Day  in  Inter-Shop  Haulage,  R.  M.  Kinnv. 
Factory,  vol.  22,  no.  5,  May  1919,  pp.  926-929,  9  figs.  Minneapolis  Steel 
&  Machinery  Co.  have  added  a  railroad  despatching  system  to  the  use  of  ordinary 
industrial  trucks  with  trailers. 

Human  Element.  The  Human  Element  in  the  Factory,  Hugh  K.  Moore.  Eng.  & 
Indus.  Management,  vol.  1,  no.  2,  Apr.  24,  1919,  pp.  327-331,  3  figs.  Boiler 
performance  curves  for  various  forms  are  examined  and  conclusions  are  derived 
concerning  influence  of  personal  touch  between  employer  and  employee  in 
creating  research  initiative  in  the  latter. 

Layout.  Continental  Plant  Layout  Facilities  Production.  Automotive  Industries, 
vol.  40,  no.  21,  May  22.  1919,  pp.  1122-1126.  10  figs,  on  supp.  plate.  Engine 
shipments  go  out  on  same  tracks  on  which  raw  parts  enter.  (To  be  continued.) 
The  Designing  of  Factory  Layouts  for  the  Clay  Industries,  T.  W.  Garve. 
.11.,  Am.  Ceramic  Soc  ,  vol.  2.  no.  3,  Mar.  1919,  pp.  195-207,  4  figs.  Interior  and 
selection  of  machinery  as  affected  by  kind  and  quantity  of  ware  to  be  made, 
physical  conditions  of  clay  and  local  conditions  and  requirements. 

Pattern  Control.  A  Simple  Pattern  Control  and  Routing  System.  Foundry,  vol. 
47,  no.  7,  May  15,  1919,  pp.  292-296,  11  figs.  Method  worked  out  at  Canton 
Steel  Foundry  Co.  It  is  based  on  five  standard  forms  operated  from  central 
office. 

Payroll  Systems.  Installing  Accurate  Payroll  System.  Clifford  E.  Lynn.  Iron 
Trade  Rev.,  vol.  64.  no.  20,  May  15,  1919.  pp.  1289-1292.  9  figs.  Maintenance 
of  timekeeping 'and  distribution  method  by  co-operation  of  superintendent,  fore- 
men and  workmen. 

Production  Control.  Controlling  Production  in  a  Motor  Plant,  Charles  Lundberg. 
Iron  Age.  vol.  103.  no.  20,  May  15,  1919.  pp.  1279-1284,  10  figs.  Obtainable* 
from  methods  used  by  Mechanical  Appliance  Co.,  Milwaukee,  are  determination 
of  comparative  production,  of  labor  costs,  stage  of  manufacture  each  lot  has 
reached  at  any  time,  quantity  of  each  piece  on  hand  or  in  process  and  deduction 
of  faulty  work. 

Purchasing.  Handling  Orders  in  Steel  Plants,  Clifford  E.  Lynn.  Iron  Trade  Rev., 
vol.  64,  no.  15,  Apr.  10,  1919,  pp.  956-958,  3  figs.  General  forms  by  which  pur- 
chase requirements  are  received,  recorded  and  executed. 

Repair  Shop,  Automobile.  The  Scientific  Management  of  the  Automobile  Repair 
Shop  (Application  des  principes  de  1 'organisation  scientifique  a  l'atelier  central 
de  reparations  du  service  automobile).  J.  Compagnon.  Bulletin  de  la  Societe 
d'Eneouragement  pour  l'Industrie  Nationale,  vol.  131,  no.  2,  Mar. -Apr.  1919, 
pp.  299-328,  29  figs.     Based  on  the  Taylor  system. 

Weighing  and  Packing.  Weighing  and  Packing  by  Machinery,  Gilbert  Balkan. 
Commercial  America,  vol.  15,  no.  11,  May  1919,  pp.  41-45,  4  figs.  Automatic 
weighing  and  packing  illustrated  by  continuous  operation  applied  to  flour. 

FINANCE  AND  COST 

Appraisal.  Advantages  of  the  Engineering  Appraisal,  Charles  W.  McKay.  Textile 
World  .11.,  vol.  55.  no.  20,  May  17,  1919,  pp.  43-45.  Discussion  of  federal  tax 
problems  of  textile  executives. 

Appraising  and  Cost  Finding,  William  F.  Worcester.  Concrete  Age, 
vol.  30,  no.  1,  Apr.  1919,  pp.  14-16.  Address  delivered  before  Am.  Concrete 
Pipe  Assn. 

Costkeeping  System.  Manufacturing  Non-Ferrous  Metal  Articles.  Iron  Age, 
vol.  103,  no.  19,  May  8,  1919,  pp.  1209-1214,  10  figs.  Annealing  and  pickling 
machinery  and  automatic  safety  devices  in  plant  of  Bridgeport  Metal  Goods 
Mfg.  Co.  also  costkeeping  system. 

Costing  as  Applied  to  General  Engineering,  Chas.  E.  Lewton.  Eng.  & 
Indus.  Management,  vol.  1,  no.  10,  Apr.  17,  1919,  pp.  310-317,  15  figs.  Scheme 
in  vogue  at  general  engineering  establishment  is  laid  out  with  considerations 
on  procedure  adopted  in  commercial  inspection,  labor  cost  and  allocation  of  pre- 
determined establishment  expenses  to  job;  iron  foundry  costs;  material  costs 
and  determining  establishment  expenses. 

INSPECTION 

Equipment,  Inspection  and  Record.  Demobilizing  Equipment  of  Spruce  Produc- 
tion Division.  Eng.  News-Rec,  vol.  82,  no.  20,  May  15,  1919,  pp.  9G7-968,  4 
figs.  System  of  inspecting  and  recording  which  is  said  to  keep  order  among 
4800  classifications. 


Materials  Before  Acceptance.  Inspection  of  Materials  Before  Acceptance, 
Emmanuel  Mayaut,.  Contract  Rec.  vol.  33,  no.  18,  Apr.  30,  1919,  pp.  417-419. 
Instances  of  failures  caused  by  neglect  to  have  concrete,  sand  and  stone  properly 
tested  for  quality  before  use. 

LABOR 

Convict  Labor.  Convict  Labor  on  Highway  Work;  Organization,  Administration, 
Camps  and  Cost  Data,  Good  Roads,  vol.  17,  no.  18,  May  3,  1919,  pp.  189-190, 
2  figs.  Committee  report  presented  at  Convention  of  Am.  Road  Builders' 
Assn. 

Fatigue,  Industrial.  Industrial  Efficiency  from  the  Psychological  Standpoint — II, 
Chas.  S.  Myers.  Eng.  &  Indus.  Management,  vol.  1,  no.  12.  May  1,  1919, 
pp.  359-360,  5  figs.  Experiments  with  Krapelin's  ergograph.  Distinction 
is  established  between  muscular  fatique  arising  from  excessive  activity,  producing 
clogging  of  physiological  mechanism  with  products  of  that  activity,  and  fatigue 
due  to  exhaustion  of  living  substance  of  the  muscles.  Lecture  delivered  before 
Imperial  College  of  Science  &  Technology. 

Industrial  Disputes.  Organization  in  the  Settlement  of  Industrial  Disputes,  V. 
Everit  Macy.  Eng.  &  Min.  .11.,  vol.  107,  no.  19,  May  10.  1919.  pp.  825-828. 
Emphasizes  that  labor  problem  is  merely  a  human  problem  and  unless  similar 
methods  are  employed  in  dealing  with  it  as  have  been  found  effective  with  other 
human  problems,  maximum  production  and  industrial  peace  cannot  be  realized. 

Industrial  Relations.  The  Status  of  Industrial  Relations,  L.  P.  Alford.  Mech. 
Eng.,  vol.  41,  no.  6,  June  1919,  pp.  513-516  &  556.  Present  aspect  of  labor  and 
employment  problems  is  held  to  be  similar  to  that  presented  by  these  problems 
immediately  afger  civil  war;  situation,  however,  is  considered  as  greatly  amplified 
now.     Suggestions  to  meet  present  emergency  are  made. 

Industrial  Efficiency  from  the  Psychological  Standpoint — I,  Charles  E. 
Myers.  Eng.  &  Indus.  Management,  vol.  1,  no.  2,  Apr.  24,  1919,  pp.  332-336, 
6  figs.  Improving  mechanical  conditions  and  sympathetic  understanding 
of  standpoint  of  others  are  considered  far  more  important  factors  in  determining 
industrial  efficiency  than  capital  or  labor. 

Industrial  Co-operation,  Charles  P.  Steinmetz.  Am.  Machy.,  vol.  50, 
no.  19,  May  8,  1919,  pp.  893-894.  Merging  capital  and  labor  interests  in  one 
advocated  as  only  way  to  meet  present  industrial  requirements. 

Labor  Turnover.  Reducing  the  Labor  Turnover,  W.  C.  Nisbet.  Ry.  Mech. 
Engr.,  vol.  93,  no.  5,  May  1919,  pp.  265-268.  Discusses  advantages  of  applying 
employment  department  idea  to  railroad  shops. 

Modern  Industrial  Plants — Vl-b,  George  C.  Nimmons.  Architectural  Rec, 
vol.  45,  no.  5,  May  1919,  pp.  450-470,  20  figs.  Excessive  turnover  of  labor  and 
influence  of  employees'  welfare  work  on  reducing  it.  Conditions  in  various 
plants  are  quoted. 

Night  Work.  Medical  Argument  Against  Night  Work,  Especially  for  Women 
Employees,  Emery  R.  Hayhurst.  Am  .11.  of  Public  Health,  vol.  9,  no.  5, 
May  1919,  pp.  367-368.  How  night  work  emphasizes  intrinsic  factors  which  bring 
about  chronic  fatigue. 

Profit  Sharing.  Willys  Profit-Sharing  Plan  on  50-50  Basis.  J.  Edward  Schipper 
Automotive  Industries,  vol.  11,  no.  18,  May  1,  1919,  pp.  942-944.  Provides  for 
division  of  profits  over  and  above  amounts  reserved  for  interest  upon  capital  on 
a  50-50  basis  between  workers  and  employers. 

How  to  Compass  Industrial  Cooperation,  Charles  P.  Steinmetz.  Coal  Age, 
vol.  15,  no.  20,  May  15,  1919,  pp.  904-906.  Proposes  to  give  labor  dividends 
based  on  wages  paid  and  on  the  amount  of  excess  profits  above  a  certain  percent- 
age, the  gross  returns  to  labor  being  made  equal  to  the  excess  profits  allotted 
capital. 

Wages.  Uniform  Wages  for  Workmen.  Contract  Rec,  vol.  33,  no.  18,  Apr.  30, 
1919,  pp.  403-406,  5  figs.  Assn.  of  Montreal  Building  and  Construction 
Industries  reporting  attempting  to  secure  fixed  wages  and  eliminate  sub-contract 
abuses. 

Welfare  Work.  Welfare  Work  for  Employees  in  Industrial  Establishments  in  the 
United  States.  U.  S.  Dept.  Labor,  Bur.  Labor  Statistics,  Bui.  no.  250.  Feb. 
1919,  139  pp.,  40  figs.  Fieldwork  of  investigation  extended  over  period  of 
twelve  months  in  1916  and  1917  and  31  states  were  visited  in  connection  with 
study. 

Wtomen.  Female  Labour  on  Line  Construction  Work,  J.  B.  Taylor.  Post  Office 
Elec.  Engrs.  Jl..  vol.  12,  part  1,  Apr.  1919,  pp.  26-31,  6  figs.  Although  work 
was  hard,  and  meant  exposure  to  all  kinds  of  weather,  experiment  is  reported  as 
successful. 

Women  in  Electrical  Work.  Elec.  Eng.,  vol.  53,  no.  1,  Jan.  1919,  pp. 
11-13.  British  methods  for  training  workers  in  war  industries.  From  bul. 
issued  by  U.  S.  Dept.  Labor. 

Women  as  Factory  Inspectors.  Eng.  &  Indus.  Management,  vol.  1,  no. 
12,  May  1,  1919,  pp.  368-369.  Duties  of  women  in  the  capacity  of  assistant 
factory  inspectors  in  several  German  states,  notably  Bavaria  and  Baden.  From 
Technik  &  Wirtschaft. 

LEGAL 

Compensation.  Compensation  for  Occupational  Diseases,  Riley  M.  Little.  U.  S. 
Dept.  Labor,  Bur.  Labor  Statistics,  bul.  248,  Mar.  1919,  pp.  251-257  and 
(discussion),  pp.  258-268.  Contends  that  hazards  of  industry  ought  to  be  borne 
by  society  as  a  whole  and  not  by  individual  workingman. 

LIGHTING 

Shop  Lighting.  Improved  Methods  of  Shop  Lighting.  Power  Plant  Engr.,  vol.  23, 
no.  10,  May  15,  1919,  pp.  457-459,  5  figs.  Comparison  of  general  and  localized 
system   of   illumination. 

Wall  Box  Illumination.  Lighting  Without  Hanging  Ceiling  Fixtures,  J.  L.  Stair. 
Elec.  Jl.,  vol.  16,  no.  5,  May  1919,  pp.  183-187,  14  figs.  Examples  of  wall 
box  or  wall  pocket  method  of  illumination. 


JOURNAL     OF    THE    ENGINEERING     INSTITUTE    OF     CANADA 


147 


RECONSTRUCTION 

Financial  Conditions.  Some  of  Our  Post-War  Problems,  Franeis  B.  Sisson.  Am. 
Mach.,  vol.  50,  no.  20,  May  15,  1919,  pp.  935-937.  Concerning  particularly 
financial  conditions  resulting  from  war.  Address  before  Indus.  Conference  of 
N.  Y.  Business  Publishers'  Assn. 

Foreign  Trade.  Reconstruction  Days.  Metal  Indus.,  vol.  17,  no.  5,  May  1919, 
pp.  237-210.  Analysis  of  present  business  conditions  and  forecast  of  future  of 
foreign   trade. 

Problems  of  Our  Foreign  Trade,  G.  A.  O'Reilly.  Am.  Mach.,  vol.  50,  no. 
19,  May  8,  1919.  pp.  891-893.  Address  before  Editorial  Conference  of  N.  Y. 
Business  Publishers'  Assn. 

Foreign  Trade  Policy.  The  Stabilizing  Effect  on  American  Industry  of  a  Definite 
Foreign-Trade  Policy,  James  W.  Hook.  Am.  Mach.,  vol.  50,  no.  20,  May  15, 
1919,  pp.  938-939.  Address  delivered  before  Sixth  Nat.  Foreign  Trade  Conven- 
tion. 

Industrial  Democracy.  Industrial  Democracy,  Charles  A  Eaton.  Am.  Mach.. 
vol.  50,  no.  20,  May  15,  1919,  pp.  933-935".  Address  before  Indus.  Conference 
of  N.  Y.  Business  Publishers'  Assn. 

Wage  Problems.  After-War  Problems.  W.  L.  Hitchens.  Maehv.  Market,  nos. 
964  &  965,  Apr.  25  &  May  2,  1919,  pp.  19-20  and  19-20.  Wage  problem  in 
industry.     Paper  read  before  Roy.  Soc.  Arts. 

SAFETY  ENGINEERING 

Accident  Prevention.  Safety  from  the  Standpoint  of  Industrial  Efficiency.  C.  W. 
Price.  Official  Proc.  Ry.  Club  of  Pittsburgh,  vol.  18,no.  3.  Feb.  27.  1919,  pp. 
58-71  and  (discussion),  pp.  71-79.  Accident  prevention  as  common  ground  on 
which  employers  and  employees  can  meet,  with  mutual  benefit  as  result. 

Accidents.  Comparison  of  Industrial  with  Military  Casualties,  I.  M.  Rubinow. 
U.  S.  Dept.  Labour,  Bur.  Labor  Statistics,  bul.  248.  Mar.  1919.  pp.  217-225. 
Concludes  that  in  peaceful  times  industrial  life  creates  as  many  handicapped 
persons  as  would  an  army  of  1,000,000  soldiers  fighting  on  the  battlefields  of 
Europe. 

Some  Showing  from  Accident  Records.  Lucian  W.  Chaney.  U.  S.  Dept. 
Labor.  Bur.  Statistics,  bul.  248,  Mar.  1919.  pp.  30-37.  Statistics  of  Bur.  of 
Labor  including  causes  of  accidents  and  nature  of  injuries  described  as  indicating 
that  58  per  cent  of  accidents  could  have  been  prevented  by  adequate  engineering 
provisions. 

Shipbuilding  Accidents.  Eng.  &  Indus.  Management,  vol.  1.  no.  12. 
May  1.  1919,  pp.  379-381.  Dangers  to  which  workmen  are  subjected  in  a 
shipyard  and  how  these  may  be  minimized  or  eliminated. 

Fire  Fighting.  Fire  Engines  and  Effective  Fire  Fighting,  Charles  H  Fox.  Mech 
Eng.,  vol.  41,  no.  6,  June  1919,  pp.  503-505.  Essentials  of  effective  fire  fighting 
and  their  relation  to  fire  engines  as  viewed  by  write!  who  believes  that  importance 
of  methods  employed  in  fire  fighting  is  often  underestimated  by  both  laymen  and 
engineers. 

Fire  Prevention.  Fire  Prevention  in  the  Metal  Trades— I.  R  E.  Swearingcn. 
-Metal  Trades,  vol.  10,  no.  5,  May  1919.  pp.  213-216.  A  clean,  well-managed 
plant  is  considered  not  only  a  safer  risk,  but  a  healthier  and  more  satisfactory 
place  to  work  in  and  of  wholesome  effect  on  the  working  force. 

The  Saskatchewan  Fire  Prevention  Act  and  the  Methods  of  Its  Administra- 
tion, Arthur  E.  Fisher.  Quarterly  of  the  Nat.  Fire  Protection  Assn.,  vol.  12, 
no.  4,  Apr.  1919,  pp.  334-342.  One  section  appoints  local  assistants  to  Fire 
Commissioner  in  every  place,  with  practically  all  powers  granted  to  Commission. 


>iical  Safeguards.      Mechanical  Safeguards,  David  S.  Beyer.     U.  S.  Dept. 
abor.  Bur.   Labor  Statistics,  bul.  248,    Mar.    1919,    pp.    16-26.     Emphasizes 

npOrtailce    Of    mpphiin(f,o]    tr,,nrA',r,n   in    ../LIUwit,    *i,    aafufii    o/liir>otio.n    fr»r    nrPVI'Tl- 


Mechani  ._ 

aOC,      ~„..      nauvi      h7b3»UBUCS,     UU1.     iStO,      lUUr.       x  f  i  f  ,       p^.        »"    -v.         ^...^ 

importance  of  mechanical  guarding  in  addition  to  safety  education  for  preven- 
tion of  accidents.  Desirability  of  standardizing  mechanical  guards  is  advocated 
and  an  account  of  work  done  in  this  direction  by  Standardization  Committee  of 
Mat.  Safety  Organization  is  mentioned. 

TRANSPORTATION 

Electric  Trucks  and  Tractors.  The  Field  for  Industrial  Electric  Trucks  and 
I/actors.  Elec  Rev.,  vol.  74,  no.  20,  May  17,  1919,  pp.  791-795,  7  figs. 
Examples  of  their  application  in  various  industries      (First  article.) 

Electric   Vehicles,   C.   Tunstill  Opperman.     Surveyor,   vol.   55,   no.    1421, 
Apr.  11,  1919,  pp    271-272.     Their  reliability  and  economy  on  short  journeys'. 

Truck  Delivery  Costs.  Cost  of  Highway  Concrete  Delivered  Wet  by  Trucks. 
Eng.  News-Rec,  vol.  82,  no.  18,  May  1,  1919,  pp.  870-872,  3  figs.  Delivery 
of  wet  concrete  from  central  crushing  and  mixing  plant  to  road  surface,  by  motor 
trucks,  over  hauls  ranging  from  X  mile  to  4  miles  reported  as  being  satisfactorily 
accomplished  by  Maryland  State  Road  Commission. 

CIVIL  ENGINEERING 

BRIDGES 
Culverts    vnd  Small   Bridges.     Culverts  and  Small  Bridges,   Charles  D.   Suead. 
Better  Roads  &  Streets,  vol.  9,  no.  3,   Mar.  1919,  pp.  86-88.     Examines  mixing 
practice  throughout  State  of  Kentucky  and  lists  what  he  terms  faults  in  proce- 
dure. 

Maintenance.      See  Painting  and  Maintenance  beloir. 

Military.  Military  Bridges  Built  by  the  English  Army  (Les  ponts-routes  militaires 
de  l'armee  anglaise),  R.  Meehin.  Genie  Civil,  vol.  74,  no.  15,  Apr.  12,  1919, 
pp.  285-291,  18  figs,  and  2  extra  plates.  Construction,  and  erection  of  Inglis, 
Portal,  Dawit  and  Hopkins  types.     Organization  of  engineering  corps. 

Painting  and  Maintenance.  Recommended  Procedure  in  the  Painting  and  Main- 
tenance of  Highway  Bridges.  Charles  D.  Snead.  Mud.  &  County  Eng  ,  vol. 
56,  no.  5,  May  1919,  pp.  171-172.  Periodical  inspection  of  structures,  parti- 
cularly of  small  culverts  after  very  hard  rain,  is  recommended  as  advisable 
practice. 


A  Survey  of  Electric  Railway  Bridge  Maintenance,  R.  C.  Cram.  Elec. 
Ry.  Jl.,  vol.  53.  no.  20,  May  17,  1919,  pp.  952-959,  11  figs.  Specifications  of 
Massachusetts  Public  Service  Commission. 

Raising  Bridge.  Raising  Allegheny  River  Bridge  13  Feet  by  Jacking.  Eng.  News- 
Rec,  vol.  82,  no.  18,  May  1,  1919,  pp.  850-854,  9  figs.  Increasing  by  12.6  ft. 
the  underclearance  of  a  four-track,  two-level  steel  structure  at  Pittsburgh  with- 
out interruption  of  traffic. 

Reinforcement.  Reinforcement  of  Bridge  by  Means  of  an  Eccentric  Chord.  En<* 
News-Rec,  vol.  82,  no.  19,  May  8,  1919,  pp.  912-914,  4  figs.  Strengthening 
steel  bridge  span  in  Chicago  without  infringing  on  underclearing  and  without 
using  falsework. 

Repairs.  Repairs  to  Bridge  at  Kampen.  Holland  (Herstellingswerken  aan  de  brug 
over  den  Djssel  te  Kampen).  J.  C.  Pannekoel.  De  Ingenieur.  vol.  34.  no.  12, 
Mar.  22,  1919,  pp.  204-205,  8  figs  Collision  of  steamer  with  one  of  the  girders 
damaged  bottom  flange,  plates  and  angles  being  torn  away.  Damaged  parts 
were  removed  and  actual  tension  on  girder  determined  by  calculation  and  checked 
by  spring  balance  temporarily  inserted. 

Small  Bridges.     See  Culverts  and  Small  Bridges  above. 

Superstructure.  Design  of  New  Superstructure  of  Louisville  Bridge  with  641-Foot 
Riveted  Span.  Eng.  News-Rec,  vol.  82,  no.  21,  May  22,  1919,  pp.  1007-1011, 
10  figs.,  partly  on  separate  plate.  Replacement  of  Pennsylvania's  historic 
Fink-truss  bridge  over  Ohio  River  at  Louisville,  Ky.,  said  to  have  involved  design 
and  erection  under  exceptional  conditions. 

Wilson  Bridge.  Wilson  Bridge  Combines  Stone  and  Concrete.  Contract  Rec, 
vol.  33,  no.  20,  May  14,  1919,  pp.  451-453,  4  figs.  Six-span  arch  structure  over 
river  Rhone  has  masonry  arches,  cutstone  trimmings  and  Hennebique  type 
concrete  deck. 

BUILDING  AND  CONSTRUCTION 

Army  Constriction  Division.  The  World's  Biggest  Building  Project,  Arthur  J. 
Widmer.  Jl  Engrs.  Club  of  St.  Louis,  vol.  4,  no.  2.  Mar  -Apr.  1919,  pp,  125-141. 
Work  of  the  Construction  Division  of  the  army  said  to  have  involved  expendi- 
ture of  $1,200,000,000  for  period  of  18  months. 

Concrete  Houses.  Housing  Project  Construction  Costs,  Charles  F.  Willis.  Con- 
crete, vol.  14.  no.  5,  May  1919,  pp.  185-190,  14  figs.  Concrete  houses  in  groups 
at  Tyrone,  N.  M. 

Cottage.  The  Perfect  Double-Flatted  Cottage  Dwelling,  Robert  Thomson  Building 
News,  vol.  116,  no.  3353,  Apr.  9.  1919.  pp.  212-213,  1  fig.  Structural  arrange- 
ment of  offices  housing  water-using  appliances  and  their  combination  with 
entrance  lobby  makes  each  of  them  independently  accessible  therefrom. 

Stucco-Coated  English  Type  of  House.  Building  Age.  vol.  41.  no.  5,  May 
1919,  pp.  162-163,  4  figs.  Plans,  elevations  and  cross-sections  of  three-story 
35-ft.  x  31-ft.  design. 

Dams.     See  Earthwork,  Rock  Excavation,  etc. 

Factory  Production  of  Building  Parts.  Reducing  Construction  Costs — II, 
Theodore  F.  Laist.  Am.  Contractor,  vol.  40,  no.  19,  May  10,  1919,  pp.  21-22 
and  35.  Suggests  factory  production  of  essential  structural  parts  of  dwellings 
as  way  to  offset  high  cost  of  materials. 

Floors.  Reducing  Construction  Costs,  Theodore  F.  Laist.  Am.  Contractor,  vol. 
40,  no.  18,  May  3,  1919,  pp.  32-34,  10  figs.  Reinforced-concrete  Moors  in  apart- 
ment buildings  are  suggested  as  means  of  decreasing  depreciation  charges  and 
eliminating  loss  through  obsolescence. 

Halifax  Ocean  Terminals.  Reinforced  Concrete  Building,  J.  J.  Macdonald  Can 
Engr..  vol.  36.  no.  18.  May  1,  1919,  pp.  427-42!).  1  fig.  General  plan  of  part 
of  Halifax  ocean  terminals  showing  coach-cleaning  and  storage  yard. 

Housing  Projects.  Notes  on  Grading  and  Planting  Plans  for  Government 
Housing  Projects.  H.  V.  Hubbard.  Landscape  Architecture,  vol.  9.  no.  3, 
Apr.  1919.  pp.  131-140.  Concerning  projects  executed  by  U.  S.  Housing 
Corporation. 

Competition  for  the  Design  of  a  Housing  Scheme  at  Bozingen,  near  Biel 
(Wcttbeewerb  fur  eine  Wohnkolonie  im  Fuchsenried  in  Bozingen  bei  Biel), 
Schweizerische  Bauzeitung,  vol.  73,  no.  7,  Feb.  15,  1919,  pp.  67-72.  8  figs. 
Specifications  required  60  per  cent  of  dwellings  should  have  2  becrooms,  living 
room,  kitchen,  cellar  and  attic;  30  per  cent  3  bedrooms  instead  of  2;  and  10  per 
cent  4  bedrooms  and  in  addition  a  separate  kitchen.  Schemes  of  six  com- 
petitors and  report  of  assessors  are  given  with  criticisms  and  comments. 

Industrial  Housing.  Industrial  Housing,  C.  W.  Ruth.  Stone  &  Webster  Jl.,  vol. 
21.  no  5.  May  1919,  pp.  388-392,  2  figs.  Believes  that  the  most  economical 
structure  is  the  five-  to  six-room  house,  because  it  allows  family  to  take  one  or 
two  roomers  and  boarders. 

Reservoirs.  Circular  Concrete  Reservoirs  at  Leamington,  Ont.,  Edward  M.«Proctor. 
Can.  Engr.,  vol.  36,  no.  19,  May  8,  1919,  pp.  433-135,  8  figs.  Provide  storage  of 
1,000,000  imp.  gal.  Low  unit  stress  has  been  used  for  steel  and  walls  are  entirely 
separate  from  floor. 

Oil  Fuel  Reservoir  of  Rosyth.  Engineer,  vol.  127,  no.  3301.  Apr.  4,  1919, 
pp.  324-325,  2  figs.  Concrete  structure  on  rock  foundation;  walls  built  in  form 
of  retaining  walls  with  average  height  of  35  ft.,  and  reinforced  with  steel  rods 
laid  in  direction  of  length  of  wall  in  layers  3  ft.  apart  in  vertical  direction,  and 
spaced  from  1  ft.  to  4  ft.  apart  in  horizontal  direction. 

Roofs.  Erecting  Long-Span  Roof  over  Steel  Mill  by  Rolling  Trusses  to  Place.  Eng 
News-Rec,  vol.  82,  no.  19,  May  8,  1919,  pp.  898-902,  8  figs.  Trusses  rolled 
along  cranevvay  in  groups  weighing  800  tons. 

School  House.  Standard  School  House  Equipment  and  Details.  Am.  Architect, 
vol.  115,  no.  2263,  May  7,  1919,  pp.  657-663,  11  figs.  N.  Y.  City  practice  of 
forming  folding  partitions. 


148 


JOURNAL     OF    THE     ENGINEERING     INSTITUTE    OF    CANADA 


Vibrations.  Vibrations  in  Buildings  Due  to  Electrical  Machinery,  A.  B.  Eason. 
Post  Office  Elec.  Engrs.  J!.,  vol.  12,  part  1,  Apr.  1919,  pp.  32-40,  3  figs.  Noise 
and  vibration  dealt  with  is  that  being  due  to  telephone  charging  sets  and  ringing 
machines.  Various  reports  dealing  with  conditions  in  post-office  telephone 
exchanges  are  mentioned. 

Warehouse.  Eaton  Mail  Order  Building.  Moncton,  N.  B.  Contract  Rec,  vol.  33, 
no.  20,  May  14,  1919,  pp.  449-450,  2  figs.  Six-story  flat-slab  reinforced-concrete 
warehouse. 

CEMENT  AND  CONCRETE 

Car  Floats.  Construction  of  Concrete  Car  Floats  for  the  Government.  Concrete, 
vol.  14,  no.  5,  May  1919,  pp.  181-183,  8  figs.  Concrete  is  pourced  in  three  units: 
(1)  bottom  skin,  keelsons  and  frames,  and  outside  skin  and  frames;  (2)  bulk- 
heads: (3)  stanchions,  deck  beams,  girders  and  deck  slabs. 

Concrete  Mixes.  Correct  Proportioning  of  Concrete  Mixes,  Duff  A.  Abrahms. 
Am.  Architect,  vol.  115,  no.  2205,  May  21,  1919.  pp.  721-733,  9  figs.  Report 
of  investigations  covering  consistency  (quantity  of  mixing  water),  size  and 
grading  of  aggregates,  and  mix  (proportion  of  cement,  conducted  during  past 
three  years  at  Structural  Materials  Research  Laboratory.  Lewis  Institute, 
Chicago,  with  eo-operation  of  Am.  Inst,  of  Architects  and  Portland  Cement  Assn. 
Design  of  Concrete  Mixtures.  Duff  A  Ahrams.  Concrete,  vol.  14,  no.  5, 
May  1919.  pp.  191-195,  1  figs.  Results  of  investigations  conducted  at  Lewis 
Institute.  Chicago,  covering  relation  between  consistency,  size  and  grading  of 
aggregnfes  and  mix. 

Iron  Portland  Cement.  Iron  Portland  Cement  in  Reinforced  Concrete,  Edwin 
IT.  Lewis.  Iron  &  Coal  Trades  Rev.,  vol  98,  no.  2669,  Apr.  25,  1919.  p.  510. 
Claims  that  in  properly  made  iron  Portland  cement  there  should  be  no  difficulty 
in  keeping  sulphur  percentage  below  requirements  of  British  standard  specifi- 
cation.    Paper  before  West  of  Scotland  Iron  &  Steel  Inst. 

Mortars  and  Concrete,  Physical  Properties  op.  Physical  Properties  of  Mortars 
and  Concretes.  H.  M.  Thompson.  Can.  Eng..  vol.  36,  no.  18,  May  1,  1919, 
pp.  415-422  and  429,  18  figs.  Tests  show  that  1:2  mortar  without  addition  of 
chemicals  and  cured  in  a  moist  closet  resists  attack  by  alkali  solution,  but  is 
disintegrated  when  steam-cured;  addition  of  soap  and  aluminum  sulphate  de- 
creases strength  of  mortars  and  renders  them  more  liable  to  disintegration. 

Pneumatic  Concreting.  Pneumatic  Method  of  Concreting,  H.  B.  Kirkland. 
Cement  &  Eng.  News,  vol.  31,  no.  5,  May  1919,  pp.  23-25,  3  figs.  Consist  in 
blowing  batches  of  concrete  through  pipe  from  central  point  of  supply  to  their 
place  into  concrete  form. 

Retaining  Wall.  New  Type  of  Sectional  Concrete  Retaining  Wall.  Ry.  Rev., 
vol.  04,  no,  19,  May  10,  1919,  pp.  690-691,  4  figs.  Material  in  form' of  8-in. 
reinforced-concrete  I-beams  was  secured  and  laid  in  form  of  cribbing  or  retaining 
wall. 

Roddino.  Improving  Concrete  by  Rodding,  F.  E.  Giesecke.  Eng.  News-Rec., 
vol.  82,  no.  20,  May  15,  1919,  pp.  957-958,  2  figs.  Tests  are  said  to  have  shown 
that  strength  is  increased  materially  by  continuous  agitation  of  wet  concrete 
with  rods. 

Setting  Time  of  Portland  Cement.  Notes  on  the  Setting  Time  of  Portland  Cement, 
F.  Esling.  ,11.  Soc.  Chem.  Indus.,  vol.  38,  no.  7,  Apr.  15,  1919,  pp.  81T-82T. 
Advocates  further  revision  of  standard  specification  of  cement  testing  in  respect 
to  water  that  should  be  used  in  gaging  cement-setting-time  tests,  and  for  this 
purpose  distilled  water  is  suggested  as  most  readily  obtainable  standard. 

Slag  Production.  Largest  Slag  Producer  in  America.  Cement  Mill  &  Quarry,  vol. 
14,  no.  9,  May  5,  1919,  pp.  11-13,  14  figs.  Plant  at  Ensley  designed  to  produce 
4000  tons  of  basic  slag,  crushed  and  screened  in  seven  standard  sizes. 

Trunking.  Concrete.  Construction  and  Use  of  Concrete  Trunking,  B.  A.  Lundy. 
Ry.  Signal  Engr.,  vol.  12,  no.  5,  May  1919,  pp.  109-170,  2  figs.  Scarcity  of 
cypress  and  high  cost  of  sizes  required  led  to  development  of  this  type. 

EARTHWORK,  ROCK  EXCAVATION.  ETC. 

Dams.  Sweetwater  Dam  Enlarged  for  the  Third  Time,  H.  N.  Savage.  Eng.  News- 
Rec,  vol.  82,  no.  20,  May  15,  1919,  pp.  948-952,  0  figs.  Construction  of  siphon 
spillways  and  enlargement  of  weir  spillways  to  take  care  of  maximum  flood. 

Dredging.  Embankments  of  the  Zuider  Zee  (De  dijken  in  de  Zuiderzee),  K.  dem  Tex. 
De  Ingenieur,  vol.  34,  no  13,  Mar.  29,  1919,  pp.  227-228.  Advantage  claimed 
for  suction  dredges  with  pressure  pipes  is  great  output  independent  of  wind  and 
weather. 

Filling.  Computation  of  Time  Required  to  Fill  a  Graving  Dock,  Eugene  E.  Halmos 
Eng.  News-Rec.,  vol.  82,  no.  19,  May  8,  1919,  pp.  920-921,  1  fig.  Based  on 
method  of  filling  from  upper  orifice  or  from  usual  gate  openings  at  bottom  of  dock. 

Inspection  or  Dredging.  Inspection  of  Drainage  Ditch  Cross-Sections  After  Con- 
tract Dredging,  E.  S.  Blaine.  Eng.  News-Rec,  vol.  82,  no.  21,  May  22,  1919, 
pp.  1019-1022,  7  figs.  Soundings  made  by  level  rod  gave  way  to  lead  and  line 
following  along  tape. 

Sinking.  Sinking  a  Concrete  Pumping  Station  in  a  River,  Keith  O.  Guthrie.  Eng. 
News-Rec,  vol.  82,  no.  21,  May  22,  1919,  pp.  1013-1016,  6  figs.  House  consisting 
of  concrete  cylinder  30  ft.  in  diameter  lowered  while  being  built  from  frame  con- 
trolled by  ratchet  wrenches  tied  together  for  simultaneous  movement. 

Steam  Shovel.  A  Review  of  Modern  Steam  Shovel  Practice,  with  Recommended 
Procedure,  Llewellyn,  N.  Edwards.  Mun.  &  County  Eng.,  vol.  56,  no.  5, 
May  1919,  pp.  176-179,  3  figs.  Economy  and  efficiency  of  shovel  operation 
believed  to  be  mainly  dependent  on  properly  proportioned  combination  of  latent 
power  of  machine  with  skill  and  experience  of  operator. 

Tunneling.  Tunnel  Between  Denmark  and  Sweden  (Om  tunnelbanen  Kobenhavn- 
Malm),  Heinrich  Ohrt.  Ingeniren,  vol.  28,  no.  15,  Feb.  19,  1919,  pp.  94-95. 
Project  contemplates  connection  across  harbor  dam  with  Amagar  Island.  It  is 
proposed  to  sink  shafts  at  Saltohlm  Island  from  which  tunneling  will  be  carried 
in  two  directions.  Total  length  to  be  31K  miles  of  which  11  miles  will  be  below 
sea  level. 


HARBORS 

Philadelphia.  Harbor  Developments  of  the  Port  of  Philadelphia  in  Progress  and 
Contemplated,  W.  B.  Ladue.  Jl.  Engrs.  Club  Philadelphia,  vol.  30-5,  no.  174, 
May  1919,  pp.  188-193.  Forecasts  great  future  for  this  port,  and  suggests 
advertising  its  present  possibilities. 

MATERIALS  OF  CONSTRUCTION 

Liquid  Air.  Liquid  Air  as  an  Explosive  (Het  schieten  met  vloeibare  luncht  in  de 
Uederlandsche  Kolenmijnen),  W.  H.  D.  de  longh.  De  Ingenieur,  vol.  34,  no.  10, 
Mar.  8,  1919,  pp.  170-179,  2  figs.  Experiments  with  cartridges  containing  finely 
powdered  soot,  charcoal,  bituminous  coal,  paper,  cork,  reed  and  sawdust  satu- 
rated with  liquid  air.  This  explosive  is  said  to  have  been  found  equal  to  dyna- 
mite. 

Roofing  Materials.  Bituminous  Roofing  Materials  and  Construction — II,  George 
Landis  Wilson.  Chem.  &  Metallurgical  Eng.,  vol.  20,  no.  9,  May  1,  1919, 
pp.  484-480,  4  figs.  Comparative  tests  of  thickness,  tensile  strength,  absorption 
of  moisture,  pliability,  volatility  and  fillers. 


ROADS  AND  PAVEMENTS 


Asphalt 


lt.  Hot  Mix  Asphalt  Pavements.  Francis  P.  Smith.  Can.  Engr.,  vol.  36, 
no.  21,  May  22,  1919,  'pp.  472-474  &  482.  Determining  character  of  drainage 
and  on  manner  of  utilizing  existing  pavements.  Paper  read  before  Sixth  Can. 
Good  Roads  Congress. 

Bituminous  Pavements.  Defects  in  Surface  of  Bituminous  Pavement  Due  to 
Concrete  Base,  H.  W.  Skidmore.  Eng.  News-Rec,  vol.  82,  no.  18,  Mav  1, 
1919,  pp.  878-880.  Data  collected  at  Oak  Park,  111.,  intepreted  as  indicating  that 
cracks  and  other  objectionable  features  are  a  minimum  where  flexible  foundations 
are  used. 

Efficiency  of  Bituminous  Surfaces  and  Pavements  Under  Motor  Truck 
Traffic  Prevost  Hubbard.  Am.  City,  City  Edition,  vol.  20,  no.  5,  May  1919, 
pp.  455-458.  Views  general  opinion  as  rating  increasing  efficiency  of  bituminous 
types  in  the  order;  bituminous  surfaces,  bituminous  macadam,  bituminous 
concrete,  sheet  asphalt  and  asphalt  block. 

Brick.  Design  and  Construction  of  the  Monolithic  Brick  Road  South  of  Seneca, 
111.,  AH.  Hunter.  Mun.  &  County  Engr.,  vol.  50,  no.  5,  May  1919,  pp.  101- 
163,  6  figs.  Plans  call  for  alteration  of  grade  by  reduction  to  maximum  of  7  per 
cent,  a  specification  which  required  heavy  excavation  on  hill. 

Brick  Pavements  in  the  Middle  West,  A.  T.  Goldbeck  and  F.  H.  Jackson. 
Public  Roads,  U.  S.  Dept.  Agriculture.  Bur.  Public  Roads,  vol.  1,  no.  10, 
Feb.  1919,  pp.  3-18,  14  figs.  Writers  conclude  from  their  survey  that  type  and 
thickness  of  base  should  depend  upon  maximum  load  or  weight  to  be  carried  and 
the  bearing  value,  under  all  weather  conditions,  of  the  underlying  soil.  Further 
conclusions  applying  to  special  eases  were  also  formed. 

General  Features  of  Brick  Pavement  Construction,  A.  T.  Goldbeck  and 
F.  H.  Jackson.  Eng.  &  Contracting,  vol.  51,  no.  19,  May  7,  1919,  pp.  479-481. 
From  observations  made  during  inspection  trip  of  large  number  of  brick  roads 
in  the  Middle  West.      See  Note  to  preceding  item. 

Present  Status  of  Brick  Pavements  Constructed  with  Sand  Cushions, 
Cement  Mortar  Beds,  and  Green  Concrete  Foundation,  Wm.  M.  Acheson. 
Better  Roads  &  Streets,  vol.  9,  no.  3,  Mar.  1919,  pp.  83-84.  Paper  before  Am. 
Road  Builders'  Assn. 

Concrete  Highway  Standards.  Concrete  Highway  Construction  Standards 
Raised.  _  Eag.  News-Rec,  vol.  82,  no.  20,  May  15,  1919,  pp.  955-956. Mississippi 
Valley  State  Road  Officials  recommend  tamped  concrete  and  heavier  sections. 

Concrete  Sidewalks.  Design  of  Concrete  Sidewalks  and  Concrete  Curb  and  Gutter 
at  Street  Intersections,  W.  Robert  Paige.  Mun.  &  County  Eng.,  vol.  56, 
no.  5,  May  1919,  pp.  188-189,  3  figs.  Examples  of  lines  of  walks  and  curves, 
intersected  at  angle  of  78  deg.  14  min.  on  one  side  and  101  deg.  46  min.  on  other 
side. 

Cost  Charts.  The  Cost  of  a  Mile  of  Road,  George  A.  Duren.  Eng.  &  Contracting, 
vol.  51.  no.  19,  May  7,  1919,  pp.  485-486,  3  figs.  Charts  based  on  prices 
assumed  as  averages.  Paper  presented  before  Eng.  &  Road  Builders'  Congress. 

Dixie  Highway.  Design  and  Construction  of  the  Dixie  Highway  from  Rockwood  to 
Monroe,  Mich.,  Leroy  C.  Smith.  Mun.  &  County  Eng.,  vol.  56,  no.  5,  May 
1919,  pp.  163-165,  2  figs.  Metal  top  is  18  ft.  wide  with  uniform  thickness  of 
7  in.  and  5-ft.  shoulders.  Grade  is  uniform,  with  no  heavy  cuts  or  fills,  country 
being  low  and  level  and  soil  a  heavy  clay  the  entire  length. 

Easements  and  Superelevations.  Superelevations  and  Easements,  George  Alden 
Curtis.  Good  Roads,  vol.  17,  no.  19,  May  10,  1919,  pp.  199-201,  5  figs.  Field 
methods  of  constructing  pavements  with  banked  and  easement  curves. 

Guarantees.  Pavement  Guarantees.  Mun.  Jl.  &  Public  Works,  vol.  46,  no.  20, 
May  17,  1919,  pp.  355-356.  Practice  of  counties  throughout  U.  S.  A.  as  to 
requiring  them  and  opinions  of  county  officials  as  to  their  desirability. 

Finishing  Concrete  Roads.  The  Finishing  of  Concrete  Roads  by  Machine,  E.  G. 
Carr.  Am.  City,  Town  &  County  Edition,  vol.  20,  no.  5,  May  1919,  pp.  429- 
431,  2  figs.  Illustrating  how  entrapped  air  is  removed  from  concrete  by  alter- 
nating pressure. 

Illinois.  Illinois  Adopts  a  Uniform  Basis  of  Design  for  all  Types  of  Rigid  Pavement, 
Clifford  Older.  Eng.  News-Rec,  vol.  82,  no.  19,  May  8,  1919,  pp.  905-907. 
State  bond  issue  of  $60,000,000  together  with  about  $24,000,000  of  Federal  aid 
appropriation  is  to  be  expended  for  road  building.  It  has  been  decided  to  use 
concrete  or  brick  base  or  bituminous  concrete  base  for  main  roads. 

Macadam.  Bituminous  Macadam,  A.  W.  Dean.  Can.  Engr.,  vol.  36,  no.  21,  May 
22,  1919,  pp.  469-470.  Various  rules  are  given  for  preventing  unsatisfactory 
results  with  bituminous  macadam. 

Marker,  Standardization.  Uniform  Markers  for  Our  Highways,  Roy  E.  Berg. 
Motor  Age,  vol.  35,  no.  20,  May  15,  1919,  pp.  30-32, 14  figs.  Road  signs 
recommended  for  standardization. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


149 


Pavings  for  Electric-Railway  Tracks.  Investigation  of  Pavings  for  Electric 
Railway  Tracks,  H.  S.  Cooper.  Elec.  Traction,  vol.  15,  no.  5,  May  1919, 
pp.  318-328.  Advises  that  in  comparing  various  types  and  kinds  of  paving 
it  is  well  to  consider  that  each  has  the  type  of  base  or  foundation  best  suited 
to  its  stability  as  a  whole  and  that  such  base  or  foundation  is  of  ample  strength 
of  itself  to  relieve  paving  of  any  stresses  or  strains  other  than  those  which  crush, 
roll  or  otherwise  disintegrate  or  wear  the  actual  body  of  the  paving  itself. 

Road  Oil.  The  Use  of  Road  Oil.  Am.  City,  Town  &  County  Edition,  vol.  20,  no. 
5,  May  1919,  pp.  423-427,  2  figs.  Costs  and  tentative  specifications  prepared 
for  highway  engineers. 

State  Highway  Management.  State  Highway  Management, Control  and  Procedure, 
M.  O.  Eldridge,  G.  G.  Clark  and  A.  L.  Luedke.  Public  Roads,  U.  S.  Dept. 
Agriculture.  Bur.  Public  Roads,  vol.  1,  no.  10,  Feb.  1919,  pp.  29-103.  28  figs. 
Schematic  diagram  of  organization  in  state  highway  forces  in  28  states. 

Washington  (State).  The  Road  Building  Sands  and  Gravels  of  Washington,  Morris 
M  Leighton.  Wash.  Geol.  Survey,  bul  22,  1919,  307  pp.,  45  figs.  Studies 
covered  (1)  field  examination  to  determinate  nature,  extent  and  manner  of 
occurrence,  and  (2)  laboratory  tests  to  ascertain  probably  quality  for  gravel 
macadam  and  the  various  forms  of  pavement  in  which  sand  and  gravel  are  used. 

Wood-Block  Pavement.  Procedure  in  Constructing  an  Open  Joint  Wood  Block 
Pavement  at  Toledo,  Ohio,  Raymond  Pierce.  Mun  &  County  Eng.,  vol.  56, 
no.  5,  May  1919,  pp.  174-175,  2  figs.  Work  carried  on  during  winter  mouths. 
Tractor  was  used  to  steam  stone  and  sand  and  to  furnish  hot  water  for  concrete 
mixer. 

SANITARY  ENGINEERING 

Comfort  Stations.  Comfort  Stations  Are  National  Necessities.  Domestic  Eng., 
vol.  87,  no.  5,  May  3,  1919,  pp.  186-188  and  223,  2  figs.  Need  of  immediate 
erection  of  public  conveniences  believed  to  be  important  part  of  reconstruction 
program.     Arrangement  suggested. 

Sewage  Disposal.  Results  of  Experiments  With  Miles  Acid  Process  of  Sewage 
Treatment,  Edgar  S.  Dorr.  Eng.  &  Contracting,  vol.  51,  no.  20,  May  14, 
1919,  pp.  510-513.  From  experiments  conducted  at  various  institutions  it  is 
concluded  that  Miles  process  will  produce  a  well-disinfected  effluent  from  which 
90  per  cent,  of  settleable  solids  and  99  per  cent,  of  the  bacteria  have  been 
removed.     From  Jl.  Boston  Soc.  Civil  Engrs. 

The  Sewage  Disposal  Problem  in  Chicago,  C.  D.  Hill.  Mun.  &  County 
Eng.,  vol.  56,  no.  5,  May  1919,  pp.  180-181.     Dilution  process  used. 

Sewage  Screens.  Operation  of  Fine  Sewage  Screens  at  Long  Beach,  California. 
Eng.  News-Rec,  vol.  82,  no.  21,  May  22,  1919,  pp.  1012-1013.  Tests  reported 
to  have  indicated  that  screens  remove  16.3  per  cent,  of  solids. 

Slcdge  Activation.  Activated  Sludge  Experiments  at  Sheffield — Successful  Results 
by  Agitation,  John  Haworth.  Contract  Rec,  vol.  33,  no.  19,  May  7,  1919, 
pp.  438-439,  1  fig.  Analysis  of  samples  from  experimental  aeration  plant, 
Sheffield  Sewage  Works. 

SURVEYING 

Astronomical  Meridian  Determination.  Polaris  Observations  for  Azimuth  in 
Northern  Latitudes,  J.  Maughs  Brown.  Eng.  Education,  Bul.  Soc.  for  Promo- 
tion of  Eng.  Education,  vol.  9,  no.  8,  Apr.  1919,  pp.  305-316,  4  figs.  Suggestions 
intended  to  simplify  field  work  and  computations  in  determining  astronomical 

meridian. 

Magnetic  Meridian  Determination.  A  Method  of  Determining  the  Magnetic 
Meridian  as  a  Basis  for  Mining  Surveys,  T.  Lindsav  Galloway.  Trans.  Instn.  Min. 
Engrs..  vol.  56,  part  4,  Apr.  1919,  pp.  222-227  and  (discussion),  pp.  227-235,  3 
figs.  Describes  theodolite  and  three  tripods,  and  appliance  termed  "  magnetic 
reflector,"  which  consists  of  a  small  plate-glass  mirror  to  which  is  cemented  a 
flat  magnetized  bar,  the  whole  being  delicately  suspended  by  a  single  fiber 
of  unspun  silk,  which  are  introduced  in  writer's  method  for  the  purpose  of 
correcting  what  he  terms  the  deficiencies  in  Beanland's  extension  of  astrono- 
mical methods  to  underground  surveying. 

Spirit  Leveling.  Spirit  Leveling,  R  B.  Marshall.  Dept.  of  the  Interior,  I1.  S. 
Geol.  Survey,  bulletins  632  to  636  and  638.  In  W.  Va.,  Me.,  La.,  Ga.,  Ark.; 
and  N.  Mex.  A  separate  bulletion  for  each  state. 

WATER   SUPPLY 

Factory  Water  Supply.  What  It  Pays  to  Know  About  Factory  Water  Supply 
—III,  Charles  L.  Hubbard.  Factory,  vol.  22,  no.  5,  May  1919,  pp.  919-923, 
7  figs.  Contaminated  drinking  water  supplied  to  workers  said  to  have  cost 
one  company  $50,000  in  death  and  sickness  claims. 

Filtering  at  High  Ratf.  Reports  on  Detroit  Waterworks.  Mun.  Jl.  &  Public 
Works,  vol.  46,  no.  19,  May  10,  1919,  pp.  334-337.  Investigation  conducted 
under  auspices  of  Board  of  Water  Commissioners  concerning  possibilities  of 
filtering  water  at  high  rate. 

Reservoirs.  The  High  Service  Reservoir  of  the  St.  Paul,  Minn.,  Water  Works, 
W.  N.  Jones.  Mun.  &  County  Eng.,  vol.  56,  no.  5,  May  1919,  pp.  165-168, 
6  figs.  Investigation  of  proposition  relative  to  securing  entire  city  supply 
from  artesian  well  and  using  Mississippi  river  as  source  of  supply. 

Improving  Providence  Water  Supply,  John  Rositer  Hess,  Jr.  Mun.  Jl. 
&  Public  Works,  vol.  46,  no.  20,  May  17,  1919,  pp.  350-353.  Temporary  dam 
and  regulating  dam  with  spillway  of  horseshoe  shape.  Reservoir  is  expected 
to  permit  elimination  of  pumping. 

Testing  Stations,  Water  Purification.  Testing  Stations  for  Determining  Critical 
Factors  for  Water  Purification  Plant  Design,  W.  T.  McClenahan  and  R.  S 
Rankin.  Eng.  &  Contracting,  vol.  51,  no.  20,  May  14,  1919,  pp.  515-516. 
Purpose  of  station  was  to  study  (1)  effect  of  aeration  on  odor  and  taste,  (2) 
kind  and  amount  of  chemical  to  be  used  and  its  effect  on  odor  and  taste,  (3) 
period  of  sedimentation  and  time  of  contact  giving  best  results,  and  (4) 
peculiarities  in  treatment  of  water  contaminated  by  oil. 


Water  Softening.  Water  Softening  for  Municipalities,  Milton  F.  Stein.  Jl.  Am. 
Water  Works  Assn.,  vol.  6.  no.  2,  June  1919,  pp.  202-214.  5  figs.  Essential 
features  of  softening  plants  are  held  to  be  mixing  chambers  in  which  softening 
reagents  are  thoroughly  dispersed  through  the  raw  water,  either  by  mechanical 
devices  or  by  baffling,  large  settling  basins  whose  capaticy  is  based  upon  reaction 
period  as  determined  for  conditions  of  minimum  temperature  and  means  for 
adding  a  coagulant  solution  either  at  entrance  to  or  near  exist  from  settling 
basins  or.  at  both  points. 

WATERWAYS 

Canal.  Adriatic  to  Switzerland.  From  the  Adriatic  to  Switzerland  by  Canal 
Boat  (Dall'  adriatieo  alia  Svizzera  per  canali  navigabili),  Guido  Po.  Rivista 
Marittima.  vol.  52,  no.  3,  Mar.  1919,  pp.  289-308,  11  figs.  Venice-Brondola- 
Pizzighettones,  up  rivers  Po  and  Adda  and  industrial  canal  to  Milan.  In 
process  of  construction. 

Flood- Water  Control.  The  Control  of  Flood  Water  in  Southern  California.  Edw. 
N.  Munns.  Jl.  Forestry,  Soc.  Am.  Foresters,  vol.  17,  no.  4,  Apr.  1919,  pp. 
423-129,  1  fig.  Construction  of  stone  ckeck-dams  so  placed  across  channel 
that  the  water,  although  able  to  percolate  through  them  to  some  extent,  collects 
in  a  basin  behind  the  dam  and  then  falls  vertically,  or  nearly  so,  over  its  front 
face. 

Short-Circuiting  Floods  in  the  Big  Sioux  River.  Francis  C.  Shenehon. 
Eng.  News-Rec,  vol.  82,  no.  20,  May  15,  1919,  pp.  931-964,  5  figs.  Plan  of 
spillway  to  guard  against  flood  water  in  Big  Sioux  River  near  Sioux  Falls,  S.  D. 

VARIA 

Stump  Removal.  Methods  and  Costs  of  Stump  Removal  in  Land  Clearing,  F.  M. 
White  and  E.  R.  Jones.  Eng.  &  Contracting,  vol.  51,  no.  21,  May  21,  1919, 
pp.  535-537,  3  figs.  Examples  of  dynamite  charges  in  various  cases  and  stump- 
ing records  made  by  crews.  Investigations  by  Agricultural  Experiment  Station, 
Univ.  of  Wisconsin.  Pulling  with  horse  puller  and  then  eraking  with  dynamite 
said  to  have  been  found  to  be  the  most  economical  method  of  stump  rem  oval. 

ELECTRICAL  ENGINEERING 

ELECTRODEPOSITION 

Galvanizing  Plants.  Planning  anil  Operating  a  Galvanizing  Plant,  E.  P.  Later. 
Foundry,  vol.  47,  no.  7,  May  15,  1919,  pp.  289-291.  .">  figs.  Analysis  of  tem- 
perature factors  and  difficulties;  remarks  on  choice  of  kettles,  tanks  and  cleaning 
equipment. 

ELECTROPHYSICS 

Cables.  Aerial.  General  Property  of  Aerial  Cables  (Sur  une  propriety  tr£s  g£nerale 
des  cables  servant  aux  transport  a^riens),  G.  Leinekugel  le  Cocq.  Comptes 
rendus  des  stances  de  l'Acad6mie  des  Sciences,  vol.  168,  no.  15,  Apr.  14,  1919, 
pp.  761-764,  1  fig.  Portion  of  cable  between  two  suspension  points  considered 
as  beam  and  deflections  at  various  points  determined  in  terms  of  horizontal 
tension  at  extremities  and  integral  of  bending  moments  to  left  of  section. 

Current  Rectification  by  Voltameter.  Direct  Current  Generation  by  Applying 
Alternating  Electromotive  Force  to  Voltameter  with  Platinum  Electrodes 
(Sur  la  production  d'un  courant  continu  par  application  d'une  force  £lectro- 
motrice  alternative  a  un  voltametre  a  ilectrodes  de  platine),  P.  Vaillant. 
Revue  GSnerale  de  l'Electricit6,  vol.  5,  no.  16,  Apr.  1919,  pp.  593-594.  From 
Comptes  rendus  des  stances  de  l'Acadimie  des  Sciences,  vol.  168,  Mar.  31, 
1919.  pp.  687-689. 

Emission  of  Electricity  from  Incandescent  Bodies.  Emission  of  Electricity 
from  Incandescent  Bodies  (L'emission  d'electricite  par  les  corps  incandescents), 
A.  Boutaric.  Revue  Gene>ale  des  Sciences,  vol.  30,  no.  7,  Apr.  15,  1919,  pp. 
198-211,  17  figs  Its  application  in  construction  of  Fleming  valve,  audion  and 
tudes  acting  by  electronic  discharges.  The  theory  of  operation  of  these 
apparatus  is  outlined  and  a  mathematical  theory  of  the  operation  of  vacuum 
three-electrode  tubes  is  presented.     Second  article. 

Oscillations  Maintained.  Electrotechnical  Analogy  of  Maintained  Oscillations 
(Sur  une  analogie  61ectrotechnique  des  oscillation  entretenues),  Paul  Janet. 
Comptes  rendus  des  seances  de  l'Acadfanie  des  Sciences,  vol.  168,  no.  15,  Apr.  14, 
1919,  pp.  764-766.  Analogy  between  maintained  oscillations  used  in  wireless 
telegraphy  and  reversing  motion  of  separately  excited  motor  when  fed  by 
series  generator  and  running  on  no  load. 

FURNACES 

Booth-Hall  Electric  Furnace.  The  Booth-Hall  Electric  Furnace,  W.  K.  Booth. 
Iron  &  Coal  Trades  Rev.,  vol.  98,  no.  2671,  May  9,  1919,  p.  716,  3  figs.,  also 
Can.  Machy..  vol.  21,  no.  18,  May  1,  1919,  pp.  430-433,  7  figs.  This  conducting- 
hearth  electric  furnace  has  an  auxiliary  electrode  for  starting  and  automatic 
control.  Paper  read  before  Iron  &  Steel  Inst.,  and  Instn.  Elec.  Engrs.  at 
joint  meeting. 

Control  of  Temperature.  Metal  Melting  in  Electric  Furnaces,  E.  F.  Collins. 
Metal  Indus.,  vol.  17,  no.  5,  May  1919,  pp.  221-224,  3  figs.  Some  characteristics 
of  the  furnace  installation  treated  are  control  of  temperature  of  heat-generating 
source  and  uniform  distribution  of  heat  generated. 

Heroult  Furnace.  Work  of  the  Electric  Furnace.  Elec.  Eng.,  vol.  52,  no.  5, 
Nov.  1918,  pp.  12-13,  4  figs.  Installation  at  plant  of  Driver-Harris  Co., 
Harrison,  N.  J.  Furnace  is  of  HeVoult  are  type  featured  with  automatic  regula- 
tion; it  has  capacity  of  two  tons. 

Non-Ferrous  Metal  Melting.  Electric  Furnace  for  Melting  Non-ferrous  Metals — 
I.  Edgar  F.  Collins.  Foundry,  vol.  47,  no.  7,  May  15,  1919,  pp.  284-288,  6  figs. 
Diagram  illustrating  principles  of  carbon-electrode  type  of  furnace.  Notes  on 
continuity  and  dependability  of  service  is  melting  brass  commercially. 

Melting  of  Non-Ferrous  Metals  and  Alloys.  Elec.  World,  vol.  73,  no.  21, 
May  24,  1919,  pp.  1110-1114,  5  figs.  Data  presented  to  show  that  saving  of 
100  per  cent  or  more  may  be  expected  from  electrical  method  in  brass-melting 
industry. 


150 


JOURNAL     OF     THE     ENGINEERING     INSTITUTE     OF     CANADA 


S ah lin  Furnace.  A  New  Type  of  Electric  Furnace,  Axel  Sahlin.  Iron  &  Coal 
Trades  Rev.,  vol.  98,  no.  2671,  May  9,  1919,  p.  618,  2  figs.  Built  as  circular 
ladle  with  contracted  top  and  dished  bottom.  Paper  read  at  joint  meeting  of 
Iron  &  Steel  Inst,  and  Instn.  Elec.  Engrs. 

Steel-Furnace  Practice.  Pointers  on  Electric  Steel  Furance  Practice,  H.  E. 
Diller  Foundry,  vol.  17,  no  6.  May  1,  1919,  pp.  239-212,  6  figs.  Data  on 
arc-type  furnaces  based  on  research  work  conducted  by  writer  and  his  experience 
in  various  foundries. 

Steel-Furnace  Progress.  Electrical  Apparatus  Development.  Elec.  World, 
vol.  73,  no.  21,  May  24,  1919.  pp.  1102-1105,  4  figs.  Growth  of  electric  steel 
furnace  indicated  by-mentioning  that  while  in  July,  1913,  there  were  only  about 
20  such  furnaces  in  the  U.  S.  A.,  at  the  end  of  1918  there  was  a  total  of  287. 

Electric  Furnaces,  W.  E.  Moore.  .II.  Engrs.  Club  of  St.  Louis,  vol.  4, 
no.  2.  Mar.-Apr.  1919,  pp.  166-183,  4  figs.  History  of  development  with  remarks 
on  quantity  production.  Areetype  furnace  is  considered  as  best  suited  type 
for  foundry  work. 

Developments  in  Electric  Iron  &  Steel  Furnaces,  J.  Bibby.  Iron  &  Coal 
Trades  Rev.,  vol.  98,  no.  2671,  May  9,  1919,  pp.  611-617.  23  figs.  Remarks 
confined  to  development  in  manufacture  of  iron  and  steel  by  means  of  electric 
furnaces.  It  is  emphasized  that  it  is  important  for  electrical  engineers  to 
grasp  requirements  of  metallurgists  and  to  be  acquainted  with  working  condi- 
tions of  blast  furnaces  and  steel  foundries.  Paper  read  at  joint  meeting  of 
Iron  &  Steel  Inst,  and  Instn.  Elec.  Engrs. 

Steel  Furnaces.  Large  Electric  Steel-Melting  Furnaces.  Victor  Stobie.  Iron  & 
Coal  Trades  Rev.,  vol.  98,no.  2671,  May  9.  1919,  pp.  618-621,  8  figs.  Suggested 
connnections  for  various  sizes.  Paper  read  at  joint  meeting  of  Iron  &  Steel 
Inst,  and  Instn.  Elec.  Engrs. 

GENERATING   STATIONS 

Centralization  of  Electric  Power.  The  Significance  and  the  Opportunities  of 
the  Central  Station  Industry,  R.  F.  Sehuekardt.  Elec.  .II,,  vol.  16,  no.  5, 
May  1919,  pp.  166-168.  Believing  contralization  of  electric  power  will  come 
eventually  writer  urges  planning  present  extensions  so  that  in  due  time  inter- 
connection can  be  carried  out  most  economically 

The  Primaries  of  Today,  the  Secondaries  of  Tomorrow,  W.  S.  Murray. 
Elec.  .11.,  vol.  16,  no.  .5,  Mav  1919,  pp.  168-170.  Advantages  of  centralization 
of  electric  power  illustrated  by  quoting  comparative  load  factors  of  central 
plants  and  plants  otherwise  operated. 

Eastern  Companies.  Promising  Outlook  for  Eastern  Companies.  Elec.  World, 
vol.  73,  no.  20,  May  17,  1919,  pp.  984-991,  14  figs.  Central-station  situation 
outlined  for  several  communities,  notably  Philadelphia,  Baltimore,  New  Jersey 
and  New  York  City. 

Hydroelectric  Plant,  Sm  \ll.  Opportunities  for  and  Data  on  Small  Municipal 
Hydro-Electric  Plants,  Wm.  G.  Fargo.  Min.  &  County  Eng.,  vol.  ,56,  no.  5, 
Mav  1919,  pp.  168-171,  3  figs.  Example  of  rating  curve  for  determining  inter- 
mediate stream  flow  based  on  several  flow  measurements. 

Ice  Making  and  Refrigeration.  Central-Station  Service  for  Ice  Making  and 
Refrigeration,  C.  J.  Carlsen.  Elec.  Rev.,  vol.  74,  no.  20.  May  17,  1919,  pp. 
7S3-7S7,  6  figs.  Status  and  growth  of  load  in  New  York  and  Chicago  indicating 
tendency  to  use  synchronous  motors. 

Middle  West.  Central  Station  Progress  in  the  Middle  West,  Elec.  World,  vol.  73, 
no.  20,  May  17,  1919,  pp.  1001-1006,  8  figs.  Engineering  development  of  last 
eighteen  months. 

Peat-Fired  Central  Station.  Steam-Driven  Central  Station  at  Vasteras,  Sweden 
(La  Station  centrale  thermo-electrique  de  Vasteras),  V.  Forssblad.  Genie 
Civil,  vol.  74.  no.  IS,  Apr.  12,'  1919,  pp.  296-298,  3  figs.  Designed  to  insure 
constant  feeding  of  network  served  by  hydroelectric  plants.  It  utilizes  peat 
available  in  region.     From  Teknish  Tidskrift. 

Railway  Power  Station.  New  Railway  Power  Station.  Southern  Engr.,  vol.  31, 
no.  3.  May  1919,  pp.  36-39.  4  figs.  Stations  generates  2,400  kw.  at  maximum 
rating;  present  equipment  consists  of  horizontal  cross-compound  Nordberg- 
Corliss  engines  driving  1200-kw.  direct-current  generators. 

Rotary  Converters.  An  Interesting  Rotary  Converter  Installation  at  llfrod. 
Electricity,  vol.  33,  no.  1 185,  Apr.  25,  1919,  pp.  257-259,  4  figs.  Inverted  rotary 
converter  with  step-up  transformer  and  rotary  converter  supplying  continuous 
current  at  substation  installed  by  General  Electric  Co.,  Ltd., 

Totalization  of  Load.  New  Emergency  Bus  Feature  in  Brantford  Hydro-Electric 
Station.  Elec.  News,  vol.  28,  no.  9,  May  1,  1919,  pp.  29-30,  3  figs.  Scheme 
provides  for  totalizing  load  no  matter  which  way  current  is  fed. 

Turbines.  The  Year's  Electrical  Development.  Elec.  Eng.,  vol.  53.  no.  1,  Jan. 
1919,  pp.  23-28,  2  figs.     Concerning  particularly  turbine  unit  installations. 

GENERATORS   AND    MOTORS 

Converters.  Adapting  Automatic  Control  to  Motor-Started  Converters,  R.  J. 
Wensley.  Elec.  Ry.  Jl  .  vol.  53,  no.  20,  May  17,  1919,  pp.  918-951,  6  figs. 
Control  developed  by  Westinghouse  Electric  &  Manufacturing  Co.  Principle 
is  same  as  that  of  automatic  control  of  self-starting  machines. 

High-Frequency  Machines.  Regulation  of  High-Frequency  Machines  (Sur 
les  machines  a  haute  fr6quence  et  leur  rdglage),  J.  Bethenod.  Bulletin  de  la 
Society  Franoaise  des  Electriciens,  vol.  9,  no.  78,  Mar.  1919.  pp.  161-176.  2  figs. 
Technical  study.  Formula  derived  both  in  case  of  a  single  machine  and  when 
two  machines  are  coupled. 

Induction  Motors.  Three-Phase  Currents  in  Mining  Work.  Elec.  Eng.,  vol.  52, 
no.  6,  Dec.  1918,  pp.  18-20,  2  figs.  Simplicity  of  squirrel  cage  for  induction 
motor,  absence  of  commutator  in  all  forms  of  induction  motors,  and  convenience 
with  which  large  amounts  of  power  can  be  transmitted  over  long  distances,  and 
their  pressures  converted  to  any  figure  that  may  be  desired  at  the  points  of 
consumption,  are  believed  to  have  given  three-phase  curren  Dreference  over 
eontinuous-current  service. 


Light-Weight  Generators.  Light  Weight  Electric  Generating  Sets.  Engineering, 
vol.  107,  no.  2782,  Apr.  25,  1919,  pp.  531-533,  9  figs.  Sets  made  by  A.  Lyon 
&  Wrench,  Ltd.,  Willesden,  London.  These  have  been  used  by  Admiralty, 
War  Office  and  Air  Ministry,  supplying  power  for  daylight  signaling,  X-ray 
apparatus,  battery  charging,  landing  lights  for  aerodromes  and  general  lighting 
of  huts,  dugouts,  etc. 

Radiotelephony.  Generators  for.  Dynamotors  and  Wind-Driven  Generators  for 
Radiotelephony,  R.  G.  Thompson.  Elec.  Jl.,  vol.  16,  no.  5.  May  1919,  pp. 
205-210,  12  figs.  Single-armature,  double  commutator,  bipolar,  ball-bearing, 
totally-enclosed  direct-current  machine.  5  in.  in  diameter  and  8.5  in.  long, 
weighing  aproximately   15  lb. 

Synchronous  Motors.  Synchronous  Motor  Characteristics — II,  Theo.  Schou  Elec. 
World,  vol.  73,  no.  18,  May  3,  1919,  pp  880-883,  12  figs.  Compound  squirrel- 
cage  winding  developed  for  pulling  into  step  synchronous  motors  carrying  full 
load. 

Utilizing  the  Time  Characteristics  of  Alternating  Current,  Henry  E. 
Warren.  Proc.  Am.  Inst.  Elec.  Engrs.,  vol.  38,  no.  5,  May  1919,  pp.  629-643, 
10  figs.  Small  self-starting  synchronous  motor  devised  for  driving  timing 
devices  such  as  clocks,  graphic-instrument  movements,  time  recorders,  etc., 
directly  from  lighting  circuits. 

Winding.  Rewinding  12,000-Kw.  Turbo-Generator  Field.  Elec.  World,  vol.  73, 
no.  18.  May  3,  1919,  pp.  893-894,  3  figs.  Work  performed  on  insulation  and 
damaged  coils. 

IGNITION    APPARATUS 

Magnetos.  Sparking  Power  of  Magnetos,  Harry  F.  Geist.  Automotive  Industries, 
vol.  11,  no.  18,  May  1,  1919,  pp.  949-953,  8  figs.  Oscillogram  showing  electro- 
motive force  across  contact  points  of  breaker  and  current  flowing  in  ignition 
circuit  for  five  different  points  of  interruption. 

Experiments  on  the  High-Tension  Magneto — II,  Norman  Campbell. 
Loud,  Edinburgh,  and  Dublin  Phil.  Mag.,  vol.  37,  no.  220,  Apr.  1919,  pp. 
372-396,  16  figs.  Object  of  experiments  was  to  discover  how  far  the  relation 
between  peak  potential,  primary  capacity,  and  coupling  of  circuits,  which  is 
predicted  by  theory,  is  found  in  experiment.     (Continued.) 

Spark  Plugs.  The  Operation  and  Design  of  Sparking  Plugs,  H.  Warren.  Auto- 
mobile Engr.,  vol.  9,  no.  123,  Feb.  1919,  pp.  59-63,  14  figs.  Actual  ignition 
of  explosive  charge  in  engine  cylinder  is  particular  case  with  which  writer 
deals,  attention  being  confined  to  physical  conditions  under  which  ignition  is 
effected  and  operation  and  design  of  sparking  plugs.     (To  be  concluded.) 

LIGHTING   AND    LAMP    MANUFACTURE 

Lighting  Codes.  Present  Status  of  Industrial  Lighting  Codes,  G.  H.  Stickney. 
Am.  Architect,  vol.  115.  no.  2234,  May  14,  1919,  pp.  694-698.  In  four  states 
and  in  several  establishments  industrial  lighting  codes  have  been  adopted  for 
the  protection  of  workers  from  accidents  and  eye  strain.  Specifications  deal 
with  intensity,  glare  limits  and  distribution.  Various  texts  are  discussed  and 
suggestions  are  offered.  (To  be  continued).  Paper  presented  at  joint  meeting 
of  Am.  Inst.  Elec.  Engrs.  and  Illuminating  Eng.  Soc. 

Motion-Picture  Projection.  Mazda  C.  Lamps  for  Motion  Picture  Projection, 
A.  R.  Dennington.  Elec.  Jl.,  vol.  16,  no.  5,  May  1919.  pp.  201-204,  6  figs. 
Westinghouse  equipment. 

MEASUREMENTS   AND   TESTS 

Capacity  and  Capacitance.  Measuring  Capacity  in  a  Three-Phase  Armored 
Cable  and  Evaluation  of  the  Current  of  Capacitance  (Mesure  de  la  Capacite 
dans  les  cables  armes  triphases  en  vue  de  revaluation  du  courant  de  capacitance) 
Raymond  Bouzon.  Revue  Genfirale  de  l'Electricite,  vol.  5,  no.  18,  May  3, 
1919,  pp.  651-653,  4  figs.     Theory  and  formula?. 

Electrostatic  Glow  Meter.  The  Electrostatic  Glow  Meter,  R.  J.  Wensley. 
Elec.  Jl.,  vol.  16,  no.  5,  May  1919,  p.  228,  4  figs.  For  indicating  in  high  tension 
switching  stations  presence  of  potential,  grounded  phase  or  synchronism  between 
two  separate  high-tension  lines. 

Insulator  Testing.  Western  Practice  in  the  Testing  of  Insulators.  Elec.  Rev., 
vol.  74,  no.  19,  May  10,  1919,  pp.  741-743.  Report  of  Insulator  Committee 
presented  before  Pacific  Coast  Section  N.E.L.A.  Covers  tests  used  and  adopted 
by  various  operating  companies  of  Pacific  slope  together  with  description  of 
equipment  and  limitations  of  the  various  methods. 

Insulating  Materials,  Dr.  Bultemann.  Elecn.,  vol.  82,  no.  17,  Apr.  25, 
1919,  pp.  491-492.  Their  uses,  breakdown  voltages  and  preparation.  (To  be 
concluded).     From  Gummi  Zeitung,  nos   43,  45,  46,  47,  48,  1918. 

Methods  of  Measuring  Conductivity  of  Insulating  Materials  at  High 
Temperatures,  F.  B.  Silsbee  and  R.  K.  Honaman.  Jl.  Wash.  Acad.  Sciences, 
vol.  9,  no.  9,  May  4,  1919,  pp.  252-266,  4  figs.  Results  obtained  by  use  of 
alternating-current  method  on  a  number  of  types  of  samples.  Figures  show 
variation  in  resistance  but  similarity-in  constant  6,  which  is  a  measure  of  tempe- 
rature coefficient  of  their  resistance. 

Magneto,  Permanent.  Note  on  the  Testing  of  Permanent  Magnets,  J.  D.  Morgan. 
Engineering,  vol.  107,  no.  2782,  Apr.  25,  1919,  pp.  525-526,  5  figs.  Writer 
feels  that  it  is  undersirable  to  depart  from  established  practice  of  specifying 
in  term  of  Brem  and  //c  but  he  suggests  additional  test  for  determining  maxi- 
mum B  H  product. 

Temperature  Indicators  for  Alternators.  Temperature  Indicators  for  Alter- 
nators, S.  L.  Henderson.  Elec.  .11.,  vol.  16,  no.  5,  May  1919,  pp.  193:196, 
11  figs.  Of  exploring  coil  and  therm-couplo  methods  while  both  are  admitted 
to  give  satisfactory  results  still  the  latter  is  believed  to  give  results  nearer 
maximum  measurable  temperature  because  it  is  said  it  indicates  temperature 
at  a  spot  while  exploring  coil  gives  average  temperature  over  its  length. 

Voltage,  High.  Electrastatic  Apparatus  for  Measuring  Vevy  High  Voltages  (Tech- 
nische  elektrostatische  Apparate  zur  Messung  sehr  hoher  Spannungen)  A. 
Imhof.  Sehweiz.  Elektrotechnischer  Verein,  Bjl.  no.  3,  vol.  10,  Mar.  1919, 
pp.  47-52,  7  figs.  Apparatus  described  by  writer  is  based  on  principle  whereby 
only  part  of  the  voltage  passes  through  "  measuring  system  "  (2  electrodes, 
one  stationary  the  other  movable),  the  remainder  of  the  voltage  passing  through 
a  series  condenser. 


JOURNAL    OF    THE    ENGINEERING    INSTITUTE    OF    CANADA 


151 


POWER   APPLICATIONS 

Filtration  Plant.  Electric  Filtration  Plant,  R.  IT.  Steelquist.  J].  Electricity, 
vol.  42,  no.  9,  May  1,  1919.  pp.  427-438,  5  figs.  Electrically  pumped  electrically 
filtered  water  supply  of  Albany,  Ore. 

Heat  Treatment  How  the  Power  House  Aids  the  Forge,  L.  F.  Johnson.  Iron 
Trade  Rev.,  vol.  64,  no.  19,  May  8,  1919,  pp.  1221-1226.  12  figs.  How  elec- 
tricity is  used  for  heat-treating  guns  and  other  heavy  forgings  by  Inland 
Ordnance  Co. 

Heating.  Heating  Liquids  by  Electricity — the  Past,  the  Present  and  the  Future, 
H.  O.  Swoboda.  Proc.  Engrs.  Soc.  Western  Pa.,  vol.  34,  no.  8,  Nov.  1918, 
pp.  537-571  and  (discussion)  pp.  572-574, '26  figs.  Examination  of  several 
electric  circulation  water  heaters,  notably  in  the  West,  leads  writer  to  believe 
that  with  the  establishment  of  high-power  central  stations  electric  heating 
devices  offer  sufficient  advantages  to  predict  their  general  adoption. 

Plate  Mills.  Electrically-Driven  Plate  Mills,  G.  W.  Haney.  Elec.  Jl.,  vol.  16, 
no.  5,  May-1919,  pp.  188-192,  14  figs.  Of  Brier  Hill  Steel  Co.  Two  66,000 
volt  lines  connect  to  a  main  and  auxiliary  bus  which  is  supported  in  structural 
work  by  suspension  insulators;  has  arrangement  allows  flexbility  in  switching 
to  permit  any  piece  of  apparatus  to  be  cut  out  of  circuit. 

Quarrying.  Quarrying  and  Working  Stone  by  Electricity.  Elec.  Eng.,  vol.  53, 
no.  3,  March  1919,  pp.  105-107.  Applications  in  Belgium,  U.  S.  A  and  Great 
Britain. 

STANDARDS 

Motor  Rating.  The  Continuous-Rated  Motor  and  Its  Application,  L.  F.  Adams. 
Elec.  World,  vol.  73,  no.  19,  May  10,  1919,  pp.  936-939.  Reasons  for  adopting 
50-deg.  temperature  rise  for  motor  rating.  Efficiency  of  economical  use  of 
motor  material  as  affected  by  development  of  motor  design  and  amelioration  of 
hot  spots. 

Voltage  Standardization.  Standardization  of  Voltage  in  Switzerland  (Zur  Frage 
der  Vereinheitlichung  der  Betriebs-spannungen  in  der  Schweiz),  II.  Schweiz. 
Elektrotechnischer  Verein,  Bui.  no.  3,  vol  10,  Mar.  1919,  pp.  43-47.  Normal 
voltage  to  be  fixed  on  basis  of  voltage  most  generally  employed  lately.  Figures 
on  hand  show  that  90  per  cent,  of  current  systems  used  and  motors  installed 
in  1918  were  of  the  three-phase  alternating-current  type. 

STORAGE   BATTERIES 

Charging.  Charging  Storage  Batteries  under  Constant  Voltage  (Charge  des  accumu- 
lateurs  sous  tension  constante),  Fernand  T'sas.  Society  Beige  des  Electriciens, 
vol.  33,  Jan.-Mar.  1919,  pp.  41-43,  2  figs.     Scheme  of  connections. 

TELEGRAPHY  AND  TELEPHONY,  RADIO 

Airplane  Telephone  Sets.  Development  of  Airplane  Radiotelephone  Set.  H.  M. 
Stoller.  Elec.  Jl.,  vol.  16,  no.  5.  May  1919.  pp.  211-214,  10  figs.  Transmitting 
circuit  consists  of  two  three-element  vacuum  tubes  connected  to  an  input 
transformer  operated  by  a  microphone  telephone  transmitter.     S.  C.  R-68  set. 

Nomenclature.  Nomenclature  in  Wireless  Telegraphy — II,  W.  H.  Eccles.  Elecn., 
vol.  82,  no.  17.  Apr.  25,  1919,  pp.  499-500.  Ionic  tubes  used  in  radio  work. 
(To  be  concluded.) 

Static  Interference.  Static  Interference  and  the  Wireless,  Roy  A.  Weagant. 
Elec.  Eng.,  vol.  53,  no.  3,  Mar.  1919.  pp.  117-119,  1  fig.  Writer  states  that 
other  investigators  have  considered  characteristics  of  signal  wave  and  static 
wave  to  be  the  same.  He  holds  an  opposite  view  and  claims  to  have  discovered 
the  nature  of  the  difference  and  on  this  knowledge  to  have  based  his  invention 
for  preventing  static  interference.  Paper  read  before  Joint  Meeting  of  Inst. 
Radio  Engrs.  and  N.  Y.  Elec.  Soc. 

Transatlantic  Reception.  Transatlantic  Radio  Reception,  Charles  A.  Culver, 
Jl.  Franklin  Inst.,  vol.  187,  no.  5,  May  1919.  pp.  525-579,  13  figs.  In  order  to 
provide  for  transatlantic  communication  in  event  of  failure  of  cables,  representa- 
tives of  Navy  and  War  Departments  decided  to  establish  six  experimental  radio 
stations  at  Army  posts.  Conditions,  personnel,  equipment  and  results  are 
discussed. 

Valves,  Ionic.  Three-Electrode  Lamp  Valve  (La  lampe-valve  a  trois  electrodes), 
C.  Gutton.  Revue  Generale  de  l'Electricite\  vol.  5,  no.  17,  Apr  26,  1919, 
pp.  629-640,  16  figs.  Work  undertaken  in  the  laboratories  of  the  Radiotele- 
legraphie  Militaire. 

TELEGRAPHY  AND  TELEPHONY.  WIRE 

Field  Telephones.  Field  Telephone  of  the  German  Army  (L'appareil  telephonique 
de  campagne  de  l'armee  allemande).  Annales  des  Postes,  Telegrapb.es  et 
Telephones,  vol.  8,  no.  1,  1919,  pp.  94-102,  6  figs.  Electrical  scheme  and 
connection  for  apparatus  serving  two  lines. 

Fullerphone.  The  Fullerphone,  A.  C.  Fuller.  Elecn.,  vol.  82,  no  19,  May  9, 
1919,  pp.  536-538,  5  figs.;  also  Engineer,  vol.  127,  no.  3301,  Apr.  4,  1919,  p. 
435,  5  figs.  Among  advantages  claimed  for  its  application  to  civil  telegraphy 
are  saving  of  battery  power,  simplicity  of  wiring  and  manipulation  of  instru- 
ments, covering  long  distances  without  relaying  and  reduction  to  minimum  of 
maintenance  of  lines.     Paper  read  before  Instn.  Elec.  Engrs. 

Marine  Telephone,  Anti-Noise.  A  Successful  "Anti-Noise  "  Marine  Telephone. 
Pac.  Mar.  Rev.,  vol.  16,  no.  5,  May  1919,  pp.  121-123,  3  figs.  Use  of  both  ears 
is  permitted  by  special  construction  of  hand  set. 

Protection  of  Lines.  Systems  of  Protecting  Telephone  Lines  against  Falling  on 
Trolley  Wires  (Los  sistemas  de  proteccion  contra  la  caida  de  los  hilos  telefonicos 
sobre  las  lineas  aereas  de  los  tranvias  electricos),  Eug.  Aigouy.  Energia 
Electrica.  vol  21.  no.  5.  Mar.  10,  1919,  pp.  58-61.  Systems  employed  in  Norway, 
Switzerland,  Russia  and  Spain.     (Concluded.) 


Telephone  Recei\efs.  On  the  Determination  of  the  Electrical  and  Acoustic  Cha- 
racteristics of  Telephone  Receivers,  Louis  V.  King.  Jl.  Franklin  Inst.,  vol.  187, 
no.  5,  May  1919,  pp.  611-625,  5  figs.  Theoretical  aspect  presented  from  view- 
point of  possible  improvements. 

Unification  of  Telegraph  and  Telephone  Facilities.  Unification  of  Telegraph 
and  Telephone  Facilities  in  the  St.  Louis-East  St.  Louis  Terminal  District. 
Frederick  E.  Bentley.  Official  Proc.  St.  Louis  Ry.  Club,  vol.  23,  no.  11,  Mar. 
14,  1919,  pp.  236-246.     Suggests  unification  plan. 

TRANSFORMERS,  CONVERTERS,   FREQUENCY  CHANGERS 

Insulation.  The  Insulation  of  Distribution  Transformers,  A.  C.  Farmer.  Elec. 
JL,  vol.  16,  no.  5,  May  1919,  pp.  223-227,  15  figs.  Advantages  claimed  for 
treatment  at  Westinghouse  plant,  which  reduced  windings  to  solid  mass  of 
copper  and  insulation. 

Parallel  Connections  of  Transformers.  Parallel  Connecti